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.

Casey Stoner on Developing the Honda RC213V

07/07/2011 @ 10:25 am, by Jensen Beeler11 COMMENTS

Casey Stoner on Developing the Honda RC213V Casey Stoner Mugello HRC Scott Jones

Sitting down with Casey Stoner after the Italian GP at Mugello, the HRC media department asked a bevy of questions to the Australian rider. In the interview, Stoner primarily talks about about the upcoming 1,000cc 2012 Honda RC213V and its differences to the current batch of 800cc motorcycles. Stoner also sheds light on his riding style, how he operates during the race weekend to setup his race package, and what he looks for from a motorcycle to fit his riding strengths.

Perhaps the most interesting thing to come from Stoner’s statements is how similar the RC213V is to the RC212V, and his thoughts on over-taking and passing in MotoGP. While the insight is an important one, one should always consider the source, and it doesn’t surprise us that a GP rider would suggest that its an increase in caliber of rider that’s responsible for less passing and overtaking in GP racing. Engineers, for example, might suggest that it’s the electronics packages that have changed the racing. Read the interview after the jump, and leave your thoughts on that subject (or any other) in the comments.

Can you explain, using a specific corner, the difference in cornering technique with the Repsol Honda RC212V and next year’s machine?

It’s really hard to explain, because there’s basically no two corners in the world that are the same. So to ride them in the same way, I think, may be what sets me apart sometimes from other riders, is the fact that I’ll attack each corner the way it needs to be ridden. There’ll be different patches, different surfaces in different areas. And sometimes the ideal line won’t be the ideal line on that particular corner, so it’s adapting yourself to each part of the track, whether you can use part or you can’t. How you’ve got to get through each corner is quite difficult. At each track you go to you can’t just ride in the method that you know and you’ve actually got to ride it to the way it needs to be ridden. It sometimes can be a bit tricky. With the 1000 I think it’s going to be a little less dependent on that sort of riding, because you’re going to be able to make up a little bit of power. But at the same time, just concentrate more on getting out of the corner, rather than getting through it quite as fast. It’s still going to very dependent on getting through the corner, but I think more in getting into the corner and getting out of the corner than those lines in that particular area than we had on 800s on the way through the corner. It’ll change the way people ride a little bit.

Will it change the way the race is run?

Yes and no. I’m not really sure. I think the way 1000s were beforehand, there was still a tyre battle and there was a tyre battle for the first part of 800s, which produced some great races and passes back and forth and all the rest of it. Now with 1000s, it’s not going to be a lot of difference. I’ve ridden the 1000 again and I went from 1000 to 800 and there wasn’t huge differences. The main thing you notice is in the higher gears, fourth, fifth on the 800, you basically don’t have a lot of power to spin, so when you spin you’ve got to be on the edge of the tyre. But with the 1000 you’re still able to spin, even when you pick the bike up it’s still trying to spin a little bit. That part will be slightly different when you’re riding in the wet in different situations. I also think the way you control wheelies is going to be a little bit different. The 1000 is going to want to pop wheelies through more gears rather than what the 800 does, in second and third, sometimes fourth. But a 1000 will want to pull a wheelie in just about every gear, so you’re going to have to control that a little bit more. But other than that, riders will adapt to the way it needs to be ridden. The people that are up at the front are there for a reason and they’ll adapt quickly.

Some riders believe that with more torque, you may be able to make a pass off a corner. And also with more top speed it’ll change the brake markers, and most of the passes are done on the brakes now. Will it open up passing opportunities?

I think it’s not the bikes that are reducing the passing, I think it’s just become such a professional sport that riders don’t make mistakes like they used to. Everyone has to train their butts off now just to ride these bikes. In the past, if you go back long enough, people were smoking before they got on the grid and they weren’t tired at the end of the race. These bikes physically take a lot more out of you. And I think the level of rider, in comparison with another era, has just picked up, because everyone knows what you need to do now. And so you’re not seeing people run wide and other people duck up in the inside. They’re making the line, they’re hitting their points, and they’re not having the problems like they used to. So, I don’t really think it’s going to change a lot. Even Dani (Pedrosa) on the same bike as me is able to out-accelerate me just because of the way he rides. So that strength is his. But then he’s got some weaknesses in his way of riding. So there’s a lot of different ways to ride, different techniques to use, but I think racing in general was always going to develop and go in this direction. Even in motocross, you’re struggling to see people pass each other any more. There seems to be one line in motocross. Everyone’s getting it that right. You have to go out on a limb to pass and do something and take a line that no one else can do or hasn’t tried or is unexpected. But it’s a big risk. It’s the same in MotoGP. You have to take a big risk to get past now, because motorsport has just gone that little bit further. The way people ride has become that more developed that I think it’s just the way to the future. Younger kids than us will come through and do stuff that we hadn’t even dreamed of, so it’s going to be the same sort of thing.

How does the 1000 compare to the 990 from 2006?

It’s more or less the same, I think. It’s got more grunt. Like I said, when I went from 1000 back to 800, I didn’t notice a huge difference, just a slight difference, especially in the taller gears, because you couldn’t put that power done quite as much anyways, but the 800′s still got plenty to spin up and there’s only so much you can put down. So, yeah, getting back on the 1000 was very similar to what I had. You’re carrying that speed a bit more down the straight, you’re able to say run a taller gear, because that you got that much torque down the bottom. So you can ride it in a few different options. Rather than with this option, you can still run it in those options, but in the higher gears you’ll be able to play around with it a bit more.

You seem to be able to get on the gas sooner than most riders. It was noticeable in the first turn in Qatar, where you could get off the gas and back on faster than anyone else. Is that one of your strengths?

I have no idea, to be honest. It’s difficult to know unless you’re looking at data what your strengths and weaknesses are and that of other people. I very rarely or ever look at data unless my team tell me I can do something a little better here or there. If I feel that I don’t know where I’m losing the time, then they’ll show me. But we basically never do that. I always know where I need to improve, where I need to get better. Turn one in Qatar, I don’t know. I normally feel quite good on that corner. Since being with Honda, I’ve got a lot more feedback than what I had with Ducati and I immediately felt better. And, yeah, I was able to crack the gas open quite early I guess and, yeah, that helped me drive through the corner rather than try and take the big wide line, and wide sweep through it.

Other riders believe your corner entry speed is off the charts. Do you feel the front end of the Honda allows you to do it with more confidence?

With the Honda I’ve definitely got a lot more confidence in the front end. Not always, but when we’ve got it working right then we know what it’s doing. If it does go, it normally gives you a bit more of a warning as well. The whole chassis will flex in a different way. You’ll feel the front go and you’ll be able to pull it back. And so it’s quite refreshing to be on a Honda this year and be able to push into corners. I know that when the front does go it’s pretty much going to give me a warning first and that’s something easier for me to live with because I’m able to pick up the bike a bit quicker and stay upright. My corner entry used to be one of my weakest points. When I arrived, my first year in MotoGP, 250 and 125 period, my braking point was one of my worst. So now I’ve made it one of my best and being able to trail brake all the way in and get the bike turned in the middle. I’ve worked on a lot of things that I knew I needed to get my weak points stronger. I think the best thing you can be as a rider is admitting where you’re weaker and working on those areas rather than just blaming other things and blaming your equipment.

What are you working on now?

That’s for me to know. That’s something race by race, weekend by weekend you work on whatever area you’re struggling through the most or what you need to work on. Corner by corner it’s different on every track, so you need to work on those areas. Braking was one of my biggest weakness, but it was a big weakness compared to the rest of my riding. So really concentrated on that, getting the right set-up, getting a better feel for it and it became one of my strongest. I haven’t really got a big weak point now, not like I was with braking, so now I can just sort of work on all of them to try and balance it out as much as I can.

Phillip Island is your favorite track.

It’s very similar to Mugello, really, and Brno. It’s fast, flowing. I don’t really like turn one because of all the bumps on the inside, but the rest of the track’s quite smooth, but it flows and it’s got uphill, downhill. There’s that many different things to it. And on a MotoGP bike, you can really open that thing up for a long time in a lot of places and that’s rare these days. On a 125 it was too boring for me, even on a 250 it was open too long. There was nothing happening. But with a MotoGP bike you can really get that throttle open and wind it out a bit. And that’s what’s exciting for me. Gets the adrenaline pumping a bit more. There’s a few corners there that you’re able to slide through in some pretty high gears and some pretty high corner speeds. So it’s just a lot of fun for me. The way the banking camber, everything goes, it’s really a nice to track. It’s like a roller coaster. Yeah, you’re able to ride these bikes a bit faster.

A number of riders had front tyre problems at Assen and Mugello. One explanation was too much trail braking. Do you find it has an effect on front tyre wear?

It depends on the bike set-up. Depends how much weight’s on it. So you’ll go into the corner and normally my bike’s set up a little bit more so it releases the front a little bit earlier. We’ve got a bit stiffer springs in, maybe. So I’m able to go into corner a long way and I have to, to be honest, to get the bike to turn, keep that bike weighted and loaded. And if you don’t you’ve got to have a bike that when you release the brake it doesn’t want to release so much. So it’s still got all that weight on the front but just in a different way. It’s something strange. I think Andrea (Dovizioso) had it quite bad on his bike (in Assen) and he pushes the front in very, very hard. Some area I guess he likes to work on a lot. I prefer to stay a little more balanced. But he puts a lot of presser on that front and I guess that sort of buckled as well. Even my tyre during that race, I was coming out, as soon as I cracked the gas and got a little bit of weight off it, the bike was just skipping and moving everywhere. And didn’t feel good in general. It’s different techniques, different ways you load the tyre and different set-ups that you use to benefit your technique and that’s exactly why just about no two riders can use the same set-up, because they have to use different ones because they have a different way of riding.

Andrea (Dovizioso) believed your riding styles were similar, but soon saw everyone was different.

I’ll never even try and think that two riders are the same. Every rider I’ve ever been around has their own technique and their own way to gain speed. So, that’s something that I disagree a lot with rider coaches and things like that that are trying to bring speed in a different direction. Each rider has their own potential and should be brought out by themselves and trying to nurture their own speed rather than trying to bring speed out by their way which isn’t natural and it’s something you got to think about. And if you start going ‘What set-up’s he got? I want that,’ it’s not going to work. You’ve got to basically find your own set-up and that’s why we don’t look at anybody else’s. We’ll look at it occasionally when I’m losing in one or two corners and need to know why, but that’s the only bit I’ll ever look at. I never look at set-up sheets or anything like that, because we know we ride differently to everyone else and everyone else rides differently to each other, so you’ve got to find your own way.

With such differences among your styles, how does that drive the development of what’s going to be the base package for the 1000?

I think it’s actually a strong point to have more people testing the bike. I think there’s a massive misconception that somebody should develop the bike for them, because sometimes they’ve got weaknesses they’re going to create in that bike and not be able to have it as a good all-around package. So I think the more people that ride it, not necessarily the more people, but the more top riders that give more information about it-maybe one rider’s stronger and has got more sensitivity in one area of that bike that they’re able to put their input into than another-then I think it all comes together and they do a great job to make a balanced bike and then you can go your own separate ways. But it’s mainly just chassis stiffness like that. we can change geometry quite a lot ourselves, but it’s chassis stiffness, the way things feel, positions. I think having more data from more different directions is going to be a better way.

Source: HRC; Photo: © 2011 Scott Jones Photography – All Rights Reserved

Comment:

  1. joe says:

    I wish they would have a round where all current gp guys ride a bike from the 90s, still think riders get it more right than ever before?

  2. John says:

    Joe, you only have to look at the list of riders who won 500cc races in the 90s and compare it to the current list of multiple 800cc winners. These 800cc bikes are for the absolute elite, you can’t only be good to win on them, not like in the 500cc days where many riders could win. Even at this time only four riders have had more than one 800cc victory.

  3. z says:

    wow, what a great interview. A lot of good insights into how Casey thinks.

  4. Casey Stoner on Developing the Honda RC213V – http://aspha.lt/oh #motorcycle

  5. Billy B.Tso says:

    great read. some well thought out questions and answers! thanks.

  6. Steve says:

    They were great then…. and they are great now. I like this guy Stoner. Straight to the point, faster than hell and fun to watch. Good interview guys! See you at Laguna.

  7. Casey Stoner talks about the development of the RC213V, and chats about riding style: http://bit.ly/qWgOek #MotoGP

  8. Tyler says:

    Come on everyone. This is HRC asking easy BS questions of their top rider. Honda propaganda published as if it was a real interview. No question Casey is fast, but I think people forget that it isn’t only the 4 riders who have won more than 1 race in the dry – it’s only 3 teams that have taken multiple wins. ONLY Factory Yamaha, HRC, and Ducati Corse have multiple race wins as teams. Their bikes are not just one notch but several above the satellite teams and Suzuki. Unquestionably they have the best riders, but they also have unmatched bikes to put those riders on. Technical development has skyrocketed in the 800cc era. Electronics and tire technology are so far beyond 2006/990 levels it is scary. Rider talent may have improved in that time, but I don’t think that suddenly, in five years, the talent level of 4 people became untouchable. Casey is an arrogant and foolish person if he thinks that’s the case, and any reader who buys his line hasn’t watched MotoGP for more than a couple years.

  9. joe says:

    It would be interesting if motogp followed F1 and did away with traction control. That with the spec Bridgestones would make the racing more interesting.

  10. wayne says:

    Stoner seems to be a very methodic, systematic rider and I think the resulting consistency is showing this season. This is a really well done article, but I still think Colin’s quote was the best in the pre-race conference when he said, regarding the 1000cc bikes, “I say the next rule change we make ‘em 1200′s and get rid of all the electronics!”

  11. Halfie30 says:

    Going to have to disagree with John at the top here. Rainey, Schwantz, Doohan. Those were the dominant names of the nineties. Doohan taking 5 titles in the 90′s alone. Ask Rossi or Cappirossi which bike was more of a challenge to ride. They will both say the same. Riders today have “riders aids” for a reason. Ride and ’04 1000 Ninja around the track, then take the ’11 with all the riders aids. You will go faster on the ’11. I’m not taking away from the current field of GP riders, you just can’t say the bikes today are “harder” to ride than the two strokes. You get a two stroke wrong you’re high siding before you even know you made a mistake.