PRO RIDING TACTICS INSIDE THE WORKS BIKES
The ultimate in trickery makes us drool
Why is a factory bike better than a production machine?
Consider the multi-million-dollar
budgets spent on factory-designed
parts, like triple clamps 10 times more
adjustable than stock in just the offset,
works gearboxes that are lighter and
many times devoid of unused cogs,
ignition systems designed to down-load input and accept new parameters
set by engineers, on-the-fly adjustments to modify traction with a push
of a button, and braking systems that
are lightweight yet offer substantial
stopping power. One of the factory
team managers told us that a normal
rider would experience a substantial
performance loss if he switched from
a production to a works machine.
They are too fast, stop like F1 cars
and have suspension that is extreme,
both in action and in rigidity. Even a
local pro racer could not come close
to appreciating the handling, let alone
being able to use the power, which
has been molded to tame sections of
3-foot whoops, step-on and -offs, and
There is no doubt that the JGR Yamaha is the rocket of the class. Rumors have the
horsepower dialable in the 62- to 68-horsepower range!
Team JGR uses the Neken SFS triple
clamps with the air-spring system for
handlebar damping. The NK SFS air triple
clamp has tiny air shocks with oil damping,
hidden under the clamp to suspend the
How smart is this? JGR modifies the
stock subframe into an adjustable
unit so that they can set different seat
heights for their riders.
Andrew Short’s KTM is full factory and unique (to #5’s) in that he runs WP’s Works air system both fore and aft. According to
sources, the team will be switching over in the future due to weight savings, immediate adjustability and manufacturing costs.
Middle: Dungey’s WP suspension uses springs.
FACTORY BITS AND PIECES