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.

Interview: Cal Crutchlow – The Long Winding Road to Glory

07/10/2013 @ 1:02 pm, by David Emmett10 COMMENTS

Interview: Cal Crutchlow   The Long Winding Road to Glory cal crutchlow monster yamaha tech 3 motogp scott jones 635x422

Cal Crutchlow has not taken the customary route into MotoGP. No racing 125′s in the Spanish Championship, before the inevitable climb up through the Grand Prix support classes to MotoGP. Instead, he took a very sideways path, through BSB, World Supersport, and World Superbike, before encountering a very tough first year in MotoGP.

That circuitous path has stood him in good stead, however. Crutchlow is now on the brink of breaking into the elite circle of riders who have won a MotoGP race in the dry, and his services are in demand. It is surely just a matter of time.

I sat down with Crutchlow at Assen, with the intention of trying to extract the secret of his riding from him. I had a whole line of questions lined up on the technicalities of braking, the mechanics of cornering and how to race a MotoGP bike, but I got distracted by a long and philosophical chat before my recorder was turned on.

By the time we started the interview proper, it went off in a different, but just as fascinating direction. Cal Crutchlow talks about his love for the sport of motorcycle racing, how he got started, how he arrived in MotoGP, and why it is so important to be a factory rider. And why it is so very, very difficult to win a race in MotoGP.

A&R: Why are you a motorcycle racer?

Cal Crutchlow: It’s funny, I said in an interview the other day, I don’t race motorcycles to be famous, I don’t race motorcycles to earn money, as such. It’s my job, and I do earn a salary doing it, but I do it because I love it. And I’d still be racing on a Sunday in a club race if I had to pay for it. If I had to work all week as whatever I was and go club racing on a Sunday, I’d still do it because I love it. So it must be an inbred thing, in my blood, when you see how many racers now had their fathers racing.

And it must be something in the mind, because really, I wasn’t interested in racing motorcycles until I was twelve or thirteen. Whereas, you look at Lorenzo, he’s been racing from when he was one, two. Same with Pedrosa and Marquez and the others, they’re so young. I really wasn’t. I played football, and then I used to go all the time with my dad and I used to ride little PW50s. But I suppose I race because I love it.

I made this comparison with Andy Murray the other day. Andy Murray wants to play tennis, he doesn’t want to be famous. People take that as him not being the most sociable or personable person, or whatever. But it’s not that, he’s just a normal guy. And because he wants to play tennis, and not be famous, people think he’s wrong when he isn’t, he probably just loves his sport. And that’s probably the way I feel a little bit, you race because you love the sport.

A&R: You started riding round PW50s, and then you did some motocross when you were younger?

CC: No. I did nothing until I was thirteen. Then the first lap I ever did round a track, I crashed. And my dad said, ‘this ain’t for you’. I said ‘give me another chance’ and I raced the next day, and I had a first and a second. Bear in mind it was only a nothing race, but I had first and a second in my age group, whatever.

It was at Darley Moor, the challenge that they had there, it was just a kids’ race, basically, and I had a first and a second. Then I kept coming, and the funny thing was there was always some guys who would lap you. By the end of the year, I’d gone from being lapped by this guy, to beating him. So I made decent strides.

And then we were quite fortunate. My Dad, bear in mind he’s no millionaire, he worked hard for what he’d earn, and he’d always paid for his own racing, he was just a privateer, and it was the same for us. My dad had to fund my racing at the start, but luckily over the years, I started to get better, and we didn’t have to fork out as much money, I managed to pick up some good sponsors, but you have to have the character to go and get the sponsors.

My dad would always say he was never able to go and get sponsors, where I could. I could turn around, and I was only 15 or whatever, but I was able to have a connection with guys and do what I needed to do, to be able to say ‘could you pay my tire bill?’ Or fuel, or whatever. Yes, my dad still had to pay for a little bit of the racing, obviously we had to have the expenses to go and that.

But we never had it easy, but luckily I was good enough to start getting some nice rides, and then we went to British championship and I did the Junior Superstock, and I did OK in that, but at the end of the year, I had nothing.

All the other guys went to British Supersport, and I had to go to the R6 Cup. And I guarantee now, still to this day, the best thing that ever happened to me was that I never won that championship. Because the winner had to ride for Rob Mac in British Superbike. Where I finished second, and I got a British Supersport ride. And then I learnt my craft from British Supersport and won the championship.

I think, it’s funny how you look back at your career, and see the way it turned, and the decisions you made, and I always believe I’ve actually made some very very good decisions. And I went from British Superbike to World Supersport …

A&R: Which was an unusual move….

CC: True, but I also went in three years to MotoGP. I went British Superbike, World Supersport, World Superbike, MotoGP. And I don’t know anyone else who’s been able to do that. But I made very clever decisions. If you had asked me in my first year in MotoGP, was it a clever decision, I would have said no, I’d rather go back. But now, if you look at it, I did what most of the World Superbike riders won’t do. It’s take a salary cut, take a risk, and have the determination to do it.

Because they’re happy to sit there, and take a good salary, and not willing to fail. They’re not willing to fail, where at the time I was willing to get my arse kicked, fail, and come back. And that’s what I feel I’ve done. So you know, you have to take a bit of a risk, but if you look at my situation now, it’s much better than it would have been being in World Superbike and trying to get across here. Because in all honesty, it’s very difficult to come across to MotoGP now.

AR&: The question is, as a racer, you just want to win, that’s what drives you. Is it more important to lose against the best, or to win against second best?

CC: And that’s one thing that is so annoying about MotoGP, winning is not easy. I’m not saying it is for the likes of Lorenzo and Pedrosa, but even Valentino now, he’s in a similar situation to me, we’re finishing in the same position, but to win is so difficult [Editor: this interview was done on the Wednesday at Assen, three days before the race]. And before, I could win in World Supersport, I could win in World Superbike, and if I’d stayed in World Superbike for another year, I probably could have had a lot more wins. So the winning aspect is difficult.

You know, I love to win. But I also have personal goals that I think, that’s the same as winning to me. You know, in the end, I think if you win here, and do it, you’ll carry it on. It’s one of them things, as long as it’s not a lucky win. I think if you earn it, and you’re able to win… But it’s difficult to beat these guys. It’s difficult, it’s difficult to swallow that is, because I want to win, and I want to be a winner, but to beat these guys, you’re thinking, how can I win? But I believe it’s possible, I also believe it’s possible on a satellite bike, and if I had a goal, that would be one of the things to achieve.

A&R: To win a race on a satellite bike, a straight up, honest victory?

CC: If I could win on a satellite bike, that would be one of the big things. But winning is so difficult in MotoGP. But finishing against these guys here in the positions I’ve been in, I would not change that to go back to World Superbike and win. Yeah, there’s no feeling like winning, but I’m in a completely different championship, these guys are at a completely different level.

I’ve tried to explain to some people, and they don’t understand until they come to do it. Don’t get me wrong, I’m not knocking the championship of World Superbikes, or the caliber of riders, because they are very good, but the guys who are all at the front in World Superbike, really, I’m not saying like Eugene [Laverty] and Tom [Sykes] and Johnny [Rea], but the ones that have been so strong would be Biaggi and Checa and Melandri. If you see their racecraft, and how they pass and stuff like that, it’s no wonder, because they’ve been to MotoGP. But I also think that MotoGP now is a stronger championship again.

A&R: You’ve made such enormous progress since you first arrived, has that been because you’ve set yourself one small goal at a time, those personal goals for yourself?

CC: I don’t know. Obviously after the first year, I had to go away and think about things a lot. Because, even my relationship with the team was tough. Now, it’s the funniest thing, because me and Hervé get on so well, Hervé’s always said, and he still says to me today, do what’s best for you and your family and your career. Because he’s a friend as well as a team manager.

And it’s like, I don’t want to say in motorcycle terms, but if there was a Formula One job available, he’d say ‘go and take it, because that’s better than what I can give you.’ And he would tell me that, but from the time of racing in the first year, I had to go away and think about it, and come back.

The steps we’ve made are because I learned what I had to do. And it wasn’t easy, of course, I was winning in World Superbike, I was strong in World Superbike, and I expected to come here and do the same. It never worked, and obviously I had to take a step back.

But that was something I only learned the first year. And then I came back and was able to do some good results early on last year, and keep the momentum going, but it’s not easy. To make that step again next year, it’s going to be difficult, I can tell you that, but it seems that we’ve done that again from last year to this year, which is nice.

A&R: What do you need to make that extra step? Something in yourself, something on the bike?

CC: I think a bit of both. I know that’s always a cliche thing to say. Don’t get me wrong, as I’ve said before, if you put Lorenzo on my bike, I still believe he’d win. I think it would be more difficult to win the championship, but as I’ve said to you before, it’s not just about the bike, it’s about the way he gets from his house to the airport, from the airport to the track… He’s a factory rider, you know?

They have so many fewer things to worry about in their life than a normal rider does. It’s a difficult thing to explain, but until you’re in the situation, you don’t really realize how little they have to worry about compared to what other people have to worry about.

So, if you put him in this team, would it be different to his team? Of course! Because he hasn’t got 30 people running around after him saying, I’ll tie your shoelaces for you, or this, that and the other. I’m not making an example of Lorenzo, I’m making an example of any factory rider.

So I don’t think it’s just that, I think it’s a combination of a few things, but yeah, definitely, I still have to step up, and knowing the areas, but it’s difficult to change. As I’ve said before, to be able to just click your mind and say, I need to be able to do this, it’s not easy. When you’ve changed so much already? It’s always that last little bit.

Photo: © 2012 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.

Comment:

  1. Norm G. says:

    re: “So, if you put him in this team, would it be different to his team? Of course! Because he hasn’t got 30 people running around after him”

    that’s right, the 30 man BOFFIN ARMY… like American express, don’t leave home without ‘em.

  2. TexusTim says:

    cal is a reugular guy with some mad skills…reminds me alittle of nicky, a workin mans rider..those factory’s must really spoil those guys cuz it’s more than the bike or money as he puts it.

  3. Mr.X says:

    He’s too cool. Love to see him win on that sat bike. Or the Duc…but if Nicky and Dovi can’t, who can?

  4. Westward says:

    If Cal was on a factory Ducati, now I know he could win races. The championship is another story. It may very well be the psychological edges he needs to do it.

    I could easily see that as being what happened to Stoner. Once he got to Ducati, he had no excuses. Bayless & Capirossi had won, and Capi had nearly won the whole thing the previous year.

    Like Stoner, Cal doesn’t know you aren’t suppose to, and that is why Stoner did and Cal can…

  5. Zeus says:

    can’t stand this whiner. he got a big mouth that can’t seem to shut up.

  6. dokterdewe says:

    I think you should have a better bike.. why?because those factories are just too dominating… i want you to make a different story… Yamaha have to provide a factory spec-ed bike…

    Or maybe you can even move to another factory… who knows… maybe you might get your “force” to be compatible…

  7. paulus says:

    I like the guy and his attitude.
    He is no ‘sanitized package’ like the current factory riders. He has an opinion and shares it.
    Best of luck for the remainder of the season!

  8. jd says:

    I love Cal’s say it like it is attitude and he is adding significantly to the most exciting MotoGP season in several years, but he really is between a rock & a hard place.

    I just don’t see him getting the equal factory treatment from anywhere. Ducati is the logical option for a longterm seat, but it is an extremely risky move.

    I’d disagree that Cal could make the Ducati work because Stoner could. Stoner is/was a prodigious talent on 2 wheels and as much promise as Cal shows, I think he is a different type of rider and just not in that league.

    The thing he needs to avoid is going down the mental path of Stoner, who would have had much more success if he had the mental strength to deal with the extraneous frustrations that come with MotoGP.

    It is extremely difficult to be telling it like it is all the time to other riders, teams and the media, to then go and out overcome those limitations mentally as a rider. If he’s between a rock and a hard place, he needs to find a way around them which is pretty much gonna come down to finding that edge as a rider.

  9. Chaz Michael Michaels says:

    Crutchlow is cool. It’s true (previous comment above) he is a bit like Nicky, a working man’s rider. Except that Nicky is totally paddock politically correct. Crutchlow seems to be a loudmouth, a lot of what he says seems to ring true…but…

    It would be interesting to see what Cal could do on the Ducati but I think it’d be a trainwreck of a personality clash between his mouth and the factory.

    Dovi was arguably better than Crutchlow last year (I don’t have results from last year sitting in front of me) and Dovi cannot make the Ducati work. Rossi couldn’t do it. Nicky can’t do it. Stoner walked before the situation made him run.

    Crutchlow to Ducati would be a step in the wrong direction if he truly cares mainly about winning.

  10. B.T. says:

    I don’t understand how he or any guy in his situation can win.He’s done everything right and yet he’s losing his job to an unproven rider next Season? They set these guys up for failure.Cal is a great interview and I wish him the best.Great job again A & R. You guys are the best.