A 2WD Hybrid-Electric Motorcycle for the US Military?

In the coming years, US special forces may be riding a tw0-wheel drive, hybrid-electric, multi-fuel motorcycle co-developed by BRD Motorcycles and Logos Technologies. Helping make this project possible is a Small Business Innovation Research grant from DARPA. The goal is to make a single-track vehicle for US expeditionary and special forces that will be nearly silent in operation, yet also capable of traveling long distances. Details on the proposed machine are light, of course, but it sounds like the 2WD dirt bike will be based off the BRD RedShift MX (shown above), and use an electric drivetrain, as well as a multi-fuel internal combustion engine to achieve its goals.

Colin Edwards Will Retire from Racing after 2014 Season

Announcing his decision during the pre-event press conference for the Red Bull Grand Prix of the Americas, Colin Edwards told the assembled press that 2014 would be the Texan’s last season racing a motorcycle. Citing a lack of improvement on his performance in pre-season testing and at the Qatar GP, Edwards decision perhaps answers the lingering question in the paddock of when the American rider would hang-up his spurs after an illustrious career in AMA, WSBK and MotoGP. Talking about his inability to come to terms with the Forward Yamaha, which Aleix Espargaro was able to take to the front of the pack in Qatar, Edwards was at a loss when it came to understanding the Open Class machine and his lack of results.

MSF Updates Its Basic RiderCourse Curriculum

It is no surprise that statistics from the NHTSA show that motorcycle accidents and injuries are on the rise. According to the 2012 Motor Vehicle Crash report published by the NHTSA, motorcycle fatalities for that year rose to 4,957, up seven percent from 2011, while injuries increased 15% to 93,000. While the NHTSA statistics are misleading because the motorcycle category includes mopeds, scooters, three-wheelers, pocket bikes, mini bikes, and off-road vehicles, new riders need every advantage they can afford. The Motorcycle Safety Foundation has taken notice of these statistics and has revised the curriculum for its Basic RiderCourse to include a new Basic eCourse, which students will take prior to in-person instruction.

Yamaha Trademarks “R1S” & “R1M” at USPTO – “YZF-R1M” Trademarked Abroad – But Why?

Are new Yamaha YZF-R1 models coming down the pipe? That’s the question being asked after trademark filings in the US and abroad tipped off Yamaha Motor’s intention to use “R1S”, “R1M”, and “YZF-R1M” for motorcycle, scooter, and three-wheeled purposes. The filings are being taken as hints towards a possible multiple trim levels of the Yamaha YZF-R1 superbike, with the “S” and “M” designations being different spec machines than the current base model. The “S” nomenclature is a popular one in the two and four-wheeled world, though “M” would certainly be a novel designation, outside of say…BMW.

Bell & COTA Create Texas-Themed Limited-Edition Helmet

Continuing its theme of making limited-edition helmets for premier-class US rounds, Bell Helmets has teamed up with the Circuit of the Americas and Chris Wood, of Airtrix, to create a Texas-themed Bell Star Carbon helmet, just in time for COTA’s MotoGP race next weekend. Available only until April 13th, the Bell/COTA helmet features a red, white, and blue flag motif on the front, with both the American and State of Texas flags visible, which then wrap around the rear to merge with a hardwood design, reminiscent of the floorboards in a Western saloon. The helmet is also crowned with a Longhorn cattle skull, which adds to the Texan motif. The specially designed helmet also features a horseshoe, the COTA logo, and the 2014 Red Bull MotoGP of The Americas logo.

Aprilia Mounting a Return to MotoGP in 2016

Towards the end of the 800cc era, MotoGP looked to be in dire condition. Grids were dwindling, factories were reducing their participation, and teams were in difficult financial straits indeed. By the end of 2011, there were just 17 full time entries, Suzuki was down to a single rider, and were about to pull out entirely for 2012. How different the situation looks today. In a recent interview with the official MotoGP.com website, Aprilia Corse’s new boss Romano Albesiano gave a brief outline of their plans. The Italian factory will continue to work with the IODA Racing team for 2014 to collect data on the electronics and tires, which they will use as input on an entirely new project being worked on for 2016.

This Is Pretty Much What the Monster 800 Will Look Like

With the advent of the Ducati Monster 1200, it was only a matter of time before Ducati’s middleweight liquid-cooled “Monster 800″ would be spotted, and unsurprisingly the machines have a great deal in common. The one big difference seems to be that the 821cc Monster gets a double-sided swingarm, which has become Ducati’s new way of differentiating between its big and medium displacement models of the same machine, see entry for Ducati 899 Panigale. With the spied Ducati Monster 800 looking ready for primetime, and a pre-fall launch isn’t out of the question. Giving us an excellent glimpse into what the Ducati Monster 800 would look like, Luca Bar has again used his Photoshop skills to render up images of the still unreleased “baby” Monster.

Photos of the Mugen Shinden Ni sans Fairings

Given the competitive nature of the electric racing realm, its rare to see the big high-power bikes without their fairings, as teams are reluctant to reveal their secret sauce. Debuting the Mugen Shinden San this past weekend in Tokyo though, Team Mugen did just that, giving us a glimpse into the inner workings of the team’s 2013 race bike, the Mugen Shinden Ni. You don’t have to be an electron-head to get excited by these photos, as any race bike with a carbon fiber frame and swingarm is pretty drool-worthy, though the Shinden Ni’s carbon fiber battery enclosure does hide a great deal of the electric superbike’s geek factor. While the sheer size of the battery bike is impressive, it was expected when the Shinden was first announced.

Mugen Shinden San (神電 参) Electric Superbike Revealed

Mugen’s third purpose-built electric superbike for the Isle of Man TT, the Mugen Shinden San, has been revealed in Japan. Campaigning two machines for this year’s TT Zero race, Mugen has John McGuiness and Bruce Anstey at the helm of its “Shinden San” bikes, as the duo looks for a one-two finish in this year’s race. With MotoCzysz not racing at the Isle of Man this year, Mugen is a hot favorite to take the top podium spots, as well as crack the 110 mph barrier for electrics on the historic Snaefell Mountain Course (Mugen is targeting a 115 mph lap). An evolution on the company’s previous designs, the Shinden San fits 134hp — 10hp more than last year, thanks to a new smaller three-phase brushless motor provided by Mission Motors — into its 529lbs bulk.

Trackside Tuesday: The Winning Personality of Jack Miller

Chatting with a couple of NASCAR fans recently, I was reminded that any competition is boring if you don’t care who wins. But if you do care, then even cars driving around in circles can be very compelling entertainment. Those NASCAR fans really cared about how their favorite drivers finished, and not only how they finished in the latest race, but what and how those drivers were doing off the track as well. Those fans had been captured by the personalities of those drivers. One of the things NASCAR does well is sell personalities. All major sports-related businesses do this to some extent, but some organizations do it better than others.

Tuesday Summary at Valencia: Hayden’s Honda, Edwards On The FTR, & The Brothers Espargaro

11/13/2013 @ 7:09 am, by David Emmett12 COMMENTS

Tuesday Summary at Valencia: Haydens Honda, Edwards On The FTR, & The Brothers Espargaro Tuesday Valencia MotoGP Test Scott Jones 06 635x423

The track was a lot busier on Tuesday at Valencia, after the halfhearted beginning to MotoGP testing on Monday afternoon. A group of well-rested riders took to the track to get prepared for the 2014 onslaught, and take the first steps on the road to a new season.

Some familiar faces, some new faces, but also a couple of new bikes, with the Yamaha FTR machines run by Forward Racing making their debut on the track, and Nicky Hayden getting his first taste of the Honda RCV1000R.

The times set by the brand new Open class bikes hardly set the world on fire, but that was to be expected given the fact that this was the first time either of them had seen serious use in the hands of Grand Prix riders. “Don’t forget that Casey [Stoner] did just five laps in Motegi with that bike,” Honda principal Livio Suppo told me. “It’s really just a first shakedown with the riders.”

That point was illustrated by Scott Redding, who has a problem with the wiring loom on Gresini’s Honda RCV1000R, and had to wait while they fixed that problem.

It was probably for the best, as Redding is still struggling with injuries to his arm and back. The problems is worse in left handers, which Valencia has in abundance. By the end of the long left of Turn 13, the pain had become almost unbearable, Redding said.

Though Nicky Hayden was prohibited from speaking to the media due to still being under contract to Ducati (and generating much speculation about exactly what he will say when his contract ends on December 31st), Suppo said Hayden had been impressed.

“Nicky seems very very happy with the handling of the machine,” the Honda boss said. “They’ve still got some things to improve with the software, but I believe we can do this with Magneti Marelli.”

Electronics is an issue with the Yamaha FTR as well. You can hear it as the Yamaha goes up and over the hill through the everlasting left hander of Turn 13. The bike spits and gurgles like a chain smoking coal miner, reminiscent of the CRT bikes when they first hit the track. “The electronics package we’re on now, I’m not happy with,” Colin Edwards commented.

“Yamaha developed something with their testing and said ‘OK, the bike runs good, let’s throw this in,’ but I don’t like the theory, the theory that they’re using right now. We spent all year developing something that works real good, and we need to put that in this unit. Right now I have zero trust in it.”

The rest of the bike he loved, however, and was especially happy to be back on a bike with some horsepower. “It’s a freight train, it just keeps pulling and pulling. It’s a pleasure to shift gears and not keep bashing your helmet against the screen because it’s missing a gear.”

Aleix Espargaro was also delighted with the power of the Yamaha motor. “The engine is much better, it has almost 2,000 RPM more than the Aprilia,” Aleix said. “The top speed, after two years, it’s great to be in the top six, it’s really strange and I’m really happy.”

The weak point of the chassis was the braking, the same complaint made by the riders on factory and satellite Yamahas. “With the Aprilia, I can enter the corner in the last moment while braking really really hard.” That was not the way to go fast on the Yamaha, Aleix said.

Brother Pol had an impressive second day on the Tech 3 machine. He ended the day 1.3 seconds behind Marc Marquez, and just over a second slower than Jorge Lorenzo. It had been a busy day, getting used to all aspects of the Yamaha M1, Pol said. They had tried both hard and soft front and rear tires, used the carbon brakes, and trying different set up changes to learn what effect they had.

He was clearly still trying too hard: watching from the brake point for Turn 14, the end of the long left hander before the tight final corner, the difference between Jorge Lorenzo and Pol was striking. Lorenzo’s movements were fluid, lazy, the bike on rails as he lined up the corner.

Espargaro junior jerked upright, the bike twitching below him, looking right on the edge of control. He was clearly a lot slower than Lorenzo. “I’m trying to ride the bike as fast as possible, but I’m not smooth,” Pol commented afterwards. It was clearly an area for improvement.

What was surprising to Espargaro was that riding the bike was less tiring than he had expected. At the end of a Moto2 race, he was destroyed, but at the end of testing, he was holding up pretty well, Pol said. This was perhaps a sign of things to come, he opined. The start to his MotoGP career had been pretty smooth, but the problems would start from here on in, as he tried to go faster and faster.

Testing concludes on Wednesday, though imminent rain looks like calling a premature halt to the action. The factory Yamaha team have already called it a day, finishing up on Tuesday before heading home. Once testing concludes, we will have a full view of the test, including who has been working on what.

Photo: © 2013 Scott Jones / Scott Jones Photography – All Rights Reserved

This article was originally published on MotoMatters, and is republished here on Asphalt & Rubber with permission by the author.


  1. Dave P says:

    So this may be a silly question, but are riders able to practice on tracks with their motogp bikes other than “test days”? Are there regulations on that (like which tracks, which days, etc)? Or do these guys get a little practice here and there and have to learn while racing during the season?

  2. “So this may be a silly question, but are riders able to practice on tracks with their motogp bikes other than “test days”? ”

    Nope. The only testing they get to do with the race bikes are official test days and free practice sessions. Outside of official practice, they can ride whatever other bikes they like, e.g., supermoto or MX, to hone their skills.

  3. L2C says:

    The rules on testing are one of the most shining examples of Dorna’s ineptitude. And it’s one of the most overlooked reasons why injured riders have the most difficult time returning to their jobs in healthy form. Just ask Ben Spies.

    That situation Spies had with Pramac, where upon his return he re-injured himself in free practice, could have been entirely avoided had he been able to practice and test on the Desmo prior to attempting to race at Indy. (Which is perhaps the most hated and dangerous track on the calendar, among the riders.) What happened with him is a total shame. If not for Dorna’s shortsightedness, and Pramac’s negligence, Spies could still be racing today.

  4. L2C says:

    And you know, I just remembered that Race Direction has injured riders do pushups or other sorts of exercises to verify if they are fit or not to race. LOL… That is definitely something that cannot be made up.

  5. “That is definitely something that cannot be made up.”

    Yeah, I know. The nerve of somebody actually being expected to prove that he/she has the strength and endurance to do something as simple as brake a bike from 300+ kph to 60 kph in 100 metres. They should just take the riders’ word for it.

  6. L2C says:

    You think pushups is enough to prove race-readiness? Can’t tell if you’re yanking my chain or not. ;-)

  7. “You think pushups is enough to prove race-readiness?”

    Do you have a better test regimen that will both prove fitness and not compromise the riders before heading out on the track? Making them benchpress 3x their body weight or pull of a gymnastic floor routine isn’t likely to be a good idea.

    Since none of us here know the precise fitness test protocol, it’s tough to be overly critical of it, I think. Dr. Costa has been in the game for a loooooong time. I certainly believe that he and his staff have learned a thing or two about evaluating race fitness over the span of decades.

  8. Dr. Costa isn’t the one who makes the call, it’s a doctor who varies from venue to venue. The tests are just as varied, but can include push-ups, jumping on one leg, or anything else that the doctor wishes to see preformed by the rider in question in order to evaluate their race readiness.

    The big thing they are looking for is the ability to operate a motorcycle safely under racing conditions, and to be able to get out of harms way if they crash. Some tracks are more lenient than others, and others are tougher to get an “ok” from.

  9. Thanks, Jensen. It seems odd to me that race fitness wouldn’t be the domain of Clinica Mobile, but it is what it is.


  10. Dave P says:

    Well thanks for the helpful answers guys!

    Side note, I’m actually an M.D. myself. So how do I get that gig, Jensen? haha. I’ll take any input on what tests I should mandate. How about a little karate kid? Catching flies with chopsticks? Go!

  11. L2C says:

    The thing is, returning injured riders are usually on painkillers -some would say “doped up”- when they suit up for a race. This is strikingly different than many other sports that rule out the use of painkillers altogether. Is it possible that the evalutating doctor in MotoGP would take the use of painkillers -that pain would be less of a factor due to a rider’s use of them- into his/her account in determining race readiness?

    This is why I have a nagging issue with the race-readiness routine, because race readiness should include some sort of assessment of an injured rider’s ability to operate a motorcycle in conditions that would help to make a better determination if he/she is actually fit to race.

    At Indy, Ben Spies didn’t remember that his Desmo’s traction control doesn’t become enabled until the bike is in second gear. For this shortcoming, he high-sided and injured his left shoulder. Combined with the previous injury to his right shoulder that he was recovering from, this ultimately proved to be career ending day at the track.

    Did the use of painkillers cloud Ben’s memory and/or his own judgment that he was fit and ready to race? Because it is not only up to the doctors to decide. And what about Pramac who obviously didn’t go through a motorcycle operation and safety checklist with the man? Does the team not have its own routine to determine whether a returning injured rider is competent enough to race one of their bikes?

    So, yes, I do think that bench presses and pushups are not enough to determine race readiness. The ability for a rider to actually ride and successfully operate the machine that he/she would use during a race should also be assessed. The restrictions on practice and testing appear to be in conflict with this idea.

    And if somebody knows about this stuff as relates to MotoGP/WSBK etc, please take the time to do an in-depth report. I know I’d appreciate it.