Toprak Razgatlıoğlu was crowned the 2021 FIM Superbike World Champion at a dramatic Indonesian finale, with Yamaha and Pata Yamaha with Brixx WorldSBK winning the Manufactures’ and Teams’ titles.
Heading into the day with a 30-point advantage in the championship, Razgatlıoğlu sealed the title in this morning’s first race at the Mandalika International Street Circuit, finishing second after another memorable battle with rival Jonathan Rea, whose victory was not enough to take the fight down to the final race.
Razgatlıoğlu becomes Turkey’s maiden WorldSBK champion and Yamaha’s first since 2009 with Ben Spies, while the 25-year-old is also the first rider to win the title having also won a support category (2015 European Superstock Championship).
It caps off one of the most exciting WorldSBK seasons in history, with Razgatlıoğlu ending the campaign on 13 wins, 29 podiums and three pole positions. The #54 rider started today’s races from the front of the grid and rounded off the year with a fourth-place finish in treacherous wet conditions.
Teammate Andrea Locatelli had already claimed the 2021 Rookie of the Year last time out, and put in a pair of mature performances in Lombok. The Italian finished an impressive fourth from fifth on the grid in Race 1, while his eight-place finish in the wet second race ensured he also claimed fourth in the final riders’ standings. This makes him Yamaha’s best-placed WorldSBK rookie since the 2011 season, highlighting just how impressive the 25-year-old has been this year.
That marks the end of the 2021 WorldSBK championship, with Yamaha and the Pata Yamaha with Brixx WorldSBK team already fully focused on 2022 to give Razgatlıoğlu and Locatelli the best chance at fighting at the sharp end once again.
Toprak Razgatlıoğlu – Championship: P1 (Race 1: P2 / Race 2: P4)
“For me not an easy season, I think the same for all riders. But we are champions. I don’t know what to say, but it’s a special day for me. Not easy races for me today, I tried my best and in the end we came out on top. It is not easy, because there were many races, many moments, but we tried our best and it’s good to be here. Johnny is a WorldSBK legend, a six-time champion and he’s good in the wet condition, the dry, every race. He helped me when I started, he is a good guy and we are friends off the track. I never changed my mindset and I just focused on the win every weekend. Congratulations to all riders, everyone tried their best. The season is over now, and it’s good to see Yamaha champions again for the first time since 2009. This title is for my dad, it has been an incredible day, he always said that one day we will see you as world champion, so I say again this is for him. I want more next season, I want to fight again and I will try every race to win.”
Valentino Rossi brought his MotoGP career to a close this weekend with an emotional weekend at the Circuit Ricardo Tormo for the Gran Premio de la Comunitat Valenciana. The Doctor ended his illustrious career with a strong top-ten finish. World Champion Fabio Quartararo concluded his 2021 campaign with a fifth-place finish in Valencia.
After 26-years of Grand Prix racing, 42-year-old Valentino Rossi made his 432nd and final MotoGP start this weekend as he brought his impressive career to a close. The 115 time race-winner and 199 time a podium finisher got his final race underway from tenth on the grid and was eager to finish on a high. Attacking from the beginning, the Italian claimed ninth by the end of the first lap. Trying to stick with the leading group, Rossi dropped behind the Ducatis of Johann Zarco and Enea Bastianini by lap nine, but that didn’t faze the experienced Italian. Continuing to push on, the nine-times World Champion found himself back in the top ten at the mid-way stage and held off Yamaha counterpart Franco Morbidelli to eventually finish his career in tenth place.
World Champion Fabio Quartararo concluded his 2021 campaign with a fifth-place finish in Valencia. The Monster Energy Yamaha rider began the season closer from eighth on the grid and a bright start saw the Frenchman end the opening lap in sixth place. Determined to join the top-five battle, Quartararo launched an attack on Jack Miller, a neat move at turn 14 promoted the 22-year-old to fifth, but Miller was quick to re-pass the Yamaha man. Locked in battle, the World Champion secured fifth place at turn four, but as the race went on dropped back to sixth. An accident for another rider on lap 11 promoted him back to fifth place, where he eventually finished the Grand Prix, +5.439 seconds behind the winner.
Monster Energy Yamaha MotoGP’s Franco Morbidelli began his final race of the 2021 season in 11th place. Dropping to 13th on lap one, Morbidelli pushed on, recovering to 11th by the half-way point. Following Rossi for the second half of the race, Morbidelli brought his factory M1 Yamaha home in 11th, securing five points.
Andrea Dovizioso completed his final race in PETRONAS colours with a 12th place finish. Dovizioso ran the majority of his race in 13th place but a charge saw him claim a season-best finish of 12th.Fabio Quartararo’s championship-winning season saw him rack up a total of 278 points, finishing 26 points clear atop of the standings. Monster Energy Yamaha MotoGP team-mate Franco Morbidelli secured 17th in the standings, despite missing five races through injury. Valentino Rossi’s 44 points saw him bow out of the championship in 18th place with Andrea Dovizioso securing 12 points during his five Grands Prix with Razlan Razali’s PETRONAS outfit.
Yamaha secured second in the constructors’ standings with a 309 points total while Monster Energy Yamaha MotoGP missed out on the team’s championship, finishing second with 380 points.
There’s no rest for the Yamaha MotoGP teams as 2022 gets underway with the first of seven test days at Jerez this week. Monster Energy Yamaha will be joined by the newly-formed RNF Yamaha team as Darryn Binder makes his MotoGP debut.
Valentino Rossi – PETRONAS Yamaha SRT, 10th
“I didn’t expect that it could be a weekend like this. I was very worried for this weekend because I didn’t know how I felt and there was a lot of pressure with many things to do. It was fantastic, I received a lot of positive energy from all the people in the paddock and I had a lot of great surprises: from seeing all my bikes on Thursday, to all the VR46 Academy riders with my helmets today. I’m also happy because I was able to be strong in both Qualifying yesterday and in the race today, finishing in the top-ten. I enjoyed it a lot and it was the best way to finish. I am in the top ten best riders in the world and it means everything, because this result will never change. I also enjoyed the celebrations after the race. It was a long career and I want to say thanks to everybody.”
Jeffrey Herlings has delivered Red Bull KTM Factory Racing their eighth premier class FIM Motocross World Championship since 2010, and third with the KTM 450 SX-F, with a tense 1-1 victory at the 2021 season-closing Grand Prix Citta di Mantova in Italy.
Red Bull KTM Factory Racing are MXGP World Champions for the third time since 2017 thanks to Jeffrey Herlings’ stellar 2021 season. The #84, who has been a KTM racer his whole career and emerged onto the Grand Prix scene as a 15-year-old in 2010, has increased his stats with a resolutely fast and strong performance this term in what has been a close and memorable campaign for MXGP. Entering the final two rounds and the ‘double-header’ at Mantova, Herlings was one of three riders separated by only three points in the MXGP standings. The Citta di Mantova climax across the Mantova sand and under cloudy skies meant Herlings had to combat both Romain Febvre (who he trailed by three points coming into the last motos) and Tim Gajser.
Herlings withstood the pressure aboard his KTM 450 SX-F and went 1-1 in the two outings in Italy to re-enter his name in the record books with his fifth Motocross World Championship title and second in the MXGP division. He also claimed 14 podiums including nine Grand Prix wins and 13 pole positions from the 17 rounds he contested in 2021, which means he stands only two overall victories away from the all-time record of 101 and with another two years ahead as a Red Bull KTM Factory Racing athlete.
With the performances from Herlings, Tony Cairoli, and Jorge Prado in the MXGP class this season KTM also won the 2021 Manufacturers’ Championship. Jeffrey Herlings: “I’m super-happy but at the same time I feel bad for the other two guys. I want to thank both of them for a great championship. The bad thing about our sport is that only one can win but they have been great, and I have such respect for both of them. To go 1-1 today was special. I haven’t slept for a week thinking about what could happen, what might happen and this-and-that. This wasn’t an easy championship. All three of us kept charging until the last moto, especially me and Romain in these last two races, and the pressure was on. I didn’t break and I made the championship happen. It was the most difficult one ever, so many ups-and-downs, and I’ve needed nerves of steel these last weeks, but we made it.”
Dirk Gruebel, Red Bull KTM Factory Racing Team Manager: “What a tough season! We went from leading to nowhere because Jeffrey got hurt and then was out of the competition. He came back early, and I think that race he made at Lommel was the difference. He rode through the pain and put us back on track. His pain threshold and his desire is crazy. Other guys would have probably stayed away and healed-up, but he wanted to stay in the game. Now he’s world champion. Today was ‘horrible’ for the whole team! We were tied after the first moto, and it went down to the last race and the best man would win. It looked like Jeffrey wanted it more again. Big credit to him for the first-class job and to all the team for pushing all the way.”
Pit Beirer, KTM Motorsports Director: “This was not a normal season. It was a difficult and special title to win. The competition was incredible so big compliments to them: Tim and Romain produced an incredible year and any one of the guys would have deserved a title, but we also worked really hard for this. Jeffrey was amazing. He had ups-and-downs but was always fighting and coming back for more. It is always an emotional ride with him but, in the end, I feel that he deserved this title the most. I have to thank the whole team because they have made so much effort, but in our motocross ‘world’ the rider is the superstar, and we have great ones in our team. Tony, Jorge, Mattia, Rene, and Tom: the relationship we have is also amazing and makes our work so much fun. We will go home tomorrow to work hard and continue to be strong next year.”
With the Red Bull KTM Ajo duo heading into the final races of the season battling for the championship lead, it was a tense closure to 2021 for the team. Gardner, who also enjoyed three pole positions this year, did what he needed to at the final round in Valencia with a 10th place finish to secure a four-point advantage over his teammate to be crowned the 2021 Moto2 World Champion. 21-year-old Spanish racer Fernandez, who enjoyed 12 podiums this season including eight victories, won the season finale for second in the series, taking Red Bull KTM Ajo’s Moto2 win tally to 13 from 18 races this season and with it the Teams title in the Moto2 category.
The 1-2 finish in the Moto2 championship, in addition to Pedro Acosta’s Moto3™ World Championship title that the Red Bull KTM Ajo team celebrated just over one week ago, is testament to the success of the KTM GP Academy, which identifies and develops young talent through the Red Bull MotoGP™ Rookies Cup, Moto3, and Moto2 on the pathway to MotoGP™.Gardner, who is the first Australian Moto2 champion and the first from his country to lift a title since 2011, is looking forward to the next step in his career with his move to the Tech3 KTM Factory Racing MotoGP team in 2022. Fernandez, who was a Moto2 rookie this season, having progressed from the Moto3 ranks with the Red Bull KTM Ajo team, will join Gardner in an exciting line-up for the Tech3 KTM squad next season.
Remy Gardner: “I’m lost for words. After so many years of suffering and so many points in my career where I thought ‘I’m not good enough, I’m not gonna make it’ we did it. This is a dream come true and I want to thank everyone who believed in me when others didn’t. I still cannot believe this has happened. I’m so grateful to be here.”
Raul Fernandez: “I’m really happy with my race and I did what I could to try and win the championship. It wasn’t lost here but in other races. Anyway, it has been a fantastic season thanks to an incredible team behind me. We won eight races and set a record for my first year in Moto2. I have a strange feeling now: I won today, but not the championship, but I’m still very happy.”
Aki Ajo: “In both categories this season it has been incredible. On the other hand, I have to remind myself that this is part of the work: the result of that is the improvements we can see, and we can still make. It is always a pleasure to go through that process. It’s an emotional moment. Remy did it today and Raul had a great race; like for every rider, we just tried to help them take out the maximum of their potential. It’s important to draw out the best of everything around you in racing while also keeping it simple.”
Pit Beirer, KTM Motorsports Director: “It’s a great moment. Winning the title in Moto3 and then watching these boys in Moto2 - and knowing they are moving up to MotoGP - I feel like our foundation for the future is set. This year has been another milestone. It’s crazy what they did this season and we’re looking forward to 2022 already.”
Few people knew that KTM were throttling something special on the dyno back in the factory’s R&D department towards the end of the last century. In 2003 they finally took away the covers and unveiled the very first KTM 950 ADVENTURE with the growling V-twin LC8 as the vibrant force at its center.
Two years on, mass production of the distinctive KTM 990 SUPER DUKE cemented the LC8’s stature and since then it has been mined, refined, improved, and re-invented. It initially provided the rasping performance for the KTM RC8 and then the expansive output needed for the superlative KTM SUPER ADVENTUREs and the gut-wrenching torque and fun of the KTM 1290 SUPER DUKEs. A bike labelled THE BEAST simply must have rhythm and thunder in its soul.
The LC8 is perhaps best known for its 1301cc 75-degree V-twin inside the KTM 1290 SUPER DUKE R, where luckily advances with electronics mean that cornering motorcycle traction control (Cornering MTC) and anti-wheelie can help tame some of the 140 Nm of torque. The hype is not only about the LC8’s current 180 hp and eye-watering top speed. It’s about the reams of bottom-end grunt that gives each KTM STREET and ADVENTURE model such a strong identity. The LC8 allows KTMs of a certain breed to be completely READY TO RACE but the practicality - and synergy with KTM’s latest generations of ride modes and aids - permit a range of character: from docile dependability to long-range reliability thanks to 15,000 km service intervals. The LC8 can breathe fire on the track or pull anyone up the side of a mountain, scaling all manner of obstacles on the way.
2021 saw a significant chapter in the evolution of the LC8 as the engine was converted to meet Euro5 emissions regulations. KTM engineers were fully convinced by the potential of the technology and their own R&D skill to re-invent the LC8 for a fresh era and to maintain the unique READY TO RACE brutality. The development came through dedicated work with valve and exhaust system efficiency as the LC8 shape-shifted once more. To also shed over 1.5 kg of weight at the same time further enforced the engine’s position as one of the lightest and fiercest motors in any motorcycle dealership. The newest form of the LC8’s architecture included thinner engine cases, new pistons for even better longevity, a new oil line, twin spark ignition and titanium inlet valves, new air intakes and more, all helping to trim kilos and retain key power figures.
The result? Naked bike riders can profit from the improved handling, stability, and output, while also knowing a small twist of the throttle would both drop jaws and open minds. Sports Tourers and Adventurers have the same thrilling access to power, performance, and weight, as well as the reassurance that the bike would be able to take them wherever and whenever without qualm.Versatility was also paramount. In recent long-term tests conducted by the factory, with almost double service intervals accumulated – touching 30000km - the LC8 of a KTM 1290 SUPER ADVENTURE S spent nearly 40% of this period running at under 3500 rpm. This means that the LC8’s torque and efficiency in the low rev range was essential for nearly half of the total distance covered. The total usability and generosity of the LC8 was also highlighted by the fact that just 1% of the test distance was spent above 6500 rpm. KTM therefore remain steadfast in their conviction of the V-twin architecture and its benefits. No matter the road, pass, or trail, whatever the conditions, whatever the demands, the LC8 is primed for the challenge.
Looking ahead and to future incarnations of the KTM SUPER DUKEs and SUPER ADVENTUREs, the LC8 will be the envy of everyone on the tarmac or the trail for a long while to come.Adriaan Sinke, Head of Motorcyle Product Management: “As we come up to almost twenty years of the LC8 we felt it’s important to highlight how important and just how impressive this piece of engineering has been for both our R&D and of course some of the flagship bikes in our portfolio. Our goal was to have one of the lightest but most powerful V-twins on the market and the fact that we've been able to turn to the LC8’s basic outline again and again, flip it around and still push it to new limits is testament to its brilliance. Riders are mostly using all that amazing low-end torque that the LC8 generates: that’s another strong asset and such a mark of KTM's DNA. We’re looking forward to bringing riders and KTM petrolheads many more visions of how we can use the LC8 in the years ahead.”
The MT-10 is already the undisputed King of Yamaha’s Hyper Naked range.
Since it arrived on the scene this blockbuster of a motorcycle has gained the utmost respect from everyone who has ridden it – as well as anyone who has seen it in action.
It’s R1-derived high-torque CP4 engine is the most remarkable powerplant that Yamaha has ever fitted to a naked bike. Ultra-aggressive naked styling gives the MT-10 the most distinctive and intimidating looks.
And the lightweight aluminium chassis delivers class-leading levels of agility and stability that make this one of the most exciting and rewarding motorcycles ever built. Now the next evolution of the MT-10 is about to arrive.
With more power, more control and more adrenaline, it’s been built to take the Hyper Naked experience to the next level, and reinforce the MT-10’s reputation as the definitive Master of Torque.New MT-10: More power. More control. More adrenaline
Updated EU5 998cc CP4 engine
The next evolution of the MT-10 is equipped with a refined version of the legendary liquid-cooled CP4 crossplane engine that is closely related to the legendary R1. Developing increased power and producing a stronger feeling of torque, this is the most powerful and most technologically advanced engine ever seen on a Yamaha Hyper Naked motorcycle.
The updated 2022 design benefits from lightweight aluminium forged pistons, offset con rods and direct-plated cylinders in order to ensure maximum efficiency, and has a number of new model-specific features that are designed to enhance the feeling of torque.
To boost the road-focused midrange, steel conrods are used rather than the titanium components used on the R1, and the moment of inertia at the crankshaft is increased.
Fuel injection settings have been changed for an even higher level of linear torque between 4,000 and 8,000 rpm – and the design of the intake and exhaust systems is also modified to give the MT-10 a more thrilling and unique 360° Torque Emotion character.
Fuel economy is improved, CO2 levels reduced, and this more powerful engine meets EU5 regulations.Tuned intake sound
The sound made by any motorcycle – whether intake or exhaust – is one of its most defining characteristics, and Yamaha’s engineers have focused on creating a unique soundtrack for the MT-10 by designing an all-new intake system.
With an uneven firing interval of 270°-180°-90°-180° the MT-10’s CP4 crossplane technology engine emits a distinctive intake and exhaust noise characterized by a rumbling growl at low rpm and a high pitched roar at high rpm.
Yamaha’s development team has custom-made a new tuned intake sound for the 2022 model by the use of an all-new air cleaner box that is equipped with three intake ducts with different lengths and cross sections.
Each duct produces a different intake sound, and they are designed to resonate harmoniously at varying engine speeds to create a unique intake roar that enhances the overall riding experience.
In particular, the tuned intake is specifically designed to produce a sensual roar between 4,000 rpm and 8,000 rpm that reinforces the MT-10’s enormous torque feeling when accelerating hard or powering out of a turn.
The big-torque experience is heightened by the new Acoustic Amplifier Grilles that are positioned on the front left and front right of the 17-litre fuel tank. These amplifiers transmit the tuned induction sound directly to the rider, and the vibration of the grilles themselves also contributes to the thrill and excitement experienced when the rider opens the throttle.Titanium exhaust
A new titanium exhaust is used on the MT-10, and this lightweight system features a newly designed titanium downpipes and muffler. Like the new tuned intake, the exhaust has been designed to emit a deep and distinctive sound that emphasizes the bike’s uneven firing sequence.
At lower engine speeds the exhaust sound is dominant, while the tuned intake roar takes over from mid to high revs to create a wall of sound that stimulates the senses and heightens the thrilling acceleration and torque rich performance of the more powerful 2022 engine.Compact and minimalist new exterior styling
Right from the launch of the very first MT-10, this flagship Hyper Naked has maintained its distinctive individuality and established a reputation for being one of the most aggressively styled bikes in the category.
The next evolution of the MT-10 continues this theme of individuality with a powerful and dignified new look that underlines the bike’s intense character and intimidating presence.
This has been achieved by removing any unnecessary bodywork elements and refocusing attention on this charismatic bike’s mechanical beauty.
The ‘face’ of every motorcycle is one of the most significant design elements, shaping the way that it is perceived and also influencing the pride of ownership and levels of riding enjoyment.
The new MT-10 has a completely new look with a more integrated feel that gives a more minimalist and imposing appearance.
Compact new twin-eye mono-focus LED headlights with separate high and low beam units provide excellent illumination and project a powerful and even beam with softer light at the edges.
LED position lights are situated above the headlights, and the new nose assembly transforms the looks of this flagship model and gives it an even more refined yet dominant look.
Mounted on both sides of the fuel tank cover, the enlarged ducts increase intake efficiency and contribute significantly towards the increased power output of the 2022 engine.
As well as their mechanical functionality in delivering cool air to the fuel injection system, these intakes also visually highlight the outstanding power of the 998cc engine, and form an integral part of the bike’s new look.
Together with the Acoustic Amplifier Grilles located in the front of the fuel tank cover, the dual ducts emit the thrilling intake sound of the high-torque CP4 engine for the riders enjoyment.
With minimal overhang at the front end and a more compact LED taillight – combined with the compact new nose and new larger air intakes – the MT-10’s mass centralized design is taken to the extreme, giving a brutal and condensed side profile that leaves no doubt that this is the King of the MT line.Improved ergonomics
The MT-10’s legendary versatility in almost any riding situation from urban streets through to twisty backroads and long haul trips – and even the occasional track day – has made it one of the most competent and desirable Hyper Naked bikes. For improved comfort together with greater freedom in adopting different riding styles, the 2022 model’s ‘rider triangle’ – the bar/footrest/seat relationship – has been improved.
The fuel tank cover is now smoother, giving a better feel when the rider grips the tank with their knees when braking or accelerating – and also allows greater mobility when shifting weight for corners. In addition the seat’s firmness has been modified for greater comfort, and the seat design has been modified.
Brembo radial master cylinder
The MT-10’s outstanding front braking system, features dual floating 320mm discs with 4 piston radial-mounted calipers – the same system as used on the R1.
For 2022 a new Brembo radial brake master cylinder is featured, giving improved braking feel at the lever for increased controllability. Yamaha Variable Speed Limiter
A key feature on the new MT-10 is the Yamaha Variable Speed Limiter (YVSL) that gives the rider the ability to set a top speed limit to suit various situations. As well as ensuring that public road speed limits are not accidentally exceeded, the
system can also be useful when riding though unfamiliar areas or in adverse
Quick Shift System
Previously available as an optional extra, the Quick Shift System (QSS) is now fitted as original equipment on the 2022 MT-10. By enabling smooth, clutchless shifting, this system makes full-on acceleration even more exciting – downshifting is also smoother and faster.
New 4.2” full-colour TFT display
The next evolution of the MT-10 comes fully equipped with an R1 derived 4.2” full-colour TFT display that features a clear and easy to read screen with all of the key information on view.
A menu switch on the right handlebar enables the rider to select which information is displayed, while the ‘Mode/Select’ switch on the left side of the handlebar can be used to change the intervention levels of the electronic rider aids, or where applicable, to turn them on or off.
APSG ride-by-wire throttle with four power delivery modes (PWR)
A new Accelerator Position Sensor Grip (APSG) ride by wire twistgrip unit works with the Yamaha Chip Controlled Throttle (YCC-T) to give the MT-10 rider increased controllability when accelerating. This advanced system provides the optimum intake air volume to the combustion chamber, ensuring that the rider experiences smooth torque characteristics over the MT-10’s wide rpm range.
The rider can also adjust the throttle response characteristics using the PWR (Power delivery mode) switch.
PWR-1 is suited to aggressive trackday riding; PWR-2 and PWR-3 deliver a
smoother throttle response that enable the rider to experience the bike’s
linear torque, and PWR-4 is a softer response that is best used when surface
conditions are wet or slippery.
6-axis IMU with rider aids
The new MT-10 is now equipped with a state of the art 6-axis IMU (Inertial Measurement Unit) that was originally developed for the R1, and has now evolved into a smaller and lighter unit.
The IMU features two sensors that measure 3-axis angular velocity: pitch, roll and yaw – and three-axis acceleration: forward/backward, up/down and left/right. This data is transmitted to the ECU which activates the bike’s electronic rider aids which give unprecedented levels of machine controllability by intervening to prevent wheel lock ups, loss of traction or wheelies.
Lean sensitive Traction Control System
The MT-10 benefits from one of the most advanced traction control systems to be featured on a Hyper Naked.
Sensors detect the relative speeds of the front and rear wheels, and when rear
wheel traction loss is detected the ECU momentarily cuts drive to maintain
traction and stability.
Using data from the 6-axis IMU, this new lean sensitive traction control system is able to adjust the degree of intervention to correspond with the bike’s lean angle, with intervention increasing as lean angle increases.
A total of five intervention levels are available.
Slide Control system (SCS)
For increased cornering controllability and confidence the MT-10 is equipped with the latest Slide Control System (SCS). When the sensors predict that the rear wheel is about to slide sideways, the ECU intervenes and reduces drive to the rear wheel until the chassis is stable. The system uses pre-set intervention levels, but the rider can adjust the levels or turn the system off.
LIFT control system (LIF)
When sensor data tells the IMU that front wheel lift is imminent the ECU cuts power to the rear wheel until the machine is stable again. As with some of the other rider aids, the intervention levels are pre-set, but the rider can adjust them or turn them off.
Engine Brake Management (EBM)
EBM controls the degree of engine braking force when decelerating, and gives the rider a choice of two levels. Level 1 gives a high level of engine braking, while Level 2 gives minimal engine braking, enabling the rider to choose the most suitable level for the prevailing riding conditions. Modes are pre-set, but can be adjusted by the rider or turned off.
Brake Control (BC)
Brake Control (BC) is designed to give increased controllability during mid corner riding, and independently modulates and controls the pressure being applied to the front brake and rear brake.
The rider can select one of two modes: BC1 mode is a standard ABS-active mode, while BC2 is designed to operate in mid corner emergency braking situations.
Yamaha Ride Control (YRC)
While all of the electronic rider aids can be adjusted independently, Yamaha Ride Control (YRC) gives the
MT-10 owner the ability to create an all-inclusive system which can switch the
settings for the traction control, SCS, QSS, LIF, EBM and BC systems all at
YRC is available in four different modes that are designed to suit a
variety of riding conditions.
Mode A is for sporty riding; Mode B is for a wide range of conditions;
Mode C is tailored for urban usage;
Mode D is for rainy or adverse conditions.
The YRC’s four modes have pre-set values, but the MT-10 rider can choose to reset the various different mode settings to match their own preferences.
Lightweight Deltabox chassis
Derived from the class-leading R1, the aluminium Deltabox chassis is one of the lightest, strongest and sharpest handling designs in any category. Developed to handle 200 HP this high-tech frame uses the CP4 engine as a fully stressed member to keep weight to an absolute minimum.
Equipped with a long aluminium swingarm but with a compact wheelbase of 1405mm, the Deltabox chassis delivers stable, light and agile handling in a wide variety of low and high speed conditions.
Optimized front and rear suspension
The MT-10’s advanced suspension system uses optimized model-specific settings that are designed to provide precise handling and confident roadholding, whether in busy urban streets or powering hard through a set of bends in the mountains.
The 43mm fully adjustable KYB front forks offer 120mm travel and can be set up to match personal riding preferences.
These high specification forks are complemented by a fully adjustable KYB rear shock that can be easily adjusted to handle varying loads and riding styles.
Bridgestone Battlax S22 tyres
The MT-10’s lightweight 5-spoke aluminium 17-inch wheels are fitted with the latest Bridgestone Battlax Hypersport S22 tyres.
A 120/70-ZR17 front tyre and a 190/55-ZR17 rear tyre provide outstanding levels of traction, and together with the sophisticated electronic rider aids, this package offers outstanding handling together with a remarkable degree of controllability in many different types of riding conditions.
MT-10 Key Features
More powerful EU5 998cc engine
Tuned intake sound
Compact and functional new exterior styling
Brembo radial master cylinder
Yamaha Variable Speed Limiter (YVSL)
Quick Shift System (QSS)
New 4.2” full-colour TFT display
APSG ride-by-wire throttle with four power delivery modes (PWR)
Lean sensitive Traction Control System
Slide Control system (SCS)
Lift control system (LIF)
Engine Brake Management (EBM)
Brake Control (BC)
Yamaha Ride Control (YRC)
R1-derived aluminium Deltabox chassis
Long aluminium swingarm
Compact 1,405mm wheelbase
43mm fully adjustable KYB front forks
Fully adjustable KYB rear shock
Bridgestone Battlax Hypersport S22 tyres
MT-10 colours, availability and price
Yamaha will offer the new MT-10 in three colour options. Cyan Storm evolves the DSOJ story in an exciting new direction offering a fresh take on the technical and trend focused colour way. Icon Blue is a dynamic new colour inspired by the factory’s race bikes, and features blue body panels and blue wheel rims. Tech Black projects an understated and moody look, and features an all-black body with black wheel rims.
Deliveries to European Yamaha dealers will commence from the February 2022. Prices vary per region, so please contact the national Yamaha distributor for full information.
Yamaha Genuine Accessories and Hyper Naked Apparel
Yamaha has developed a range of kits and individual Genuine Accessories that enable MT owners to easily personalize their motorcycle with high quality parts that have been developed to give an excellent fit and a premium finish.
Customers can order the kits and accessories before collecting their new motorcycle, and have them fitted by their Yamaha dealer. All of the items in the kits can also be purchased individually, and in addition to the kit items, the Genuine Accessory list includes everything from Akrapovic Exhaust Systems and levers through to grip heaters and billet handlebar ends.
Yamaha’s extensive MT clothing line includes male and female jackets and pants, as well as a selection of hoodies, T-shirts, gloves and a range of CE-approved riding gear.
The MT collection is constantly evolving, and new products are added throughout the year.
KTM never rests on its laurels and the goal is to make riding safer, faster. For this KTM is continuously developing groundbreaking technology and rider aids, but without disconnecting the riders from their machine. KTM acknowledges that each rider is different and that’s why each KTM machine offers a multitude of personalization and customization options.
The first sensations of twisting a KTM throttle - those first moments when it’s impossible to suppress that massive grin - must be matched with the technology and innovation. The goal is to ensure that the thrill of riding a KTM is linked with all-around rider reward. To this end, KTM bikes ‘stretch the envelope’ to breaking point when it comes to the latest software and hardware on the motorcycle market.
For almost twenty years the ferocious and versatile KTM LC8 motor has been propelling the most iconic KTM machines. From the Dakar Rally-winning machines of the early 2000s to the segment-leading Travel and Naked models in KTM’s updated line-up, the iconic V-Twin engine has left a big mark in the motorcycle industry. The powerhouse engine continues to thrive and will now be at the heart of a selection of brand-new creations and fresh incarnations of THE BEAST.
To help keep this brute power to the ground in all conditions, KTM has been working on evolving its technology. This allows even the average rider to tame THE BEAST. One of the recent technological developments is the 2nd generation of WP APEX Semi-Active suspension: the introduction of the new SAT allows for more flexibility while riding. Riders are able to tailor their setup, whether it being for the long unbeaten road that lies ahead or thrashing out lap times on the race track.
To learn more about the above technology and all the revolutionary features that KTM has to offer, stay tuned for the release of the KTM Tech Guide; a comprehensive and educational platform that will be launched on ktm.com on November 9. Leading the charge within the KTM Tech Guide will be the legendary LC8, the driving force behind so many flagship models at KTM.
The release will be followed with an in-depth look at what makes the 2nd generation of WP APEX Semi-Active suspension a must-have on November 11.
At KTM we don’t like to tease, but with ‘Naked November’ around the corner we wanted to get your engines revving, with new models lining up behind closed doors, which are about to burst wide open. When?
Coming on November 16:
Two incarnations of THE BEAST are about to take center stage, which all have the attributes of the complete Naked bike. Popular demand, sophistication and better performance means we’re ready to let something more out of the cage.
Arriving on November 23:
All powerful and practical and KTM-style; for some this 2022 model will be the definition of how KTM blurs the segments of the motorcycle industry.
Keep that helmet in your hands, your new ride is about to be unleashed!
DYNAMIC AND VERSATILE TRAVEL MACHINE TO OFFER OUTSTANDING STREET AND OFFROAD CAPABILITY FOR UNCOMPROMISED EXPLORATION
The Husqvarna Motorcycles Norden 901 finally hits dealer floors. First shown to great acclaim as a concept model at the EICMA Show in 2019, Husqvarna Motorcycles has built true offroad ability into an exceptional adventure travel motorcycle that keeps going when the tarmac roads end. Inspired by Husqvarna Motorcycles multi-terrain Rally machines, the Norden 901 is built to cover long distances across challenging, diverse landscapes. Fast, fun, nimble and above all capable, this is a motorcycle to make even the longest riding days rewarding, no matter how far the rider chooses to go, on road or off. The Norden 901 brings a tough yet lightweight approach to the midclass adventure sector. A smooth and torquey 899 cc, 105 hp parallel twin engine powers the Norden 901 while balancer shafts minimise vibration. The engine is housed in a light steel trellis frame, prepared to carry rider, luggage, and passenger to the furthest points of the compass across any terrain, assisted by WP APEX suspension with long travel. Large diameter 21’’ front and 18’’ rear wheels roll easily over obstacles on the trail. For all its exemplary offroad ability, the Norden 901 also offers unrivalled comfort and agility on tarmac. A rider headed deep into unknown territory needs to know they can rely on their machine in extreme situations. Therefore, the Norden 901 braking system is backed up by switchable Bosch Cornering ABS with Street and Offroad modes. Husqvarna Motorcycles’ lean-angle sensitive Cornering Motorcycle Traction Control (MTC) is also there to assist, with particular attention having been paid to its levels of offroad assistance.
Making every journey an adventure beyond the horizon, the Norden 901 offers three selectable ride modes as standard (Street, Rain, Offroad) and an optional Explorer mode to deal with every circumstance the rider might meet. An Easy Shift function allows for clutchless changes up and down the six-speed gearbox while a Power Assist Slipper Clutch (PASC) maintains rear wheel composure.Technical highlights:
- Chromium-molybdenum steel trellis frame with engine as stressed member
- 889 cc parallel-twin engine with 105 hp peak power and 100 Nm of torque
- Adjustable WP APEX suspension provides exceptional comfort both on the street and offroad
- Three selectable ride modes (Street, Rain, Offroad) and optional Explorer mode
- Cutting-edge, switchable cornering ABS with Offroad mode
- Ride-by-wire throttle
- Easy Shift function
- Cornering-sensitive traction control allows for nine levels of adjustable rear wheel slip (in Explorer mode)
- Power Assist Slipper Clutch (PASC)
- Tubeless spoked wheels and Pirelli Scorpion Rally STR tyres for peak performance on the street and offroad
- Large capacity, 19-litre fuel tank provides an extended range of up to 400 km
- Optional Connectivity Unit provides turn-by-turn navigation, telephone call reception and music selection functionality from the rider’s smartphone
The Husqvarna Motorcycles Functional Apparel Collection features riding gear produced for the Norden 901 rider, perfectly complementing the outstanding design of the motorcycle, and developed to keep you warm, dry and safe all year round. The Norden 901 has been designed to evolve with your riding requirements, and for added usability the Husqvarna Motorcycles Technical Accessories range offers luggage systems, performance and chassis enhancements and ergonomic solutions to let you customise the Norden 901 to suit your riding.
Husqvarna Motorcycles’ highly awaited 2022 Norden 901 will be available from November 2021 onwards at authorised Husqvarna Motorcycles dealers. Availability may differ from country to country. For all details on pricing and availability, please refer to your national Husqvarna Motorcycles subsidiary or importer.
Federico Valentini – Head of Husqvarna Motorcycles Marketing: “Since 2014, the Husqvarna Motorcycles brand has been constantly evolving. The launch of the Norden 901 sees us move into another market segment – travel. The motorcycle was unveiled to a highly enthusiastic reception at EICMA 2019 and there has been mounting anticipation ahead of its launch. Now it is finally here, and we believe that the Norden 901 will become a class-leading favourite of riders with the ambition to explore further.”
Monster Energy Yamaha MotoGP’s Fabio Quartararo secured his first MotoGP World Championship title this weekend with a superb fightback to a fantastic fourth in Misano.
Fabio Quartararo had his first chance at MotoGP glory this weekend and accomplished his dream after fighting from 15th to fourth at the Emilia-Romagna Grand Prix at the Misano World Circuit Marco Simoncelli.
Starting from 15th after a wet qualifying affair, Quartararo was cautious on the opening lap, losing a few positions in the opening corners. As the race settled the Frenchman pushed on, picking off his rivals before breaking into the top ten on lap six.
Continuing his charge, the rider from Nice continued his rise through the pack, closing the gap and joining the fight for fifth. Sat in ninth, Monster Energy Yamaha MotoGP team-mate Franco Morbidelli was the first man on his list. Passing the Italian for eighth at turn four, Quartararo was quick to pass Luca Marini for seventh.
With a top-five in sight, the 22-year-old overhauled Alex Rins to claim sixth before a brave pass on Aleix Espargaro at Tramonto completed his charge. A mistake on the exit of turn ten however saw the Frenchman drop back to sixth momentarily but bravely reclaimed the position at Curvone.
Eight seconds adrift, the podium looked out of reach with seven laps to go, but crashes for Miguel Oliveira and Ducati’s Francesco Bagnaia in the closing stages promoted the newly-crowned champion onto the rostrum.
Holding onto third with half a lap remaining, the Yamaha man had Enea Bastianini close behind and narrowly lost out on third with three corners to go, bringing his M1 Yamaha home in fourth securing his first MotoGP crown and France’s maiden MotoGP World Champion. The Frenchman also became the sixth youngest premier class champion.
Valentino Rossi’s final dance at home ended in a top ten finish. The Italian started from the back of the field and found himself last at the end of the opening lap. The wise 42-year-old used his experience as riders around him struggled with the 20-degree track temperature to secure tenth place in his final visit to Misano in MotoGP.
Petronas Yamaha SRT team-mate Andrea Dovizioso obtained more points aboard his M1. His third race on the Yamaha ended in 13th place after he followed compatriot Rossi through the pack to secure three points.
Monster Energy Yamaha MotoGP’s Franco Morbidelli ended his home Grand Prix in 14th. A strong starting Morbidelli ran fifth in the opening laps but struggled with fitness as he continues his recovery. The former Moto2 Champion finished 14th securing two points.
Fabio Quartararo’s championship rounds off a sensational season with two races remaining. Five victories with five further podium finishes sees the champion head to Portimao, a circuit he claimed a dominant victory at in April, 65 points clear atop of the table. Yamaha lie second in the constructor’s championship, 12 points behind the leaders while Monster Energy Yamaha MotoGP reclaim the top spot in the team’s championship standings.
The paddock will now take a break before returning to action for the second visit to Portimao, a race dominated by Quartararo in April, across the weekend of 5-7th November.
Fabio Quartararo – Monster Energy Yamaha MotoGP, 4th
“To be honest, I still can't believe what I achieved today... This feels so good! It wasn't an easy race. On the first laps I saw Miller crash, but I thought it was Marc. Then I looked at the TV, and I saw that Marc was fighting with Pecco. Then I saw another red bike crashing. At that moment I wasn't happy. I was just thinking ’Okay, Pecco crashed‘ and I‘m glad he is okay. To try to finish on the podium was a little bit the target, but our front tyre was in a bad shape by then, and I couldn't make it in the end. But I don't care. I became a World Champion today. I could have finished last, and the result would have been the same. I have no words. I just want to enjoy this moment with the team."
GP Nolan Del Made in Italy e Dell'Emilia-Romagna GP Race Results:
- Marc Marquez - Repsol Honda Team
- Pol Espargaro - Repsol Honda Team +4.859
- Enea Bastianini - Avintia Esponsorama +12.013
- Fabio Quartararo - Monster Energy Yamaha MotoGP +12.775
- Johann Zarco - Pramac Racing +16.458
- Alex Rins - Team SUZUKI ECSTAR +17.669
- Aleix Espargaro - Aprilia Racing Team Gresini +18.468
- Maverick Viñales - Aprilia Racing Team Gresini +18.607
- Luca Marini - SKY VR46 Avintia +25.417
- Valentino Rossi - PETRONAS Yamaha SRT + 27.735
- Brad Binder - Red Bull KTM Factory Racing + 27.879
- Michele Pirro - Ducati Lenovo Team + 28.137
- Andrea Dovizioso - PETRONAS Yamaha SRT +41.413
- Franco Morbidelli - Monster Energy Yamaha MotoGP + 42.830
- Takaaki Nakagami - LCR Honda IDEMITSU + 1'22.462
2021 MotoGP World Championship Standings
- Fabio Quartararo - Monster Energy Yamaha MotoGP 267 points
- Francesco Bagnaia – Ducati Lenovo Team 202 points
- Joan Mir – Team SUZUKI ECSTAR 175 points
- Johann Zarco – Pramac Racing 152 points
- Jack Miller – Ducati Lenovo Team 149 points
- Marc Marquez – Repsol Honda Team 142 points
- Brad Binder – Red Bull KTM Factory Racing 136 points
- Aleix Espargaro – Aprilia Racing Team Gresini 113 points
- Maverick Viñales – Aprilia Racing Team Gresini 106 points
- Miguel Oliveira – Red Bull KTM Factory Racing 92 points
- Alex Rins – Team SUZUKI ECSTAR 91 points
- Pol Espargaro – Repsol Honda Team 90 points
- Enea Bastianini – Avintia Esponsorama 87 points
- Jorge Martin – Pramac Racing 82 points
- Takaaki Nakagami – LCR Honda IDEMITSU 71 points
- Alex Marquez - LCR Honda CASTROL 54 points
- Franco Morbidelli – Monster Energy Yamaha MotoGP 42 points
- Iker Lecuona – Tech 3 KTM Factory Racing 38 points
- Danilo Petrucci - Tech 3 KTM Factory Racing 37 points
- Luca Marini – SKY VR46 Avintia 37 points
- Valentino Rossi – PETRONAS Yamaha SRT 35 points
- Stefan Bradl – Honda HRC 13 points
- Michele Pirro – Ducati Lenovo Team 12 points
- Dani Pedrosa – Red Bull KTM Factory Racing 6 points
- Andrea Dovizioso – PETRONAS Yamaha SRT 6 points
- Lorenzo Savadori – Aprilia Racing Team Gresini 4 points
- Tito Rabat – Pramac Racing 1 point
- Cal Crutchlow – Monster Energy Yamaha MotoGP 0 points
- Garrett Gerloff – PETRONAS Yamaha SRT 0 points
- Jake Dixon – PETRONAS Yamaha SRT 0 points
I’m going quite quickly, I should probably think about braking now because I don’t really know my way around this place too well yet and turn one has something of a dangerous reputation. These were my thoughts as I rolled off the throttle in anticipation of stroking the front brake lever enough to make me feel nice and safe, get settled into the corner and power out the other side, safe and sound.
This was nearly 25 years ago, not long after I had finished national racing here in South Africa and so I was still respectably rapid. More than quick enough to embarrass the vast majority of the other Brit journalists who were on the launch with me, so I didn’t feel under any extra pressure to try harder – Superbike magazine’s honour would remain intact.
As these thoughts zipped through my mind, obviously a sign I wasn’t trying hard enough in itself, another of the Bimota SB8R’s on track with me roared up my inside. It was on the back wheel, and was so vertical it looked beyond the balance point, and the rider was standing up.I had very much thrown the anchor out at this point, though I had no interest in searching out the corner entry point or even the apex, I was transfixed by the sight of this Bimota seemingly intent on wheelying straight into the gravel trap.
This was turn one at Misano, the gravel trap that had chewed up triple Grand Prix 500 world champion Wayne Rainey and spat him out a very different man. Back then the circuit ran the opposite way round to the direction you now witness when MotoGP visits, but either way the short straight is next to the pit wall.
A pit wall that at this moment had many Bimota technicians and designers and generally sharp-suited Italians watching the track action.They weren’t watching me, they were pointing and laughing at the ridiculous talent on display as their new model dropped from near vertical wheelie into some seriously hard braking that threw the rear wheel sideways – intentionally no doubt – as the rider backed it into the turn and then left a fat darkie on his way to the next corner.
I missed my turn-in point, made a fleeting and embarrassingly vague connection with the apex and laughed out loud in my helmet. The Bimota entourage may have enjoyed it, but with the view I had of that spectacular bit of riding I had definitely enjoyed it even more.
The rider was a young Shane Byrne, probably better known to you as Shakey, a soon to be MotoGP and World Superbike racer and before he retired a multiple British Superbike champion. He’d just been picked up by Fast Bikes magazine as a tester on his non-racing days, and it was a genuine privilege to share the track with him that day.Working for what I still (completely unbiasedly of course) consider to be the best sport bike magazine ever, in its heyday, as a road tester and then the road test editor, was a bucket list employment opportunity that I will always cherish. I worked with some truly talented people, met a lot of genuinely amazing personalities in the motorcycling world and rode just about every bike I ever wanted to, and a few that I didn’t.
With our hand-painted helmets, multiple personalised leathers, endless freebies, fat expense accounts and virtually continuous travels to the world’s best circuits it would have been easy for it all to go to my head and end up prancing around like some kind of pretend somebody. But having raced in South Africa I realised how average I was, how many very fast racers there were and that there would always be several somebodies to embarrass you to your core if you ever got the slightest bit boastful and started talking about how quick you thought you were.
Episodes like the Misano Bimota episode came along often enough to remind me to keep quiet, stay in the background, and if I happened to be one of the quicker riders then the riding would do the talking for me.Australia’s Eastern Creek, again a turn one incident but this time with a Suzuki GSX-R 1000. I was beginning to learn the layout, gritting my teeth harder each lap as I braked later and turned more quickly, pleased that I was clearly getting smoother and faster each lap.
Towards the end of the day I felt good, I’d engineered myself a spot at the end of my group so I had riders to chase and overtake. I was having a whale of a time, I was beginning to believe my own hype when, knee barely skimming the deck because I didn’t want to create too much wind drag in a frightfully fast corner, neck straining against the turbulence, I knew I had now mastered Philip Island’s turn one. And then in my peripheral vision, on my outside no less, another Suzuki came zipping past. In the middle of the fakkin’ corner!
Bollocks to that I thought, who the bloody hell does he think he is? I’ll latch on and dive bomb the cheeky bastard a few corners later. Except it was me tying myself in knots a few turns on as I bounced through the grass trying to hang on to some twat who thought he was Neil Mackenzie or someone.
Except he was Neil Mackenzie, the same Scotsman who’d stood on a GP500 podium, who’d raced said 500 around this very circuit and then gone on to take three British Superbike titles.
I did however smash a shed-load more beers than him that evening in Sydney and made much more of a tit of myself than he ever could have, so there is that.I’ve ‘followed’ (my version of the facts that actually involve being overtaken by) Kevin Schwantz, Jurgen Fuchs, Freddie Spencer, Colin Edwards, Troy Bayliss, Ruben Xaus, Tito Rabat, Jeremy McWilliams, Steve Plater and South Africans like Dave Petersen, Russell Wood, the MacLeod brothers, Hudson Kennaugh and many, many others on the international scene whom I have to admit to forgetting at this very moment – blame the local vino rosso where I’m writing this in my van just outside the city of Bologna.
I started this column with a firm idea of what I wanted to say, and why; but far too deep into this delightful box of red nectar I have lost the thread of my feeble line of reasoning, so I’ll just let the moral of the story be: don’t be a bigheaded tosser and brag about your speed, especially in the company of people you don’t know.
The chances are that there is at least one, but probably more people in your vicinity that are so much faster than you that you’ll be tempted to hang up your leathers for good once you’ve recovered from the shock of realising quite how pedestrian you really are.
Enjoy the experience of being blitzed by someone truly world class, learn a thing or two from them if you can, and if you are genuinely quick then let your riding be your calling card, not your mouth.
One of the things I noticed in nearly three decades of riding great tracks with awesome guest riders is that you never, ever hear any of them bragging about their speed the night before they hit the track.
The evening afterwards when dinner’s finished and they’ve sunk a few too many beers? Oh yeah, like any of us they like to tell a story or two, and when you’re a world class talent then such tales may be tall and involve incredible heroics on their part – but they’re true, so listen and appreciate and under no circumstances share your own exploits of racing glory from that time you nearly made the podium at Midvaal Raceway.
All the details in this story are obviously the fictional fever dreams of a failed bike journalist and are subject to an artistic super-license. Amen.