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 Explains How to Slide a MotoGP Bike

04/12/2012 @ 12:34 pm, by David Emmett19 COMMENTS

Casey Stoner Explains How to Slide a MotoGP Bike Casey Stoner Qatar GP 2012 Scott Jones

One of the great pleasures in watching Casey Stoner ride a MotoGP machine is the controlled way in which he manages to slide the bike through the corners. In an era when the spectacular slides once so beloved by fans have been tamed by electronic intervention, Stoner has managed to convince his engineers to limit the electronics sufficiently to give him enough control to slide the bike to help get it turned.

His ability has fascinated both fans and journalists around the world, and many have tried to get him to explain how he does it, but Stoner himself has always found it very hard to say exactly what he is doing. At Qatar, a group of journalists pressed the Repsol Honda rider again to explain exactly where and when he chooses to slide the rear, and what benefits it provides. Though he protested it was hard – “It’s really difficult to explain, so many people have asked me,” he said – he went on to talk at length about what he does and why.

The most important distinction to make, Stoner emphasized, was between sliding the bike under control and finding it sliding when you hadn’t planned to. “Normally, when you’re sliding the bike under control, it means you’re in control of it,” Stoner said. “It means that you’re mentally doing it on purpose, you’re not just going into a corner and it’s starting to slide.”

But it was not something that works everywhere. “It’s something that only works in certain corners in this type of racing, it doesn’t work in all the corners. When it does work, sometimes it can be a bit scary; you can go into the corner, and if you make a small mistake when you are sliding, the finish of it can be a catastrophe. When your heart beats really hard is when you slide when you don’t really want to,” he explained

The key to sliding a bike was confidence, Stoner told us. “It’s basically about confidence going into the corner, knowing exactly what you’re doing, what the bike’s doing and then having the will to either go into the corner harder or get on the gas harder to try and break the rear.” That was not without risks, however: “Most of the time when you break the rear it means you’re going to highside. So there’s a fine point between breaking it and keeping it, and breaking it and ending up flying through the air.”

Casey Stoner Explains How to Slide a MotoGP Bike MotoGP Qatar GP Sunday Scott Jones 111

So how do you know when to try to slide the rear and when not to, Stoner was asked. “It’s really difficult to explain,” Stoner responded. “You know when you can and when you can’t and not many riders are able to do it and to do it well, especially to be faster. Anyone can slide a bike, but to slide and be faster is something more complex, to try to minimize the amount of spin.”

One of the reasons explaining how he slid the rear was so difficult is because there was not a single method to achieve it, and each corner required a different approach, Stoner explained. “It’s more or less impossible [to give one answer], because every situation is different, every corner you must slide through is different to the others,” Stoner said. “The system to make the bike slide is completely different. Sometimes you have to really go in, push the front hard, and close the gas to make the front want to turn, then the rear will come round more easily, as you get the weight off the rear. Then another time, you have to go into the corner and basically slowly break it away, though if you break it away too quickly, it’s just going to want to highside,” Stoner said. “It’s not just like, you go into a corner and you slide, it’s very, very different.”

What was the most important part of the process? “The process for me is commitment. In Turn 3 at Valencia, Turn 3 at Phillip Island, it’s the same sort of commitment,” Stoner said. “You have to go into the corner with a lot of aggression – both corners are very similar, both of them are left handers, medium fast left. You have to go in there a lot harder, weight the front, take the weight off the rear, and then get on the gas very quickly, but to a certain point that it doesn’t want to come around too quick.

But you have to get on the gas quicker to break the rear, because there’s a lot of grip in these two points, it doesn’t want to come around. Valencia there’s a lot of grip, in Phillip Island, you’re in 5th gear, there’s not a lot of power in 5th, so you have to really push it hard to make it break away, and then from that point you need to keep the corner speed. If you slide and you’re sliding too much, then you’re losing all your corner speed. If you’re sliding and not sliding enough, then the grip will come back and when the grip comes back, you’ll push the front and fold it. It’s really difficult to explain.”

Casey Stoner Explains How to Slide a MotoGP Bike qatar gp 2012 scott jones Casey1

Was this a conscious process, or something he did intuitively? Stoner was emphatic: “You have to consciously do it,” he said. “Some corners call for picking the bike up and driving it out hard, but these couple of corners in particular, Turn 3 at Phillip Island and Turn 3 at Valencia, these are corners that after the left, there’s a right that you have to get it back for. So most people go through there, roll through the corner, and they’re rolling going wide and they have to get back for the next one. While I’m sliding it, keeping it tight, keeping the corner speed, and then I’m already ready for the right. That’s how I use that corner.”

Was that similar to Turn 3 at Sepang, Stoner was asked, a corner where he – and many other MotoGP riders – are noted for sliding the rear round? He disagreed. “Turn 3 in Sepang is completely different,” Stoner said. “Because you’re carrying corner speed on the side, the bike immediately wants to spin, and you can spin all the way to the kerb on the way out. But you’re losing that drive for up the hill, so basically it will start to come round, it comes round a lot slower, but you want it to come round a little bit, so that when it’s pointing in the right direction, you can pick the bike up and drive across the kerb.”

In the end, this was an illustration of how you needed to tailor your approach for each different corner. “There’s different techniques to different corners and when they should be used, depending on grip levels, and a lot of different things. Unfortunately, most of the time these days, sliding is not the fastest way, there’s only some corners where it can still work.”

Photos: © 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. MikeD says:

    Sliding ?! Yeeeah, i’ll leave that to the Pros…lol. Nice to hear what goes on on his head on this situations.

  2. Us mere mortals can only dream…

    Another cracking article by Mr. Emmet.

  3. Jake says:

    Great article. Casey genuinely attempted to explain something here that can’t be explained in words because it comes from a lifetime of learning by doing and feeling. What this article reinforces is something I think we all really knew already. Motorcycle racers at his level must be supremely confident and fearless at their craft. My respect for the young Australian grows daily.

  4. Halfie 30 says:

    I will never slide a bike like a GP racer, but I used to have The original Pilot Roads on my 800 SS. My buddy. Ought a CBR and to keep up with him I would have to slide the rear in almost every corner… Scary stuff when you get it wrong, but oh so fun when you get it right…

  5. Alex says:

    “Normally, when you’re sliding the bike under control, it means you’re in control of it,” Stoner said.

    So, if you’re sliding the bike out of control, are you not in control of it? :D

  6. MikeD says:

    @JW: Soundtrack couldn’t have been more appropiate. Total BOSS.

  7. Westward says:

    Yeah, Alex, that was all I got out of this article too…

    Either Stoner can’t articulate it, or he just doesn’t want to share the info… I’m going with the former rather than the latter. Doesn’t matter anyway, thats not what they pay him for…

    Stonerism:

    —”So, Stoner, what is it like to ride in MotoGP?” — “It’s like racing a motorcycle in a grand Prix.”

  8. mxs says:

    Love the guy. The only technically meaningful interviews in the paddock. Shame there’s not more riders like that.

  9. Halfie 30 says:

    I learned how to slide from another Aussie who could articulate it. Gary McCoy!!!

  10. Nice article. I can totally understand how Casey might be able to intuit when and how to slide yet not be able to articulate it. There’s a tremendous leap from being able to DO something to being able to TEACH it.

    @Halfie 30: Gary was always an inspiration to watch on a 500, wasn’t he? Absolutely amazing to see him spin up the rear and seemingly be sideways in every corner.

  11. MasterBlaster says:

    Sometimes, it’s hard for the gifted to explain their craft in words.

    Some of us have a gift, and the rest us have to settle just watching it.

  12. MikeD says:

    MasterBlaster says:

    PMSometimes, it’s hard for the gifted to explain their craft in words.
    ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

    More often than not. Sad but TRUE.

  13. Halfie 30 says:

    Trane, indeed! McCoy was one of the most fun guys to watch back in his WCM days. Still had shades of brilliance after and before as well, but That WCM team and him were just an amazing combo.

  14. Sean in Oz says:

    Regarding training versus doing: Simon Crafar (Ex WSBK and 500GP rider) now trains/mentors riders in the European Junior Cup and said that when he first started training people, every time someone asked him how he did something he couldn’t answer the question. He had to go out and do it while concentrating on precisely what he was doing, then come back and answer the question.

    Re Stoners riding: I was just listening (on MotoPodcast) to Dennis Noyes (Spanish TV MotoGP commentator) relating a story of talking to Nicky Hayden when Stoner was riding for Ducati. Hayden said that he could see on the telemetry data what Stoner was doing on the bike but that didn’t mean he could replicate it.

  15. Adam says:

    It would have been a lot simpler for Casey to just say “It’s all about feel”. when someone is so well connected to the machine they ride it is simply that “feel”. Every part of a riders body is a sensor feeling what is happening with the bike. the ultimate computing device on that bike is his brain, and not the one computing fuel delivery, ABS intervention, and traction control….

    I think any rider that has even a little track day experience would have some understanding of this.

  16. irksome says:

    Re: McCoy/Stoner…maybe it’s an Aussie thing, but I remember taking pictures at Daytona’s chicane and watching Anthony Gobert sliding the front and rear end while cornering under braking with my jaw hanging down around my knees.

    On a side note, everybody should have something in their life that they can do but not explain.

  17. Singletrack says:

    Did anyone see the darkie’ Stoner laid down in the Jerez MotoGP2012?
    Sliding – perfectly illustrated on one of the last laps. I watched many times in slo-mo using my PVR. Amazing.

    He entered a left hand turn sideways, creating an artificial apex. When the time was right, he picked the bike up a bit, squared the turn off and drove straight over the blue/white curb and left a perfect darkie. His was the only line on the curb when he was done.