Mission Motors tweeted out something interesting just a moment ago, a link to a new website for Mission Motorcycles. Teasing there a photo of the Mission R, it would seem that the electric superbike that does competitive AMA Supersport lap times at Laguna Seca, is finally set to come to production. It seems we won’t know everything about the new Mission Motorcycles project until June 3rd, though we can speculate pretty accurately on what the A&R Bothan spy network has been telling us. Expect to see the Mission R electric superbike in street legal trim, honed even further than when we rode the machine back in August last year.
Stefan Pierer’s acquisition of Husqvarna continues to baffle me. You will note I say Pierer, and not KTM, bought Husqvarna, since the Austrian CEO used Pierer Industrie AG in the transaction as a means to help side-step European antitrust issues. After all, we can’t have Europe’s largest dirt bike manufacturer, nay largest total motorcycle manufacturer, gobbling up even more brands in the two-wheeled world. But, I digress. Developing three road bikes (Husqvarna Nuda 900, Husqvarna Strada 650, & Husqvarna Terra 650), with three more concepts waiting in the wings (Husqvarna Moab, Husqvarna Baja, & Husqvarna E-G0), it is with even more confusion that we learn that Pierer & Co. intend to kill the Husqvarna Nuda project and its other street siblings.
In case you missed the story last week, Kevin Schwantz is preparing to race in this year’s Suzuka 8-Hour endurance race. For the race, Schwantz will be riding on a team formed by Yukio Kagayama, who in addition to having raced in the MotoGP, World Superbike, and British Superbike Championships, is also a previous Suzuka 8-Hour winner with the Suzuki Endurance Race Team (also joining the three-rider team Noriyuki “Nitro” Haga). Releasing a Q&A about his team’s Suzuka 8-Hour entry, Kagayama-san walks us through how the team came together, what equipment the riders will use, and his outlook on the team’s competitiveness.
A single-cylinder hooligan-maker, the KTM 690 Duke is 330 lbs (curbside without fuel) and 67hp of two-wheeled fun, and we hope that the Austrians bring the KTM 690 Duke R our way as well. While we are on the topic of things missing from KTM’s American line-up, a decent supersport is painfully obvious, yet we can’t see the folks at KTM following the paths of other brands. That’s where our friend Luca Bar comes to mind with his latest concept: the KTM RC4. Using the KTM 690 Duke platform and its LC4 engine, Bar has designed a super-single full-fairing sport bike that takes the Austrian company’s “Ready to Race” DNA and applies it to an idea that is not all that disimilar to the Ducati Supermono.
When I sat down with Claudio Domenicali at the Ducati 1199 Panigale R launch, the now-CEO of Ducati Motor Holding was still just the General Manager of the Italian motorcycle company. Four weeks after our interview though, Gabriele del Torchio would leave Ducati for Alitalia; and Domenicali, a 21-year veteran of both the racing and production departments of Ducati, would take his place at the top of Italy’s most prestigious motorcycle brand. After reading our interview from Austin, Texas after the jump, I think you will agree too.
That Yamaha is working on a seamless gearbox is no secret, with Yamaha’s test riders currently racking up the kilometers around tracks in Japan. Recently, however, Spanish magazine SoloMoto published an article suggesting that Yamaha has already been using its new seamless gearbox since the beginning of the season. My own enquiries to check whether Yamaha was using a seamless gearbox or not always received the same answer: no, Yamaha is not using the seamless gearbox. To test this denial, I went out to the side of the track on Friday morning at Jerez to record the bikes as they went by.
After a very public father/son break-up between Paul Teutul Sr. and Paul Teutul Jr., a steroid-ring scandal involving Paul Sr., and finally a bankruptcy proceeding, it appears that Orange County Choppers is the impossible to kill multi-headed hydra of doom that we all knew it was, as the custom chopper shop is once again headed to the small screen and recruiting some talent, on and off the show. Looking for “someone who will work alongside Paul Senior, running the shop and helping build some of the best custom motorcycles in the world,” OCC says it will be back on television with a new show later this month. Please for the love of god, will someone give this man the attention he craves so dearly??! Or, just shoot us in the face.
We love us some concept bikes here at Asphalt & Rubber, and we have featured more than a few pieces of stunning design and imagination on our pages. Though, we can’t remember the last time one of these works of art were brought to us by a legitimate racing team, but that is what we have here with the Team Alstare Superbike Concept. A nod to the former Suzuki team’s return to the World Superbike Championship as the Ducati factory squad with Carlos Checa and Ayrton Badovini, Alstare has enlisted the help of designer Serge Rusak of Rusak Kreaktive Designworks to ink the shape of its futuristic Superbike concept, while Tryptik Studios handled the 3D modeling prowess.
If you didn’t watch Thursday’s pre-event press conference for MotoGP at Jerez, it is worth a viewing right to the end (assuming you have a MotoGP.com account). Building off the news about the NBA’s Jason Collins coming out as gay in a self-written feature in Sport Illustrated, my good colleague David Emmett had the courage to inquire about the culture and acceptance of the MotoGP paddock for homosexual riders. For the sake of accuracy, after the jump is a full transcript of David’s question, as put to riders Cal Crutchlow, Jorge Lorenzo, Marc Marquez, Andrea Dovizioso, Stefan Bradl, and Scott Redding, as well as those riders’ responses to David’s inquiry.
News that Suzuki plans on returning to the MotoGP Championship in 2014 should be old information for dedicated Asphalt & Rubber readers, and the Japanese company’s inline-four race bike was already spotted doing test laps last year by the eager eyes at Cycle World. Well the American print-mag has another set of eyebrow-raising high-quality photos of the 2014 Suzuki GSV-R to mull over from the Motegi race track, along with some technical insights provided by the venerable Kevin Cameron.
If they intend to have a rev limit they should just have a rev limit instead of attempting to limit it mechanically, because all that will result in is ever higher-tech and more expensive engine bits.
Also I want the V5s back :(
MotoGP: 1000cc Formula for 2012 – 81mm Bore – http://bit.ly/5Q0YcP #motorcycle
RT @Asphalt_Rubber MotoGP: 1000cc Formula for 2012 – 81mm Bore http://bit.ly/5Q0YcP
990cc → 800cc → 1000cc みたいですね。 RT @daruyanagi: RT @Asphalt_Rubber MotoGP: 1000cc Formula for 2012 – 81mm Bore http://bit.ly/5Q0YcP
your so greedy ceolwulf ;) haha
this should be fun!
-peter
It seems this change is driven by a concern about costs, but what is this the 3rd significant change to the engine rules in what 4-5 years? Talk about costly.
Well, I wonder how long it takes until the manufactures grow tired of not being able to run a long term development due to all changes in the technical rules.
It wouldn’t surprise me at all if there soon will be another series of racing with traditional long-term rules that you can rely on. A serie run without any “formal” world champion title, but where the best riders will be due to the good competition there.
Dorna is just running a short term schedule for their own profit with no engagement at all in the true soul of racing.
The world has changed really fast and Dorna finds itself with the wrong product with bad timing.
The key justification for a factory run race team is brand exposure and a platform for R&D. Focus on the factory run teams as they are the core of MotoGP. They leave, it’s all dead.
MotoGP has tooled itself up for essentially speed at all costs, but that isn’t where the market is. The bikes are already plenty fast. The real challenge is efficientcy, noise and emissions. MotoGP doesn’t care. By being locked into a complete prototype package, the cost of productionising any benefits are large and long. And since they can’t use production anything really, MotoGP effectively becomes a full on factory in its own right with no rapid or easy way of merging the road and race business. The priorities are different.
The second justification is exposure. And this is MotoGP’s biggest pain. And that pain has a name. Its’s World Super Bike.
SBK is cheaper, easier and has vast amount of higher credibility in engineering and marketing terms then MotoGP. The link between SBK and the fan in the stand is short, tangible and understandable. MotoGP is a hard-on for the afficianado’s, not the masses. SBK gets the eye balls.
Anyway, the FIM were stupid to allow this situation to develop. Production is production, prototype is prototype. I don’t think its a particularly smart divide, but if that’s what it is, then that’s what it is.
But since the FIM are Dorna’s bitchslap, they’ll float anything if asked.
MotoGP moves to 1000cc max beginning 2012 http://tinyurl.com/y9tecyg
MotoGP: 1000cc Formula for 2012 – 81mm Bore: Dec 11, 2009 … MotoGP has tooled itself up for essentially speed a… http://bit.ly/6m0kPF
its good to surf u….
nice experience..
i want to have core engine knowledge…. can u please help me..??
m waiting for ur reply…..:):):)