Yamaha MT-03 Embraces the Learner Market

Joining what is now a smorgasbord of low capacity motorcycles, the Yamaha MT-03 will join the fight and sit alongside the impressive Yamaha R3 as the company’s entry level offerings in western markets. Bearing much of the styling cues of the bigger MT-09 and MT-07, the ‘baby’ MT will no doubt steal plenty of sales away from other rivals – and go head to head with BMW’s new offering as well.

As you’d expect, there’s not a huge difference between the MT-03 and the R3, save mainly for its looks and ergonomics. Being a naked, the riding position is far more upright than the little sportsbike. The upright handlebars offer a wide lock-to-lock steering angle of 68 degrees, giving the MT-03 rider plenty of maneuverability in slow traffic, and Liquid cooled parallel twin 321cc engine will be familiar to YZF-R3 owners this feature also makes the bike easy to move around when wheeling it in and out of garages or parking spaces.

The two-level seating arrangement features a 780 mm high rider seat that gives a feeling of sitting ‘in’ and not ‘on top of’ the bike, and enables the typical rider to get both feet on the ground during stop/start riding. The raised passenger seat gives plenty of space for a passenger, and features aluminium grab bars for added comfort.

No changes have been made to the engine, brakes or any other areas of the bike, which therefore means power of 30.9 kW @ 10,750 rpm and torque of 29.6 Nm @ 9,000 rpm, a 298 mm single disc at the front and a 220 mm one at the back. Wet weight is actually down on the R3 by a single kilogram.

Ducati Scrambler Sixty2 is Smallest Ducati in Decades

We heard on good authority that Ducati was going to make a learner friendly version of the Ducati Scrambler a long time ago and that rumor has come true in the form of the Ducati Scrambler Sixty2. Effectively, the Sixty2 (named after the year in which Ducati premiered the original bike) is just a standard Scrambler, but the 803cc engine has its displacement effectively halved to 399cc via 72mm x 49mm bore and stroke.

Engine output is now 30.1 kW @ 8,750 rpm and 34,3 Nm of torque @ 7,750 rpm which again is roughly half of the original model. That puts in in the performance realm of the various learner sport and naked bikes from the Japanese manufacturers like the Kawasaki Z300, Yamaha MT-03 and Benelli BN302. Don’t however expect the price of the new Scrambler Sixty2 to be halved though as Ducati will be playing this bike off as a premium learner machine.

Curiously (and no doubt as a cost saving exercise), the standard 330mm front rotor with its radially mounted four pot caliper has been replaced by a 320mm, two piston floating caliper. We’ll be interested to see how much this affects braking performance as despite the reduction in engine capacity, the weight is only fractionally less. The swingarm is now made of steel and the inverted forks have been loss to standard ones.

Colors are another mark of differentiation between the new Sixty2 and the standard Scrambler, with “Atomic Tangerine”, “Ocean Grey” and “Shining Black” available. The new Ducati Scrambler Sixty2 is expected to hit dealerships worldwide around January. At this stage, only pricing in Australia and the UK has been confirmed, with the Brits getting it at £6,450 and Australians at $11,990 and will be available within their respective tiered licensing systems for new riders.

 

Benelli BN 600GT Now Available

After the debut of Benelli’s first four-cylinder bike – the naked BN 600R – the BN 600GT is now available – if you live in Australia. Outside of India, Australia is the first market to get the new mid-sized sports-tourer and it’s at an extremely competitive price. The bike is also scheduled to be released in the UK within the next few months.

It’s a unique proposition – we can’t think any any other four-cylinder sports-tourer in this capacity or price range. Its closest rival is either the updated Versys 650 or at a stretch, the Suzuki V-Strom 650. The Honda CB650F, which is the only other four-cylinder in this price range and capacity only comes in faired and naked offerings.

The GT is powered by a 4 valve, 600 cc DOHC four-cylinder liquid-cooled engine, as used in the BN 600R. It produces 60 kW (82 hp) at 11,000 rpm and maximum torque of 55 Nm at 8000 rpm. It has electronic fuel injection with four bodies (38 mm in diameter), a 6-speed transmission, with clutch in oil bath.

At the front of BN 600GT is the classic tubular steel trellis and at the rear is a fusion of aluminium which lightens the weight of the chassis at the rear. Front suspension is an inverted 50mm fork and the rear swingarm is aluminium alloy shock absorber with adjustable rear preload and rebound adjusting – a rarity at this end of the market.

Up front is a double floating 320mm diameter disc with four-piston radial calipers and at the rear a 260mm diameter disc with a two-piston caliper. If you’re looking for a bike capable of long distances without frequently needing to stop for fuel, the BN 600GT could be the answer to your prayers. The fuel tank has a massive 27 liter capacity which would probably be good for around 5-600 km distance before needing to top up.

The biggest selling point however is the price – $8,990 which includes two-year premium roadside assist. That’s $1,000 less than the new Versys 650 (which is already great value) and about $1,300 less than the Versys 650.

A learner approved version will also be available and colours on offer are white, black or green.

 

Does Restricting New Riders To Smaller Bikes Save Lives?

It’s increasingly common for new riders to go through a graduated licensing system whereby they’re restricted to riding certain capacity bikes for a period of a few months up to a few years before they’re able to ride whatever they want. Even in the United States where no such restrictions really exist, the beginner bike category is booming. The factor driving this is supposedly safety – it’s safer for new riders to be on small capacity bikes rather than jumping on liter bikes. But is this really true?

We’re big on safety here at TheRideAdvice. We’re big supporters of ABS, wearing good quality protective gear and really understanding motorcycle techniques. Just look at our YouTube channel if you don’t believe us. And we do believe it’s better for new riders to have lower capacity machines. But the reason for our view has nothing to do with safety. In fact, we say a KTM RC390 is just as capable of killing a new rider as is a Kawasaki ZX-10. The reason we believe starting out on smaller bikes is better is because as a new rider (or even an experienced one), they’re so much easier to improve your skills upon.

The simple reason for this view is that the slower the motorcycle, the easier you can find its limits. On a small capacity bike, you’ll be hitting redline all the time, constantly shifting gears and having to use all the braking power the bike can muster. At a race track, you’ll be using all the grip that the tires can give and to make up for that lower power and you need to take as much speed through the corners as possible. If you start on a liter bike, you’d be lucky to use more than a quarter of its potential performance on the road and at the track, there’s only a tiny fraction of the population that can reach the limits of a superbike, even after decades of riding. You don’t get a jersey in the top team of any sport unless you work your way up, so why should motorcycle riding be any different?

Does Restricting New Riders To Smaller Bikes Save Lives?

But if it’s easier to learn on smaller capacity bikes, doesn’t that mean they are safer? In a certain way that’s correct, because the better one trains at something, the better they should get at it and the less likely they are to make mistakes. Therefore, someone who starts on an easier to ride machine and learns how to properly ride a motorcycle should theoretically be a better rider when they hop on a liter bike. And that’s fine – no disagreement from us. The trouble is, that’s generally not the rationale behind these laws (or the argument for them) either by governments or even other riders.

Have a read of some motorcycle forums or the ever popular /r/motorcycles subreddit. You’ll find a chorus of people telling new entrants into the sport that in order to live past the age of 21, they should start on smaller bikes because they’re slower and therefore safer. But that’s not true at all.

Safety on a motorcycle has nothing to with power to weight ratios or engine capacity. Safety is about a riders attitude and how they’ve been taught and trained.

Let’s compare the specifications of the most popular entry sportsbike, the Ninja 300 and one of the fastest machines you can buy – the BMW S 1000 RR. The Kawasaki makes just under 35 hp, has a top speed of just over 170 kph and can hit the metric ton of 100 kph in just under 5 seconds. It also features very basic (though adequate) brakes, suspension and tires. The S 1000 RR on the other hand produces 193 hp, has a top speed of 300 kph and hits 62 mph in 3.06 seconds.

Does Restricting New Riders To Smaller Bikes Save Lives?

But at an average highway speed limit of say 70 mph, which is safer in the event of an accident? The answer is if you crash on either of these bikes at such speeds, you’re facing the same scenario either way – death or serious injury most likely. But which bike is more likely to avoid an accident at such a speed? The BMW has far, far superior brakes. It’s suspension is phenomenal (with dynamic adjustments available as an option) and its tires grip like glue. It’s also equipped with all sorts or rider aids such as anti-wheelie control, traction control and various engine modes. So on paper, the BMW is far, far safer than the Ninja 300 if you’re riding within the legal speed limits of just about any country in the world, and yet in some places, a rider won’t have access to such a motorcycle for the first 3 years of their riding life.

There are some obvious counterpoints to this, mostly with younger riders. Let’s be honest, many teenagers, especially male teenagers are reckless. Many of us have been there and done that and the temptation to set a new land speed record within the first few months of owning a superbike would be too great a temptation for some. And older liter bikes (and some new ones even) don’t have any electronic aids to stop someone from looping the bike when cracking the throttle too hard. But again, if a Ninja 300 can hit 170 kph, a reckless teenager will try his or her best to reach that speed too.

You could also state that our entire argument is moot if restricting riders to lower capacity machines is proven to save lives. And while we will still argue that the policies don’t necessarily make riders safer, we’d have to concede saving lives is the most important point. But guess what, the statistics don’t seem to prove that these policies do help.

We’ve compared data from Australia (which nearly universally introduced restrictions on motorcycles for new riders in 2009) and California, which has no such restrictions. Both Australia and California have mandatory helmet laws so there’s no skewing of data in that way. What the comparison shows is that there’s no marked difference in deaths within age brackets in either case. When looking at the total number of deaths, keep in mind that California has a population of 38.8 million, which is 1.67 times Australia’s population and so we’ve adjusted the deaths in Australia by that amount. That does not affect the percentages.

Does Restricting New Riders To Smaller Bikes Save Lives?

In comparing the data, you would expect to see that the percentage of riders killed in the 15-24 age bracket (the age bracket which would mostly be filled with new riders) would have be much higher in California than in Australia. But it’s not. The other statistic that you would think would show is a downtrend in deaths in that age bracket in Australia once restrictions were introduced. As you can see, the trend is down slightly, but so is the trend in California. Given that California has no restrictions for new riders, it could be guessed then that the reduction in deaths is due to things like the increased prevalence of ABS, better tires, or just dumb luck.

There’s also real no discernible difference in the raw number of fatalities. In some years, Australia had less deaths in total than California (2009, 2012) but in others California had a lower level of fatalities (2010, 2011).

As we said before, motorcycle safety is a mindset. So if a rider progresses from a 300 cc, to a 650 cc and then to a 1,000 cc and doesn’t really care about what they’re doing or have any interest in improving his or her technique, in our opinion they’re at far greater risk than someone who hopped on a GSX-R1000 straight away and actually learned their craft properly.

Does Restricting New Riders To Smaller Bikes Save Lives?

The other problem behind this movement to make new riders start on smaller and slower bikes is that it hasn’t been done in conjunction with improvements in rider training. Learning to be a proficient and skilled motorcycle rider is hard – much, much harder than a car. Yet, in many countries all you need to do is take a day’s course and there’s your license. That’s enough so that you don’t fall off your bike when taking off at the traffic lights or teaching you to how change gears, but it’s a long way from creating safe and competent motorcyclists. It leaves it up to the individual to develop themselves as a rider and guess what? That comes all the way back to attitude and a correct mindset.

For places like Europe and Australia, there’s almost no chance of winding back the clock. Western nations are far too risk averse to consider loosening laws in such a way. And that’s fine, because there’s no doubt that there are some benefits in forcing people to learn the ropes on lower powered bikes as we stated at the outset. But the real issue is both rider training and attitude – making people rider slower bikes for the sake of it doesn’t help anyone.

Does Restricting New Riders To Smaller Bikes Save Lives?