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.

Friday Summary at Phillip Island: Of Confidence, Control, & A Minimum Wage

10/26/2012 @ 4:06 pm, by David Emmett1 COMMENT

Friday Summary at Phillip Island: Of Confidence, Control, & A Minimum Wage 2012 MotoGP 17 Phillip Island Friday 0269

When Casey Stoner was asked on Thursday about the key to his speed through Turn 3 – now renamed Stoner Corner in his honor – he refused to answer, saying only that he might tell everyone after he had retired. To anyone watching Stoner scorch around that corner and the rest of the track, the secret was plain to see: the Australian is completely in his element, totally comfortable and confident in every move he makes at the circuit.

Stoner left thick black lines round most of the left handers at the circuit, including daubing them all over the inside of the kerbs at Turn 3. It was a display of mastery that left even the injured Ben Spies in awe, watching at home on the computer. “I gotta say without a doubt Casey Stoner does stuff even GP racers watch and scratch their head at!” Spies posted on his Twitter page. Stoner ended nine tenths of a second up on second-place man Dani Pedrosa, the only man to dip into the 1’29s (just, his fastest lap being 1’29.999), and the only man bar Pedrosa to hit the 1’30s.

Confidence. That’s Stoner’s secret. And it’s the secret of another Australian, a rider almost surprised to find himself at the front of the Moto2 class, Ant West having bagged the 3rd fastest time on the first day of his home Grand Prix. The podium at Sepang had kicked him into gear, West admitted, pointing out the importance of confidence to results. “I must have woke myself up!” West joked. “This class is all about having good confidence, because from 1st to 20th, everyone’s fast. I just feel confident, and it makes everything so much easier. Today I feel good, and the bike’s working really well.”

West’s success was more than just an overnight transformation, West insisted. Things had slowly been improving since the QMMF team switched from the Moriwaki to the Speed Up chassis, West now able to close the gap the front. “We’ve been building up the last few races getting better and better, and I’m happy today. It just seem to be going well, even went out the first part of this session on old tires and still had quite a decent time.”

It is reminiscent of the squabble over the brakes in the Tech 3 garage at the start of the season, with Cal Crutchlow complaining that Andrea Dovizioso had uprated version of the calipers and brake disks that he did not yet have. Despite the difference, Crutchlow was still matching Dovizioso’s pace, and battling the vastly more experienced Italian at every track on the calendar.

Eventually, Tech 3 team boss Herve Poncharal caved, and arranged for Crutchlow to receive the uprated brakes from Brembo. The difference in Crutchlow’s results is nigh on impossible to discern: the former World Supersport champion continues to impress, qualifying brilliantly, battling with Dovizioso and fighting all race long for the last of the podium places. But he was doing that before he got the uprated brakes as well.

The truth of the matter is that each rider has at least half a second between their ears. There is a mindset, a way of tapping into the confidence that every top-flight sportsperson has, allowing them to get more out of themselves and their equipment than they have any right to expect. That confidence is key: any doubt, even the smallest, and the rider comes up short, and ends up battling the machine trying to find the difference, instead of looking inside.

Examples are legion, on both sides of the argument: Marco Melandri, a candidate for the podium on the Honda, went to pieces when he switched to Ducati. His confidence was destroyed in the first test on the bike, coming in feeling quietly confident after his first run on the Desmosedici, and confident of finding more.

He then watched in dismay as his new teammate Casey Stoner went out and beat his fastest lap on the Australian’s first flying lap out of the pits, and his first full lap during the test. Melandri never recovered, never posted a fastest lap, his season over before it had even begun. Once moved to the Kawasaki, the Italian was quick once again, and in 2012 he showed his ability by pushing Max Biaggi almost all the way to the line for the World Superbike championship.

Marc Marquez is the opposite example, a young man who rides with utter conviction and confidence in himself, with no regard to anything else. Estoril 2010 was a prime example: the Spaniard crashed on the sighting lap in difficult conditions, came into pit lane and sat quietly on his bike as his team worked frantically to repair the damage. Forced to start from the back of the grid, Marquez was up to 4th by the first corner.

Two weeks ago at Motegi, something similar happened, this time Marquez not checking the bike was properly in gear at the lights. He entered the first corner close to the back of the 32-strong grid, having got off to a very late start. By turn 5, he was in the top ten, slicing through the field with a confidence and conviction that is the mark of the true champion. That lap is an astonishing display of riding, and the onboard footage worth watching over and over.

Confidence may come free of charge, but that does not mean there is an abundant supply of it. Very few riders can simply turn it on at will, needing a little encouragement to help find it. That is why teams will spend a fortune on parts: not because they hope that the few hundredths of a second a particular part may in theory provide will give them an advantage over the other machines on the grid; because if the rider is convinced that the theoretical advantage that the part offers is there in practice, the rider themselves will find tenths of a second from inside themselves, and make the real difference on the track.

This confidence is why Stoner is so fast at Phillip Island, despite a badly damaged ankle and a bike that is still chattering in the few right-hand corners at the circuit. He believes he is virtually invincible, and can do things that others believe they cannot. When asked about Stoner’s speed at the Island, Valentino Rossi – a man who has no love for Stoner, and with whom he has waged a war of words throughout his career – expressed admiration in expressive terms, and with very good grace.

“He is like Super Saiyan, from Dragon Ball,” Rossi said of Stoner, comparing him to a cartoon character immune from the laws of physics. “He is in a bubble, you know? When he walks, he walks one meter from the ground, without touching the ground.” Being at home helped, Rossi said, boosting the confidence already there.”When you arrive in your home Grand Prix, sometimes the track that is your track give you something extra. Already Stoner and Honda are fast everywhere, every time, so here he have a huge advantage. He has two or three points where he makes the difference compared to the other guys, because also Pedrosa is fast. I follow [Pedrosa], he ride very well, he slide also a lot, in a very good way, but Stoner is faster.”

If Casey Stoner has confidence in the MotoGP class, Pol Espargaro is following suit in Moto2. Like Stoner, Espargaro’s pace is untouchable, half a second quicker than second-place man Scott Redding in the morning, then over nine tenths ahead of Tom Luthi in the afternoon. Espargaro even looks different when riding the track. Not quite as spectacular as Stoner, perhaps, but clearly in a league of his own. Sportspeople like to talk about “being in the zone” when they are performing at their very best. At Phillip Island, both Casey Stoner and Pol Espargaro are giving guided tours of the zone.

Elsewhere, there has been much talk of politics. The day started with Maverick Viñales making a public apology for walking away from the team at Sepang, though it looked more like the Spaniard going through the motions than an actual heartfelt apology. Viñales’ reasons for walking away at least appeared to have triggered some action, with Dorna CEO Carmelo Ezpeleta telling the Spanish sports daily Marca that he was looking at imposing a minimum salary in MotoGP.

Any team that could not guarantee to pay its rider more than 300,000 euros a season would not be admitted onto the grid, Ezpeleta said, in an effort to address one of the biggest issues in recent years. Some riders in MotoGP earn less than mechanics, the average wage for a mechanic being between 40,000 and 70,000 euros in MotoGP, according to Marca. That situation was simply not acceptable, Ezpeleta said, and promised to address it.

But perhaps the biggest news of the weekend came after the paddock in Australia had taken to its collective bed. The Canada Pension Plan Investment Board, a Canadian pension fund, announced it had acquired a 39% stake in Dorna, and in running both the MotoGP and World Superbike series. The stake had been sold by Bridgepoint, the private equity firm which owned the majority stake in Dorna, Bridgepoint making a tidy profit on the transaction, getting close to what they paid for Dorna when they purchased the whole series back in 2006.

News of the acquisition put the recent announcement that Dorna is to run the World Superbike series as well as MotoGP into a different light. Having acquired Infront Motor Sports (which runs World Superbikes) as part of the package when they purchased Infront Sports and Media, the marketing giant which makes its money from soccer and winter sports, Bridgepoint consolidated its two motorcycle racing series into one company, bringing Infront Motor Sports under the Dorna umbrella and away from the Infront Sports and Media parent company.

With a coherent package, and a guarantee of an end to the internecine battles which have seen MotoGP and WSBK cannibalizing each others’ markets, TV audiences, sponsors and schedules, Bridgepoint was able to dispose of the majority of its own holdings in motorcycle racing.

Dorna is now to be run by a pension fund, as CPPIB is now the largest stakeholder in the company. This is surely a good thing: pension funds tend to think in the long term, wanting to create stable and predictable income and growth from their acquisitions. Where a private equity firm is interested solely in maximizing the medium-term return on its investments, pension funds are more interested in long-term stability.

Stability is the one thing which MotoGP has been missing, and if Dorna can put a stable rule package in place for MotoGP without disrupting the stability of the WSBK series, then there could be a rosy future for both series. Not next year, nor the year after, perhaps, but once the new rules package is in place for at least a five-year period, then CPPIB might start to see a strong return on its money.

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. Tomorrow’s races promise to be absolutely epic. I can hardly wait!