actual GP2 engine, it is designed and built by that
same team. For the tech-heads, the engineers
have reduced inertia in the gearbox and clutch
by modifying the anti-backlash gears, giving
reduced mass and allowing the engine to spin
up quicker, which is noticeable.
A modified exhaust cam system, and intakes,
deliver freer air flows. It all sounds good, but in
reality all that detail disappears in haze of
pleasure and thrill on the road.
I particularly like the upright riding position
which dishes out less punishment to my battlescarred
neck and shoulders. Nearly all sport bikes
give me headaches and neck cramps, but after
400km aboard this, in both rain and shine, I
wanted more, and I felt alert and untroubled
at the end of each riding day. This alone was
enough to give my ideas a serious shake up,
but bigger revelations awaited.
ON BOARD
Getting onboard felt really good, like a smaller
Aprilia Tuono – a bike I thought fitted me to
perfection – until now. My legs were bent and
snug, but not tight enough to induce cramp and
my knees tucked under the smooth tank flanges
promising great feel in cornering. The new colour
TFT dashboard and controls are clear, intuitive,
and easy. By the first corner it felt like the 765
was one step ahead of me. Things only improved
from there.
My test bike was black with small yellow
highlights, and for a naked it was very attractive
to the eye – the new carbon bits are snugger
round the radiator, and the exhaust terminates
in a new, small carbon-tipped silencer, low on the
right side. It looks tight, polished and aggressive.
Top marks, Hinckley.
50 KIWI RIDER