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.

MotoGP: Lucio Cecchinello Weighs in on the Rookie Rule

06/12/2012 @ 5:51 pm, by David Emmett14 COMMENTS

MotoGP: Lucio Cecchinello Weighs in on the Rookie Rule 2012 Portuguese GP Estoril Sunday Scott Jones 1

MotoGP’s 2013 Silly Season is one of the most complicated in many years. Though the retirement of Casey Stoner has opened up the market, the real complication lies with two factors, and the way those two interact. The issue can be summed up in a single question: what are we going to do with Marc Marquez?

It has been clear for some time that Marc Marquez is going to be one of the hottest properties in MotoGP in 2013, the Spaniard expected to graduate to the premier class at the end of this season. Under normal circumstances, this would not be an issue, but the situation that MotoGP finds itself currently in means that we are a very long way from normal circumstances.

The combination of the global financial crisis and the radically depleted field, a consequence of the cost hyperinflation the switch to 800cc caused back in 2007, has meant that the series finds itself in a period of transition, with the return to 1000cc machines just the first step in a major rules shakeup.

The scale of the proposed changes – a rev limit, a single ECU, one bike per rider, a cap on lease prices, and a limit to the number of bikes each factory can provide – means that discussions about the rules are ongoing, the situation changing at each Grand Prix as the haggling and horse-trading between the factories and Dorna continues.

Marquez was expected to fall victim to the Rookie Rule, the provision introduced when Ben Spies entered MotoGP in 2010, preventing a rider from going straight to a factory team in his first season in the class. Both HRC and Repsol, the Spanish oil giant who have backed Marquez throughout his career, have made no secret of their preference of putting Marquez directly into the factory Repsol Honda team.

The Rookie Rule prevents this happening, leaving Repsol and Monlau Competicion, who run Marquez’ Moto2 team (and the 125cc team he raced in before that) casting about for alternatives. Their preferred option, if Marquez cannot go straight to the factory team, is for Monlau to move up as an independent satellite team running Marquez as the sole rider. The team would be backed by Honda, and Marquez would have full factory-spec equipment at his disposal.

But that itself poses a problem. Under the current proposals, which look very close to being finalized, each manufacturer will only be allowed to supply a maximum of four riders with bikes in 2013, two riders in a factory team and two riders in satellite teams.

With the direct route into the factory team blocked, Marquez causes a dilemma, for Honda, and for the satellite teams involved: placing Marquez with either the San Carlo Gresini or the LCR satellite teams will cause problems with the teams’ existing sponsors, and if Marquez brings his own team of mechanics with him, then it would also mean satellite teams breaking long-standing relationships with mechanics already working for the teams.

Likewise for Honda, if HRC grants Repsol and Monlau’s wish of creating a separate team for Marquez, that could mean being forced to take away a bike from one of the two Honda satellite teams.

To hear the perspective of the satellite teams themselves, I spoke to Lucio Cecchinello at Barcelona, owner of the LCR Honda team currently fielding Stefan Bradl in MotoGP. Cecchinello and Gresini are the parties in the most difficult situation, and though Cecchinello pronounced himself a supporter of the Rookie Rule, he was clear that the current set of circumstances made the situation even more complicated than it would normally be.

“The rookie rule was created to support the independent teams,” explained Cecchinello. “Before, manufacturers would always pick up the best young riders of the intermediate class, and this gave the independent teams less credibility with sponsors. So to try to support the independent teams, Dorna and the IRTA committee decided to create the rookie rule.” The aim, Cecchinello explained, was for the independent teams to benefit from the increased exposure that signing high-profile youngsters would provide, and to help them to secure better sponsorship deals.

The problem comes when this one-size-fits-all rule runs into the practicalities of riders coming through the kind of system that has produced Marc Marquez. The Rookie Rule was introduced in part to cope with the case of Ben Spies, who came into MotoGP with the backing of a manufacturer and their domestic distributor, Yamaha USA.

With little in the way of sponsorship baggage and coming from outside the series, Spies could easily be placed in the Tech 3 Yamaha satellite team, and then promoted to the factory squad the year after. Marquez, however, is different: the Spaniard is a graduate of the Monlau Competicion organization, and has been brought up through the ranks by Repsol since he first entered the series in the 125cc class. This means that unlike Spies, Marquez brings a large amount of baggage, in terms of both team and more importantly, in terms of sponsorship.

That creates complications for satellite teams such as LCR, Cecchinello explained. “I have existing sponsors, like GIVI, like ELF, who have supported us for many years, and in that case, I don’t see a very easy way to work together with Repsol, especially ELF, for example. ELF have invested a lot of money in our team, so we want to keep them.” Cecchinello currently has a two-year contract with Stefan Bradl for 2012 and 2013, meaning that he could not simply drop Bradl in 2013 without creating massive complications.

Bradl signed with LCR expecting to have a Honda RC213V for two seasons, and any changes to that situation would mean renegotiating contracts. “We have a two-year contract with Stefan Bradl, and for me to stop working with Honda, I would need either to renegotiate the contract with my existing rider, or I need to try to find a way out of working with Stefan Bradl.”

Even adding Marquez as a second rider, expanding his team to two satellite Hondas, would be complicated, especially if the stipulation that each manufacturer can only supply four bikes stays in place. “This would mean that Gresini would have to stop, to give his bike to LCR, which I don’t think is going to happen,” said Cecchinello, adding that the same would be true if Marquez were to go to Gresini as a second rider. Gresini would face the same kind of sponsorship problems that LCR did, Cecchinello explained. “Gresini would stop working with Castrol, with San Carlo that they have a historical cooperation with their sponsor, and the rookie bring the sponsor in a project that is only for one year.”

The fact that Marquez is destined for the factory team – and the fact that everyone in MotoGP knows this – means creating a lot of disruption for minimal gain. Even allowing Monlau to enter Marquez as a separate team does not benefit the championship long-term, Cecchinello said. “I also agree with the Dorna and IRTA position not to accept a team that would be set up just for one year, you know, because also this is not serious. ”

Though the idea of the Rookie Rule was good, the practicalities of the matter make it very difficult, Cecchinello said. “Of course, we must understand that this kind of rule has a meaning and is logical when we [the independent teams] can take an advantage from this rule. If this rule creates a disadvantage to the independent team, I think is correct to reconsider this matter. The problem is that it’s difficult to say “this is the right direction”, because every time, the situation changes. So maybe in some situations, the rookie rule is good, and sometimes it could create a problem.”

“We did this rule to protect the independent teams,” Cecchinello explained. “At this moment, there is a specific situation that can create a very tough situation for sponsors, manufacturers, teams, riders. This situation can also happen again in the future.” From his perspective, the problem was caused by the stipulation that the factories can only produce four bikes for next year, Cecchinello said.

“So my wish at the moment is that we should all sit together and either open the door to the manufacturers to implement more bikes on the grid, and then Honda will produce just one bike more for [Marquez].” This itself created further complications, however: “But also, I understand for Honda it means they will lose time, as they need to find another rider for just one year only, probably,” Cecchinello said, referring to the fact that a vacancy will have to be created in the Repsol Honda team for Marquez to move into in 2014, after his rookie year, making it difficult to find riders to fill that space.

Overall, the Italian team manager was happy with the rule, but the complexities of dealing with a rider like Marquez remained. “I think that it’s a fantastic rule, but at this moment, for this specific situation, in particular for the two independent Honda teams and the Honda factory, it’s a big mess. So, I don’t want to say that the Rookie Rule is not good and we need to change it, but let me say that at this moment, what is happening to LCR and to Gresini and to HRC, and also to the team of Marquez is a little bit uncomfortable rule.” It was not just a problem for Honda, Cecchinello was keen to add: “By the way, maybe some manufacturers would not be happy if we ask to change this rule, but from the other side, let me say that it could be in the near future that Yamaha or Ducati could find themselves in the same situation, you know?”

MotoGP’s Rookie Rule has had great benefits for the satellite teams in MotoGP. Tech 3 obtained the services of Ben Spies for a season, and Gresini had the ideal figurehead in Marco Simoncelli, until the Italian was tragically killed in an accident at Sepang last year. For single, relatively unattached riders, the rule works perfectly. For riders such as Marc Marquez, who have been nurtured and prepared for MotoGP with the backing of a solid educational and sponsorship structure, it is a much more difficult fit.

If the limit of four bikes per manufacturer is to be introduced for 2013, it is hard to see how the Rookie Rule can be maintained without it turning against the teams it is intended to help. The simplest solution would be for the introduction of the four-rider limit per manufacturer to be delayed. With doubts over the number of satellite Ducatis that will be appearing on the grid for 2013 – the satellite Pramac squad faces an uncertain future at the end of this season, and Karel Abraham of the Cardion AB team has been deeply unhappy with the GP0 version of the bike he has been given to ride – allowing an extra Honda onto the grid, for a team with the means to pay for it, seems like common sense.

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.


  1. I think the 4-bike/factory rule combines with the rookie rule to create a seriously difficult situation. I hope they rethink the 4-bike rule. An alternative might be to enable Monlau to step up to MotoGP with a factory bike on the grounds that Monlau stays in the class with a different rider once Marquez moves to HRC proper. One thing’s certain: Suzuki didn’t do the class any favours when it didn’t make good on its promises after Dorna let the rule slide for them with Bautista. No doubt, Dorna isn’t going to want to be taken advantage of in that way again. It’s going to be interesting to see what they do with the rookie rule as it applies (or doesn’t) to Marquez for next season.

    On a slightly different note: It would be nice to see the CRT bikes get a chance to run factory engines, in the same way that Ferrari supplies engines to the Sauber team in F1. It seems to me that having CRT bikes running factory engines with prototype chassis/electronics, the differences in performance would be much less and bring the racing much closer to the likes of what we see in Moto2. Just a thought.

  2. Angus says:

    The four bike rule seems to be one of a couple of big issues at the centre of this conundrum, so can someone please explain to me why Dorna are limiting the number of bikes that can compete (four bike rule), when at the same time they’re trying to encourage more bikes to enter (CRT rule). Am I the only one who sees these decisions contradicting each other?

  3. Angus,

    The 4-bike rule was implemented to reduce the overall cost of each factory. To that limited degree, I can see it possibly working. At the same time, however, capping leasing costs makes it more difficult for the factories to recoup their development costs, so the one hand giveth while the other hand taketh. (This is one of my reasons for suggesting a sealed factory engine be made available to CRT bikes. Selling engines to CRTs would help offset the cost of developing their package, for both factory and CRT entries.)

    So, yeah, you’re not alone in seeing the contradiction.

  4. Dr. Gellar says:

    To me, any 4-bike rule only makes sense if there are 5 or more different factories involved in the MotoGP class. The grid needs more competitive rides when and if possible, not less.

    As for the rookie rule…it is one of the dumbest rules they’ve come out with. Never did like it. The whole issue with Marquez moving up to MotoGP illustrates how ridiculous it is.

  5. Fadil says:

    the rule was put up for a reason, if the the changed the number of bike from for to more, then bye bye to ducati satelite bike cos they will want to lease a honda not that is the big reason,

  6. ben says:

    It should actually be ‘weighs in’ there’s no such things as ‘weights in’ LOL – remember to check your autocorrect.

  7. Fred Santos says:

    Fadil says:
    June 13, 2012 at 2:40 AM

    the rule was put up for a reason, if the the changed the number of bike from for to more, then bye bye to ducati satelite bike cos they will want to lease a honda not that is the big reason,

    if Duc make better bikes…

  8. @Fadil: That would make sense except for the fact that last year we had more than 4 Ducs along with more than 4 Hondas. Now we’re limited to 4 of each and the field has to be filled up with non-competitive CRTs. I like the CRT idea, in theory, but its execution is suffering a bit. And the 4-bike rule is just stupid. IMO, YMMV and all that.

  9. irksome says:

    I’m a literalist; words do have actual meanings. As an example, a person who won’t stand up for principles when they’re inconvenient has no principles. There’s no such thing as an arbitrary rule; it’s an oxymoron.

    Keep it and enforce it or eliminate it altogether. A rule that’s bent to any given situation has ceased to be a rule.

    Maybe they should call it a guideline, or perhaps a suggestion…

  10. Jimmy Midnight says:

    Honda will just make DORNA change to rule to suit them like they always do. Who ever has the money makes the rules. Its the way its always been. Don’t piss off Honda, just ask Biaggi what happens when you do that.

  11. Bob says:

    The rookie rule, while I understand it’s intention, never really worked. By limiting rookies to satellite teams, the big sponsorship money never came even with a top notch rider. They knew that rider would be on a second rate bike. Why invest in a team destined to never finish in the top 5? Now with Marquez, being groomed and raised by HRC, the other problem is HRC loses their big investment because another team will benefit from him instead. Dorna never saw this rule screwing with manufacturer/satellite team politics and sponsorship problems. Plus, if you’re good enough to move to GP, you should be allowed to ride factory bike. It’s like saying a rookie isn’t good enough yet. Even Spies finished 6th ahead of Hayden and Edwards his rookie year.

    While they’re at it, let the tobacco moguls slap the logos on the fairings again. How about phamaceuticals or beer? Why does Dorna care where the money comes from? They need to care about filling the grid and with the best bikes possible. The CRTs are a sad attempt at keeping GP afloat. There’s way too many fans who will never watch GP again if they turn to pure CRT. CRT isn’t bringing new viewers in. GP is becoming club level racing.

    The 4 bike rule is utter stupidity in a time where increasing the size of the grid is highly desired. If a team can afford a particular machine, they should be allowed to lease it. If that means 5, 6, 7 or 8 Honda RC213Vs, then so be it.

    The presumption that it costs more to produce 5 bikes over 4 is bollocks. Economies of scale. It’s always cheaper to produce more to recoup engineering costs.

    If Dorna was truly intersted in cutting costs, they wouldn’t be adding more races to the season or even considering Brazil which is further away from anywhere else on the calendar and further away from the next nearest venue, such Indy or Laguna Seca, than even Philip Island is from Japan. Dorna wants to cut costs on bikes, bringing GP to the iron age, but increase costs everywhere else. Talking out of both sides of Dorna’s mouth.

  12. Westward says:

    + 1 @ irksome

    If Dorna can’t stick to their guns in the face of HRC, then why do they exist at all. If HRC threatens to leave over this issue, then it shows a lack of integrity on their part, and fans in general should show their displeasure with some sort of personal boycott of HRC.

  13. irksome says:

    @Westward-> I have my own boycott going; my old panhead friends up in NH would thump my ass if I ever rode up there on a Honda! My Speed Triple (’98) is okay, the Guzzi was okay; hell, even the old GS1000 and the Yamaha thumper cafe bike I built in the ’80s were okay. But I’ve been warned; if I ever show up on a Honda, they’ll take it away from me and torch it.

    HRC are like WalMart; you can’t ignore them and they call the shots. Kawasaki and Suzuki are gone, Yamaha can’t even find a sponsor, Ducati is (relatively) tiny; Dorna might own the basket but HRC owns the eggs.

  14. @irksome,

    Mate, if your friends are more worried about _what_ you ride than the fact that you might enjoy riding a particular bike, I’d say you need better friends. The common bond should be riding, not the brand. Sheesh.