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.

Living the Dream – A Photographer’s Story: Qatar

Imagine if just for once you didn’t have to stick to your usual nine-to-five job. Instead you were able to do the one job you’ve always wanted to do, but any number of things (it’s usually money) have stood in the way. This is exactly the situation I found myself in six months ago when the company I had worked at, for the last 14 years, decided to close, making everyone redundant. This decision did not come as a surprise; in fact, I had been hanging around for the last few years hoping that it would happen, as I had a plan. Fast-forward six months and I have just finished photographing the opening round of the 2014 MotoGP World Championship in Qatar. The plan is starting to unfold.

Sunday Summary at Catalunya: Of Boring Perfect, Weird Strength, & Yamaha’s Fuel Tank

06/16/2013 @ 8:01 pm, by David Emmett7 COMMENTS

Sunday Summary at Catalunya: Of Boring Perfect, Weird Strength, & Yamahas Fuel Tank jorge lorenzo wilco zeelenberg yamaha racing motogp catalunya 635x422

Jorge Lorenzo ran a perfect race at Barcelona. Well, not quite perfect — he told veteran US journalist Dennis Noyes that he made just a single mistake. “Luckily nobody saw it, and you cannot see it on the data,” Lorenzo said.

After a difficult qualifying session, Lorenzo put the hammer down from the start, attacking Dani Pedrosa aggressively into Turn 1 once again, just like in Mugello, and then pushing hard all race long, despite a front tire that kept threatening to let go.

So how did he do it? How did he pull off a win when most people were convinced that Pedrosa had the win in the bag? Two factors: his own mental strength, and a radical and inspired set up change during warm-up, in preparation for a hot race with no grip.

Wilco Zeelenberg, Lorenzo’s team manager, explained to me exactly what they had done. “We created a lot less pressure on the front of the bike,” the Dutchman explained. “That’s not what you would normally do, but because you know you won’t be able to do 1:42′s all race, you know you don’t need the best set up.”

The extreme temperatures had caused everyone problems, and Lorenzo’s crew, led by Ramon Forcada, had elected to give Lorenzo more feeling, sacrificing grip. “If you look at the lap times, they bring tears to your eyes. I mean, if Dani [Pedrosa] can qualifying in 1’40.8, and he ends up lapping at 1’43 pace, then there’s something wrong. It means everybody is riding on eggshells.”

Lorenzo himself was uncertain of the revised set up. Lorenzo had told Zeelenberg that he wasn’t sure that he was really any quicker, but he could get into the corner with a lot more confidence. “That didn’t give him any advantage in terms of lap time, but it meant he knew he could go exactly this far, and no further,” Zeelenberg explained.

Lorenzo himself emphasized his mental strength. “The important thing is that I never lose my concentration, I never go down mentally,” Lorenzo said. “I keep strong, even after the difficult qualifying, and that’s how I keep fighting for the title.”

The burnt clutch he suffered during qualifying on Saturday hadn’t fazed him, nor had the news that his team had decided to take a fourth engine of the five he is allowed for the season, despite the fact there are still twelve races to go.

Lorenzo’s focus is legendary, and it is this which allows him to ride with such precision. He is able to ride without distraction, whatever fate throws at him, apparently. The team which surround him play an important part in this.

Wilco Zeelenberg was brought in as team manager to provide a cool Northern European head in the rest of the hot-blooded Latin garage, and both Zeelenberg and Forcada carefully shield Lorenzo from some of the harsh realities he faces.

This was brought home once again by the engine situation. Lorenzo has had one engine withdrawn, but the Spaniard is convinced he will get the engine back without penalty. Rather than disabuse him of this notion, his team are happy to let him carry on with that illusion, as it means he stops worrying about the situation.

Forcada and his engineering crew will find a way to juggle engines to ensure Lorenzo makes it to the end of the season, without worrying him with the details of their plan. Lorenzo, in turn, leaves it all up to his team, and doesn’t push for the precise details of the situation.

Something similar happened last year, when Lorenzo lost an engine after he was taken out by Alvaro Bautista (who appears to have a thing for crashing into Factory Yamaha riders). After the incident, Lorenzo was convinced that he would be given a fresh engine to replace the one he lost, without it being deducted from his allocation.

It was only before the next race, once he had calmed down, that his team sat down and explained exactly what the situation was. It is not that Lorenzo’s team lied to him, but they never confronted him with facts outside of his comfort zone at the point where it might weaken him mentally. Ignorance is sometimes not only bliss, but it is also strength.

Lorenzo’s race was without doubt absolutely inch perfect, as anyone who watched his stunningly precise lines, hitting the same millimeter of tarmac lap after lap, can attest. But a perfect race does not make an entertaining race.

In fact, the opposite is true. Watching riders circulate at the very peak of their ability for 25 laps is rewarding from an intellectual perspective, but it does not provide the visceral thrill which so many seek from motorcycle racing.

The same is true in other walks of life. Objects which are absolutely perfect and without flaw soon lose their charm, people preferring instead something which is a little quirky.

The race-focused power delivery of a Ducati, the weird looks and odd power delivery of a BMW, the astonishing handling but uncertain reliability of an Aprilia, all these are judged to have character, and cherished for precisely that quality.

Meanwhile, a Honda which works flawlessly out of the blocks is deemed to be bland. The most famous picture of a woman is not a photoshopped picture of a supermodel, with all of the flaws removed; it is of a slightly overweight woman with an enigmatic smile on her face.

And so it is with racing. Jorge Lorenzo often complains that his victories do not receive the recognition they deserve. He is absolutely correct: his wins are taken with such surgical precision that it is hard to criticize.

Yet such precision is dull to watch: viewers would rather be entertained by gladiators hacking great chunks off each other, rather than watching the neurosurgeon’s scalpel perform brain surgery.

The problem, of course, are the motorcycles. Bridgestone has built tires which perfectly suit a Grand Prix motorcycle, which means they are stiff and unyielding, allowing a rider to get the very best out of them.

The rest of the bike is built around these tires, with chassis, electronics, suspension and brakes all built to maximize that precision, and allow a rider to hit the same square centimeter of tarmac for lap after lap throughout the race. Technological miracles they certainly are. Entertaining they absolutely are not.

Even then, the tires are not quite perfect. All of the top riders complained about the rigidity of the front Bridgestones, saying that they are simply too soft to be safe.

The new front tires were introduced at the beginning of last year, and were designed in response to complaints about the tires for the lighter, slower 800s. Bigger bikes, now 10kg heavier than then, are starting to cause problems.

At the time, most riders welcomed the new tires. All except Casey Stoner, that is, who warned from the start that the tire was not stable enough, and that everyone would start to complain about them once they had been racing them a while.

After a litany of complaints on Sunday about the tires – from everyone except Ducati, who need the softer tire to get their bike to work – one journalist pointed out to Valentino Rossi that Stoner had already warned of problems with the new, less stiff front tire.

“Stoner is like a fortune teller who can see the future!” Rossi joked, before continuing more seriously, “Sincerely speaking, I never agreed with this tire, but last year I was with the Ducati, and I remember very well, and I said for me, I am in the shit anyway.”

“So it’s a decision between Honda and Yamaha. But I remember last year speaking with the Yamaha guys, and asking are you sure that for the Yamaha OK, the soft casing? I don’t remember their answers, but yes, Casey was right. Because with the hot temperature and these bikes, we are always very much at the limit.”

Cal Crutchlow, Lorenzo and Pedrosa all complained of the too soft front tire. Under braking, the tire appears to deform too much, providing not enough stability for corner entry, and making it a bit of a hit-and-miss affair. The riders have already spoken to Bridgestone about this, but whether Bridgestone will fix this for this season or not remains to be seen.

The Yamaha riders seemed to be having the most problem with the tires, but their issues are exacerbated by the design of the Yamaha. While Jorge Lorenzo romps away at the front, both Cal Crutchlow and Valentino Rossi struggle with the bike in the early laps, and trying to get the bike stopped with a full tank of fuel.

This problem was precisely why the factory bikes now have a revised fuel tank, which carries more of its load lower and a little towards the rear. Crutchlow does not have that fuel tank, and that makes it hard for him to push in the early laps.

“I can’t stop the bike at the start of the race, I lost time in the first two or three laps. We shouldn’t be a second behind after one lap. We know the change the factory team have made and for this reason they moved the tank to be able to stop at the start of the race,” Crutchlow said.

Rossi has the same problem. “Unfortunately, I still haven’t my good setting and balance for the bike. Unfortunately, especially in the first part of the race, when the rear tire has better grip and with the full tank, I am in trouble with the front. I’m not able to enter very fast in the corner because I have pushing and moving from the front, like maybe we are a little bit out of balance, and especially the first three in that moment of the race are able to be faster than me, just 0.1, 0.2 per lap, just half a tenth for the sector, but they are faster,” Rossi said after Barcelona.

Rossi’s problems with the factory fuel tank show that there is something more than just the location of the fuel at play; riding a MotoGP bike hard with a full tank of fuel is a lot more difficult than you may imagine.

If Jorge Lorenzo is simply too perfect to be entertainment, one rider who looks to be both entertaining and talented is Marc Marquez. It is an advantage that he has nothing to lose, as he is still in his first year in the class. But Marquez is exploiting that advantage ruthlessly, and taking risks just to learn as much as he can.

“During all the race, I was very very close to crashing, maybe three or four times,” Marquez told reporters afterwards. “But OK, I think for me, if I crash, everybody will say, it’s his second crash, but for me I learn many many things when I am with Jorge and Dani. So for me is important to try to push, try to do my 100%, but try to be with them. Because maybe I can finish the race in 5th or 6th, but I will not learn the things that I learn when I follow them. So I take that risk. And OK, in Mugello I crash because I was too tired, I relaxed too much, but here I was pushing all the race and that was the key. ”

This kind of calm, analytical approach, even to something as frightening as risk-taking, is what make Marquez such a threat. Those judgements he makes will stand him in good stead after a year in the class, and in the meantime, he remains a real threat in the championship.

Marquez right now is like a sponge, absorbing any and all information which he encounters, and immediately trying to put it into practice. Once he has his first season under his belt, he will mutate from sponge to shark, and threaten anything which happens to cross his path. This, you would have to say, is a good thing. I for one am pleased.

Photo: Yamaha Racing

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

Comment:

  1. Jake F. says:

    Truly, one must always be on guard against mutating sponge sharks.

  2. dc4go says:

    Tire rule sucks not a fan of it bring back some tire competition please.. Even better get rid of the electronics too MotoGp is too boring.. Good job Lorenzo and team inch perfect every lap.

  3. Spamtasticus says:

    I dont agree that the tire rule should be lifted. As much as I love the fact that it’s prototype racing I hated the fact that often it was a race between tire manufacturers and not riders. The tire is a unique component and should be looked at differently than the rest of the bike. The worst race I ever saw was a laguna seca race where the results were split perfectly down the middle by tire manufacturer, regardless of rider. That was happening to a lesser extent at every race and is terrible. As far as electronic aides are concerned, I agree that they must be eliminated. The fact of the matter is that the state of robotics and mechatronics is such that you could very realisticaly turn a moto GP bike into an autonomous machine “for safety” or have the “riders” control them from the pits with no risk of injury like drones. This may sound extreme but we are headded there bit by bit and at some poiny they will have to stop it or it will come true. They might as well stop it now since it is inevitable.

  4. DareN says:

    Nice reference to Mona Lisa, David. Fine art and motorcycle racing – inseparable…

  5. terrance says:

    lorenzo is a totally un-entertaining douche bag, he has taken GP to a new low in terms of excitement. apologizing for close passes, trying to make himself somehow interesting and a spectacle. it is truly a pain to watch. He is a great rider, but he is not a great racer. watching him and listening to his sense of self is just painful. if parade laps were racing GP would be the best.

  6. TexusTim says:

    leave the tire rule, have lorenzo take lesson on humilation,, I agree he just doesnt have what it takes to do the rossi thing when he wins, it is painfull to watch especially this time, what was that on the side of the track at first I thought there was somthing wrong with him..I mean phisicaly

  7. I’m always astounded by the haters. Lorenzo rocks it, period. The guy has truly mastered the game that the manufacturers have engineered. This era of racing that the factories have conjured up is simply just what it is. Rossi is struggling desperately to make this new era of bike go. His talents, as magnificent and as indisputable as they are, rest squarely in days gone by.

    Not that I’m defending the current era of racing. Not by any means. I would much prefer seeing the bikes sans electronic traction aids beyond a skilled — as Sic once described himself — ‘throttle engineer’. Throw on some tires that sacrifice ultimate grip for long, predictable slides and you have a recipe for The Show that people will pay to see.

    Ultimately, though, we already have that in Moto2. The Dunlop spec tire in Moto2 is simply brilliant for backing into corners. Nakagami showed off some spectacular 2-wheeled drifts during practice and qualy this past weekend. Maybe not the best recipe for a strong race result, but it sure was breathtaking to watch when it was viable for him to do. Garry McCoy would smile.

    Anyway, back to the points of winning style of Rossi versus whomever. The days of week-long wheelies, burn-outs and clown suits are gone. A lot of that is by virtue of design: If you wheelie a Yamaha for more than a few seconds, oil starvation occurs and the motor will eat its bearings. Kenny Roberts made some seriously funny snarks about that after he was offered a ride on a modern GP bike. The burn-outs are great fun and all a part of The Show, but with the 5-engine limit, the factory riders just can’t take the chance of sitting there at redline. It’s just takes too much out of the engine.

    MotoGP has become an engineering playground with the rules defined by the manufacturers. Most of the complaints about how boring it is can be traced directly back to the MSMA, in my opinion.