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.

Sepang MotoGP Analysis Day 3: The Surprises We Expected

02/05/2013 @ 6:55 pm, by David Emmett14 COMMENTS

Sepang MotoGP Analysis Day 3: The Surprises We Expected valentino rossi yamaha motogp sepang test 635x422

It would be one of the larger understatements of the decade to say that the first MotoGP test of the year at Sepang was eagerly anticipated. After the anti-climactic washout that was Valencia, many big questions of the 2013 season had been left hanging in the air over the winter. Given that motorcycle racing fans hate a vacuum even more than nature does, they filled it, with speculation, conjecture, hyperbole, and not a small amount of vitriol.

Would Valentino Rossi prove he still has it, or was his switch to Ducati merely the start of his downhill slide to retirement? Is Marc Marquez the real thing, or were his results in Moto2 deceptive, and down only to skullduggery on the part of his former team?

Can Yamaha match the Hondas, or does the advantage which Dani Pedrosa had over the second half of the season mean it will be impossible for Jorge Lorenzo to defend his title? What of Ducati? Will Andrea Dovizioso succeed where Rossi failed, and will the Italian factory be able to claw back some of the ground they have been steadily losing to the Japanese factories since 2007?

After nearly 8 hours of track time – more than many expected, with rain forecast for the period during the test – we have answers to replace the speculation, and data to fill the gaping void created by the winter testing break. Were the answers found a surprise? That depends on your perspective. Did anyone seriously think Rossi wouldn’t get closer on the Yamaha to the front runners than he did on the Ducati? No.

But does the gap to Pedrosa – 0.427 seconds – mean he is fast enough to compete for the championship, or will it leave him running round in third all year? Was anyone surprised by Marquez running up front right from the off? Surely not. But who predicted he would get within a few hundredths of his teammate on just his second proper test? Did anyone seriously expect the Ducatis to have closed the gap to Honda and Yamaha? That would be crazy. But to be two seconds down?

If I had to rank the events in order of what had surprised me the most, I would have to say it is how competitive Marquez is. Previewing the test, I suggested that to be within a half a second of Pedrosa should be regarded as a good result, but to finish just 0.044 of a second behind his Repsol Honda teammate, on just his fifth day of testing on the bike – and only his third full day uninterrupted by the elements – is simply sensational.

All the talk of hacked ECUs, illegal quickshifters and an unfair weight advantage is forgotten; it is crystal clear that what gave Marquez his competitive edge was sheer, unadulterated talent.

Sure, the Honda RC213V is probably the best bike on the grid at the moment – though the advantage it holds over the Yamaha is marginal at best – but look at Marquez against a comparable baseline: Stefan Bradl, the man who just held off Marquez to the 2011 Moto2 title, is now on a full factory-spec RC213V at LCR Honda, and has a full year of experience with the Bridgestone tires and the 1,000cc MotoGP machines.

Marquez is already nearly six-tenths quicker than Bradl at Sepang, and still has plenty more to learn. Bradl himself is no slouch, best of the satellite riders, just ahead of Cal Crutchlow on the Tech 3 Yamaha, but Marquez’s result is way beyond anything that might be reasonably expected of him. Valentino Rossi said of Marquez result that it “looks like he wants to win the championship in the first year.” That no longer seems like a wildly optimistic statement that flatters to deceive.

What must worry the competition is how easily Marquez dismisses any such speculation. The Spaniard rejected all attempts to tease his hopes or expectations from him, ignoring questions about whether he was happy with his lap times, and focusing on his own agenda. “At the moment, the most important thing is just the feeling with the bike,” he told MotoGP.com.

“To get confidence, to try to arrive at lap times so I can test some settings and some parts.” There is already a lot of hype surrounding Marquez, and that hype is set to grow, but Marquez has no interest in playing along. He has work to do – going as fast as humanly possible on a racing motorcycle – and he is not that interested in what other people hope, expect, or think.

This is probably the Spaniard’s strong point. He is simply immune to everything around him, focused solely on going fast, and finding ways of going faster. Other riders simply don’t exist, their lap times only relevant insofar as they could get in his way while he chases victory.

Marquez’ appearance and demeanor may be positively cherubic off the track, once he puts his helmet on, his inner psychopath takes over. Marquez has taken over Casey Stoner’s bike and much of his crew, as well as his place in the Repsol Honda team. Stoner’s dazzling talent means he cannot be replaced, but Marquez surely makes a worthy successor.

Over in the Yamaha garage, Valentino Rossi is beaming like a child who has woken up in a candy store. And it is not just Rossi: his entire crew is if anything just as elated as the Italian. Returning to Yamaha was just the doctor ordered, and Rossi finds himself rejuvenated, more motivated than ever.

Even watching the footage of Rossi on the MotoGP.com website, it is clear his body language is totally transformed. The old Rossi – confident, aggressive, smooth, in total control of the Yamaha M1 – was back. As Marieta Borreda, a Spanish journalist working for Dorna put it poetically: “For some couples, the love between them never dies, no matter how much time has passed. You can see this with Rossi, as he dances with his Yamaha once again, and returns to the top four.”

This was the Rossi the fans used to flock to the circuits to see, the Rossi that helped fill the stands with a sea of yellow caps and t-shirts. Yet the victories which used to come so easily for the Italian at Yamaha will be much more difficult to repeat now.

Rossi is back in the top four – even leading the timesheets at one point – but where teammate Lorenzo is a few thousandths behind Pedrosa, and Marquez just a few hundredths, Rossi is over four tenths slower than the men he used to beat with relative ease. On the evidence of today, Rossi’s powers have clearly not declined — but those of Lorenzo and Pedrosa have grown.

Though domination may be a thing of the past for Rossi, his enjoyment has returned. “This is my bike, the best bike for my style,” Rossi said, describing his progress on the first day as “perfect.” Every time he went out, he could improve his times. Every time he came back into the pits, his team could find a setting which made the bike feel even better. Having the M1 back gives Rossi the tool he felt he was missing, but it also allows Burgess and co to work their magic on the bike once again, and find the extra feeling and the extra time that was always missing at Ducati.

The M1 had not missed Rossi as much as Rossi had missed the M1, though. The bike was better than when he left it, Rossi told MotoGP.com, and that was not just because the bigger engine made more power than the 800cc version he rode back in 2010. The bike was easier to ride, the electronics were much better, the M1 was a better package all round, Rossi said, and this was down in no small part to the work done by Jorge Lorenzo and his team led by Ramon Forcada. “Yamaha, but also Lorenzo and his team made a good job in these two seasons,” Rossi said.

Will the Yamaha be capable of beating the Honda, though? The first day of testing at Sepang suggest it could be rather more difficult than either Rossi or reigning World Champion Jorge Lorenzo may have hoped. Lorenzo may have ended just 0.008 seconds behind Pedrosa, but Pedrosa’s comments at the end of the day suggested he had barely been trying.

The main focus of Repsol Honda’s lead rider was on testing engine durability, running a series of checks because of the reduced engine allocation for 2013 – each factory prototype now has just five engines to last the year, rather than the six they have had for the past two seasons.

“At the moment, we have no setting done,” Pedrosa said, his team working from a very standard base set up and not focusing on setting a fast lap. Chasing a set up was work for the next few days, a troubling thought for anyone hoping to compete with Pedrosa. If the Repsol Honda man is this fast while he is basically just running reliability tests, how fast is he going to be once the team start getting their teeth into a race set up?

But Lorenzo will not have to face the challenge posed by Pedrosa defenseless. As is often the case with Lorenzo, the timesheet does not tell the whole story: the Spaniard lagged a couple of tenths behind Pedrosa for much of the session, only closing in on his final flying lap, but the gap to Pedrosa belies Lorenzo’s pace.

Analyze the lap times set throughout the day by the two Spaniards, and you see that while Pedrosa put in a respectable total of five laps in the 2’01s, Lorenzo hammered out thirteen, and was able to string the 2’01s together seemingly at will. He may not necessarily always be capable of posting the fastest lap, but it is already clear that his race pace is looking very healthy.

While joy was unconfined at both Yamaha and Honda, the faces were very long indeed over at Ducati. Fastest man on a Desmosedici was Nicky Hayden, but the gap was worryingly large. Hayden ended the day over two seconds slower than Pedrosa, and nearly two tenths slower than his own time from the first test of 2012.

Worse still, Hayden posted that time in 2012 after coming back from injury, having damaged his shoulder in an indoor flat-track crash, and lacking strength and confidence in his shoulder. The Kentucky Kid also ended behind the Honda and Yamaha test riders, an ignoble fate for a factory rider.

Ducati’s problem is that they have basically stood still for the past six months, after Audi bought out the Italian company and sent in a team to find out just what they have purchased. The subsequent management shake-up was thorough, and like most major reorganization operations, is taking some time before it bears fruit.

That means that Ducati arrives at Sepang with basically the same bike they raced at Valencia in November last year. Hayden continues to work on set up with the softer chassis he started to use at the end of last year, while new-signing Andrea Dovizioso spent most of his day working on electronics, and, as he put it, “trying to understand the bike.”

History shows just how difficult a task that is; “working on electronics” is often a euphemism for messing about with fuel maps in an attempt to find a connection with the throttle, something which the Ducati is notoriously bad for. Yet Dovizioso declared he was prepared for what he found at Ducati. “I didn’t expect a perfect bike,” the Italian told MotoGP.com, “everyone knows the results of the bike.”

While the timesheets may dismay the hard core of Ducati fans, it is too early to abandon hope altogether. This is a long term project, Dovizioso was keen to point out. The issues with the Desmosedici will not be solved overnight, but a lot of the work that will go towards sorting out the bike will be done at this test.

The data collected here will be the first step on the path to the future, Dovizioso believes. The cynics – of which there are many, after Valentino Rossi’s two miserable years aboard the bike – have heard this refrain many times before, but this time it has to be different.

Phillip Morris is growing increasingly impatient with the Ducati project, and without the tobacco money, the extremely expensive task of competing in MotoGP will fall on Audi. If the management team brought in by Audi can’t make the Desmosedici project competitive, then the question will be raised of how long they continue to pour money in.

That question is surprisingly current, as Ducati is considering joining Honda at the Austin test in mid-March, to help with further development of the bike. The problem is one of cost: new Ducati MotoGP project leader Paolo Ciabatti told GPOne that testing at Austin could cost between 300,000 and 350,000 euros, a price that would include shipping the bikes and the team out there for three days, before packing up and heading back to Jerez for the final test of the preseason. Yamaha are also considering heading to Austin for the test, but a decision is yet to be made.

But before thinking about Texas, there is plenty of work still left to do at Sepang. While the biggest surprises may have been sprung in Malaysia, there is still a lot more to learn.

Source: MotoGP; Photo: Yamaha Racing

This article was originally published on MotoMatters, and is republished here on Asphalt & Rubber with permission by the author.

Comment:

  1. JoeD says:

    Very well written. Reads as though it is a blueprint for the season and if so, the podium could see any face on any Sunday.

  2. anders eliasson says:

    My son/I are attending the inaugural event at COTA in April … woo hoo :^) …

    ACE

  3. Chaz Michael Michaels says:

    Whoo hoo, an exciting season watching Rossi jockey for 4th place.

    Ducati is doomed. Spies probably wants a re-do on his decision to stay in MotoGP. Dovi probably wants a re-do on his decision to leave Tech 3. …Nicky will just put his shoulder to the grindstone. I feel bad for Nicky. So much of his career frittered away at Ducati.

    A universal truth-losing isn’t fun. This is going to be a long crappy season for Ducati. Bye bye Marlboro money man.

  4. phs says:

    I hope Nicky gets out of Ducati after this year. It is a shame he has spent so many years in his prime at Ducati. It would be vey interesting to see him on a Honda or Yamaha. I believe he would be very competitive, especially with his experience.

  5. Alex MacPherson says:

    I really feel for Nicky Hayden. Seeing the interview with him after the second days’ testing you can see the frustration in his face and voice. He is such a great rider… he needs a seat with a competitive team.

  6. SBPilot says:

    @Alex, I felt the same. Even in the highlights you see him looking pretty miserable. Also the fact that he stated they aren’t even trying any new parts is a shock, and was probably a shock to him as well. Relative to what Rossi/Lorenzo have said, new swingarm, new frame, new engine are all things they are testing, yet Ducati Factory Team is just running around in circles not testing anything. Hayden is properly peeved. The team needing to test the most new stuff is Ducati!

  7. CTK says:

    I want Ducati to be competitive. Hopefully Audi will have the long vision and cash on hand to be able to write 2013 as a year of intense development and research. With Suzuki supposedly coming back with a prototype in 2014, and Kawi back with the big bang, I’m hoping to see all the brands in 2014 sharing the podium

  8. tony says:

    i also want to see all the brands up there in the future- including bmw, ktm, aprillia, all the japanese boys…ah but to dream!

    anyway, don’t feel bad for nicky hayden fellas. he gets to race motorcycles for a (very considerable) living! do you ? would any one of us not switch spots with him in a second?

  9. Alex MacPherson says:

    @tony

    I feel for him because he has worked very hard to make it to the motogp … it is WHAT he is riding, not his skill, that is holding him back from being a top contender.

  10. nerve says:

    Why is everybody so elated about the Audi deal ? The only tech transfer the world needs, is an R10 with desmovalves. Have you forgotten we are bikers, and audi makes tin cans or is everybody on here a sales rep, chronically jealous of his neighbours car ? Ducati need a shot in the arm, but they don’t need audi’s headlight tech, and Morris’ money covers expenses anyway. No fat german manager is going to solve ducatis problem.

    Nicky is a cool cat, but I fail to feel sorry for him. If he had any self respect he would’ve changed teams. But the money is good, and he is closer to agostini than rossi ever will be.

  11. phs says:

    Wow, @nerve must have some inside info on Nick’s options on other teams.
    Seems to me Nick is playing his cards right by wanting and signing a 1 year contract only.

  12. Chaz Michael Michaels says:

    I feel bad for Nicky because he is wired one way: to fight for a win. Even if the bike he rides has no chance, when the light turns green he’s mixing it up and he’s going for it. It’s sad…His bike isn’t turning into corners, can’t lift it out of corners with speed, no front end feel, burning up the rear tire, etc, etc…Nicky will still battle. It’s the only way he knows.

    What worries me is that he has to go further and further out on that ragged edge in qualifying… on the limit or past it early in races. The guy is seriously risking his life on that cantankerous clunk of a bike…for what? to beat back the CRTs?

  13. L2C says:

    Reading these comments reminds me of just how tough and unforgiving MotoGP can be. Not only does each and every rider on the grid need to be enormously lucky to even be contending for the finish line in last place, but they need to be even more lucky to be matched with a bike that suits their riding ability, style and other talents. It literally is the luck of the draw.

    Marc Marquez is an extremely lucky rider! Digest that and then consider Valentino Rossi. Rossi is so lucky that a bit of a bad turn was bound to come his way in the form of his partnership with Ducati — but then he is so damn astronomically lucky, (as if both the universe and its central heavenly being are both on Rossi’s side), that he has managed to win back his old team and gain a new and improved version of the bike he had previously left behind. How lucky is that!? There is no answer. It’s as pure an anomaly as you’re likely ever to find.

    But here’s the real kicker: every rider on the grid represents a statistical anomaly. Each and every one of them to varying degrees, yet each of them still depends on that mystical thing we call luck. Luck is such a critical component in the MotoGP game that you wish we could eliminate it altogether and have this sport be solely about the things we can understand. Riders, bikes, teams, money, health and fans — we can understand those things and they represent more than enough to keep our attention and interest, yet it is the luck factor which makes all of the difference in the world how each of those things are bestowed upon any given rider.

    How does one line up all of those ducks in a row and keep them there? Some make a distinction between being lucky and being fortunate, and though each of the MotoGP riders are both lucky and fortunate, some are more so than others.

    Hayden, Spies and Dovizioso have all benefited from factory rides in their MotoGP careers. However, we have seen that that isn’t all that matters. What matters most is being lucky enough and fortunate enough to have the ability and opportunity to ride right ride at the right time. And if a rider can’t manage that, he has to to bend the ride to his will -and hope- as Casey Stoner once did. Hope can mitigate the lack of luck or good fortune, from time to time. Hope is not something that one would want to rely on, though. Luck and good fortune are far more reliable, especially in the rarefied air that is MotoGP.

  14. L2C says:

    Correction:

    Hayden, Spies and Dovizioso have all benefited from factory rides in their MotoGP careers. However, we have seen that that isn’t all that matters. What matters most is being lucky enough and fortunate enough to have the ability and opportunity to ride the right ride at the right time. And if a rider can’t manage that, he has to to bend the ride to his will -and hope- as Casey Stoner once did. Hope can mitigate the lack of luck or good fortune, from time to time. Hope is not something that one would want to rely on, though. Just ask Cal Crutchlow. Luck and good fortune are far more reliable, especially in the rarefied air that is MotoGP.