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.

Fuel or Electronics? Where Are Nicky Hayden & Scott Redding Losing Out on the Honda RCV1000R?

The news that Honda would be building a production racer to compete in MotoGP aroused much excitement among fans. There was much speculation over just how quick it would be, and whether it would be possible for a talented rider to beat the satellite bikes on some tracks. In the hands of active MotoGP riders, the gap was around 2 seconds at the Sepang tests. Nicky Hayden – of whom much had been expected, not least by himself – had made significant improvements, especially on corner entry. The difference in performance and the big gap to the front has been cause for much speculation. Where are the Honda production racers losing out to the Factory Option bikes?

Ride Review: The 2012 BMW World Superbike Race Bikes

07/10/2012 @ 6:05 pm, by Lorenzo Gargiulo10 COMMENTS

Ride Review: The 2012 BMW World Superbike Race Bikes bmw s1000rr wsbk factory team bmw motorrad 21 635x422

As often happens when a major manufacturer decides to take a major leap by participating in a World Championship series the media goes crazy, which is exactly what happened when BMW Motorrad decided to descend on the tracks of the WSBK Championship. At the time, there were those who said that the BMW bike would have never been able to win a race, but the majority of the voices in and out of the paddock were pretty united in the concept that “if BMW decides it wants to win, sooner or later it will reach its objective,” something that as we have seen that happened in relatively little time.

After three seasons of “apprenticeship” that were necessary to get all the cogs working smoothly and to acquire the necessary experience on the track, BMW has finally reached the necessary competitive edge to reach the front of the pack, and from the beginning of the 2012 season the S1000RR has established itself as a contender at the top of the leaderboards. BMW Motorrad for the third year in a row, has given its most accredited journalists the possibility to try its racebikes mid-season, and we were clearly not going to let this opportunity slip by us.

The first time we were given this opportunity, it was BMW Motorrad Italy who gave us the handlebars of the S1000RR Superstock bike with which Andrea Badovini dominated the FIM Superstock Cup, and the success of this journalist test was so great that BMW Motorrad proper (the Germans) decided to open up the test to the official team bikes. In the meantime the Italian BMW team had debuted in WSBK, and so in 2011 we had the incredible opportunity to try all three types of racebikes.

So here we are in 2012, with the S1000RR which won its first victories in the WSBK Championship. More competitive and intriguing than ever and as has become a tradition, we are again ready to try the newest racing bikes with the famous BMW propeller on their tanks. The location may be different, as we now find ourselves in Misano Adriatico (which should make the Monza track haters among us quite happy), but everything else remains basically the same.

For the format, there are now four bikes to try. The warm-up laps to learn the track will be done on a stock S1000RR street bike, followed by a ride on the Superstock bike belonging to Sylvain Barrier and Lorenzo Baroni. Following these we get some laps aboard the BMW Motorrad factory bikes of Leon Haslam and Marco Melandri, and the day on the BMW Motorrad Italia machines that are campaigned by Ayrton Badovini and Michel Fabrizio.

Ride Review: The 2012 BMW World Superbike Race Bikes bmw s1000rr wsbk factory team bmw motorrad 12 635x423

Before jumping in the saddle though, we wanted to interview two key people on the BMW World Superbike team, Andrea Buzzoni (General Director of BMW Motorrad Italy and Team Manager) as well as Andrea Dosoli (Technical Director of the BMW Motorrad team.)

Q: Andrea, give us an idea of how you evaluate these past three years of BMW Motorrad’s track participation, are you happy with what you’ve achieved or did you expect more?

ANDREA BUZZONI: 2010 went very well, we had a spectacular Championship battle with Ayrton in Superstock. 2011, considering the fact that our top rider was injured almost immediately and that we ended up finishing in the top 10 with Badovini, we can consider ourselves happy with the result. This year, starting from the first race up until we reached Misano, to be honest we weren’t happy with the results, because our points scored and our track ranking truly didn’t match up with our potential, with the resources expended, and with the great competency and experience of our team. Finally at Misano there was a definite and positive turn of events with Ayrton’s first row qualifying, followed by two races with results which were finally worthy of his considerable talent. In Superstock, everything is working gangbusters.

Q: Today we see you wearing a Team Hat role, but normally you’re in the business of marketing and selling bikes, so we’d like to know if you find that competition has been an important influence in selling your bikes, and also which way you see the sportbike and the motorcycle market in general heading?

ANDREA BUZZONI: In my opinion, production-bike based competition in WSBK, influences bike sales as far as the image of the brand is concerned, and therefore brings a medium and long-term value-added.  I personally have never believed in a direct and measurable short-term relationship between sales and SBK competition and success. However, with Superstock, despite having a smaller following than the SBK, I find that the core viewership is more connected, and from there I do see a more direct correlation between the Championship and bike sales. The important aspect of WSBK, especially for us as a brand with a limited racing history, is that it amplifies the brand value and it helps us reach a younger market demographic which responds to a straightforward and direct marketing communication style.

When discussing the overall motorcycle market (European and Italian in this context) there are no reasons to believe that the 32% decline in sales year-over-year can somehow recover in 2013. In my opinion it’s morel likely that the market will stabilize at these new lows, and I believe that bikes with engines larger than 500cc will end the year with 46,000-48,000 units sold…these are somewhat sad numbers when we consider that in 2006 there were almost 136,000 bikes sold!

However, we are very trusting in the fact that in 2013 we are going to have a very strong product offering, as we have many new bikes which will have the ability to create a large impact on the market, so we believe that our intrinsic strengths and competitive advantages will continue to grow.

Q: In its fourth season in WSBK, BMW seems to have found the right path to success, and many attribute this success directly to you, how do you respond to this?

ANDREA DOSOLI: (Laughing) Absolutely not…like all young projects there is a necessary “break-in” period, and as we enter our fourth year of racing, we start reaping the seeds of what we sowed. It is normal that with the arrival of great riders like Marco (Melandri) and highly competent engineers with new ideas that we have gotten the bike’s development headed in the right direction. But, it is also thanks to the BMW as a corporation which has continued to invest in us, and which has developed a bike over the years which now enables us to benefit at this point in time.

Q: On the subject of your work style, what do you believe you brought to the team which was missing before your arrival if in fact there was something missing?

ANDREA DOSOLI: In my opinion, the race results are the direct result of our ability to combine a variety of winning attributes. It’s not just the bike, it’s not just the rider, and it’s not just the team which is enabling us to win. What we are trying to do is create a bike which offers the riders the opportunity to express their talent, and to communicate with the right people on the team what their needs are as riders.  It’s fundamental that this team work around the rider working well, and that we create the proper work environment which allows both parts to work together seamlessly.

In parallel with the rider and the team, we have developed the bike, giving the right information to the racing department, with a step-by-step targeted approach with short and long term goals which were clear and reachable.  I believe this is the secret to the results we are achieving. In summary, having clear goals, having two exceptional riders like marco and Leon who are strong, motivated, and able to give us indications as to what was effectively necessary to win.

Q: If you had to assign a value to your technical package, what would it be?

ANDREA DOSOLI: We are in continuous evolution, we are not at 100%, and we can see that right away on certain tracks were we lag behind a bit, but I would say that in this moment if we can resolve a few small problems especially on turn entry, I’d say we’re at 80%.

Sylvain Barrier’s 2012 BMW Motorrad Factory S1000RR World Superstock Bike – EASY

Ride Review: The 2012 BMW World Superbike Race Bikes bmw s1000rr wsbk factory team bmw motorrad 121 635x422

After our interviews were done, we finally reached the point where we got to ride the three racing motorcycles, and we started off with the BMW S1000RR Superstock bike belongingto Sylvain Barrier, who is at the moment leading the Championship. All it takes is one lap of Misano on this motorcycle for one to understand how Barrier is beating his competitors at the moment. If you remember my article from last year, you’ll know that I wrote openly about how much I didn’t like Barrier’s 2011 bike, as I had found it lacking in the suspension set-up department, and thus consequently difficult to ride to the limit.

However on the contrary, this year’s #20 BMW seems from the get-go a more forgiving bike to ride, as it is well-balanced and has smoother suspension settings. Even just sitting still on the bike it seems to ride slightly lower than last year, and the handling benefits from this in all aspects, especially while under braking.

The engine of the BMW S1000RR Superstock has also benefited from the improvements made this year on the production bikes. The power delivery at high-revs hasn’t changed much (the power at the top of the range has never been lacking on the German inline-four) but where there is a distinct difference is with the torque down low.  The bike no longer suffers from those serious lulls in power deliveries, which the 2011 bike exhibited when compared to the production bike. The result is that even for those who aren’t professional riders, it is easier to go fast with the Superstock bike.

After the ride is over, I can honestly say that Sylvain Barrier’s bike brings back memories from a handling perspective that are similar to the bike with that Ayrton Badovini used to clean house in the Superstock series of 2010. This is a strong point for the Italian rider, as he knows how to set-up his bike, and it shows.

Leon Haslam’s 2012 BMW Motorrad Factory S1000RR World Superbike – DIFFICULT

Ride Review: The 2012 BMW World Superbike Race Bikes bmw s1000rr wsbk factory team bmw motorrad 211 635x422

Last year I got off the Superstock bike to try my hand at the SBK ride of the Italian team, and only then was allowed to touch the Leon Haslam’s official bike.  This time, due to a technical problem with one of Badovini’s bikes, I was given Haslam’s bike right away.

Not bad I told myself, so now I can make a direct comparison with the motorcycle belonging to the rider which I tried in Monza in 2011.  This year however, my turn on Leon’s bike turned into a mano-a-mano combat of muscular strength with a beast that needed to be tamed… and now I understand why Haslam is so damn fit!

The riding position is dramatic: Leon uses very low clip-ons, which are tight and angle downward greatly, and the rearsets are high and to the back, so I’m forced to completely change my style of riding within just a few short kilometers. With the clip-ons so down low, I’m forced to throw myself off the bike in the slow turns to make the machine pivot, to which the S1000RR responds in a smooth and obedient manner… until I open the throttle. Lets just say that if last year’s factory team S1000RR had impressed me with the vigor of its power delivery at medium revs, then now the inline-four is downright pleasurable, as it enjoys exhibiting its power with interminable wheelies which cannot be placated even by kicking the bike into fourth gear.

The weight distribution is heavily positioned towards the front, just how Haslam likes it, but the effect is less so when compared to last year, and in the slow turns this offers an incredible sense of security and stability, combined with an ease in changing direction that is truly incredible. All this sense of security in the tight corners translates negatively to the fast curves. At Misano, in the “Curvone turn” one enters in fifth gear flat out, and in that instant Haslam’s bike vibrates and chatters noticeably at the front fork which is not exactly confidence inspiring. This is probably due to a stiff setup on the front Öhlins suspension, and one possible fix might be to enter the turn with less weight on the front of the bike (maybe this is how Leon rides it), but in all honesty, with a bike of such value, I didn’t  feel up to the task of entering the Curvone at full-tilt and leaving the front of the bike to its own devices to decide my destiny.

Michel Fabrizio’s 2012 BMW Motorrad Italia S1000RR World Superbike – JUST RIGHT

Ride Review: The 2012 BMW World Superbike Race Bikes bmw s1000rr wsbk factory team bmw motorrad 01 635x422

At Misano I would have liked to try the S1000RR of Ayrton Badovini, in order to compare it to last year’s bike. As luck would have it, the bike’s technical problem could not be immediately resolved, so I was offered Michel Fabrizio’s bike instead, which I quickly accepted. I start my last set of laps of this circuit, and it took only a few short revolutions of the wheels to feel immediately at ease.  Michel and I share a very similar physical build and so I found myself perfectly at ease with his riding “triangle” — the space between the seat, clip-ons, and rearsets.

At this point I’m warmed up and dialed in enough to hit the track hard right from the start, also thanks to the fact this this “Italian” motorcycle (speaking in terms of set-up) appears to immediately be sweeter to my Italian senses. In the pits they explain the difference between this and Haslam’s bike, and how the difference is not really mechanical, but more related to the fact that Leon prefers to guide the bike himself on the throttle, and consequently there are no Traction Control interventions at medium revs, whereas other riders prefer to trust in the ride-by-wire electronics to take care of a softer opening of the throttle.

Michel’s  suspension setting appears to me to be very well balanced and the motorcycle reminds me right of away of Ayrton Badovini’s bike which I tested in 2011. The suspension is set-up much softer when compared to Haslam’s bike, and this turns the Team BMW Motorrad Italia Goldbet motorcycle into a much easier bike to ride than the factory team bike. The downside of that equation is that in the slow turns the bike doesn’t offer the same confidence and feedback of the Haslam’s bike, especially when it comes to the front-end.

Luckily, I can attest to the fact that this situation flips completely in the fast turns, as Fabrizio’s bike allows me to enter the Curvone without trepidation or hesitation, as it stays glued to the trajectory I set for it through the turn. The softer power delivery on curve exit allows me to open the throttle a bit earlier, and to control the power wheelies more easily. At the end of the session, I cannot help but choose this Serafino Foti-prepared bike above all the others I had the fortune to test.

At day’s end, there are many thoughts rushing through my head, and among those the most insistent is the realization once again that in the world of motorcycling, there does not exist just one unequivocal reipe for success, and that it is sufficient to make small technical differences — suspension settings or riding positions — to create very distinct motorcycles which originally left the factory identical to one another. A sincere thanks goes once again to BMW Motorrad for allowing us to participate in an event of this magnitude.

Action Photos from onn the Track at Misano:

Marco Melandri’s 2012 BMW Motorrad Factory S1000RR WSBK:

Ayrton Badovini’s 2012 BMW Motorrad Italia S1000RR WSBK:

Sylvain Barrier’s 2012 BMW Motorrad Italia S1000RR WSTK1000:

Thanks again to our friends at OmniMoto for sharing this article with us, and also thank you to A&R reader Alessandro Borroni for his translation of the original article into English.

Comment:

  1. frod04 says:

    wow, that’s the only thing I have to say about this article. MAN I LOVE THIS SITE! LONG LIVE THE KING S1KRR

  2. RJ says:

    You’ve come a long way baby…

  3. Bellini says:

    Best article I’ve yet read on this site – awesome work! :)

  4. smiler says:

    No doubting that BMW will at some point win something in motorcycle racing but……
    BMW, have been making innovative world class motorcycles for a very long time. though not hypersports bikes they have experience with fast bikes, cars, engines and the associated electronics.
    They have access to the best automotive electronics company on the planet, Bosch (anyone doubting that should simply see the list of inventions) and access to the same wide range of racing departments as Honda.
    Yet they are 48 points behind Aprilia whose success and experience in racing can only be described as mixed. and 6th after 3.5 yrs of trying. Honda and Ducati are with a race win on bikes little changed from 2 years ago.
    They were 5th last year and 11th the year before.
    In Superstocks, Ducati are now in 2nd & 3rd place one point behind BMW.
    Putting that into perspective, Honda took 2 years to win their first motogp championship and took the first 2 WSB championships.
    Ducati took 3 to win their 1st WSB title after coming 3rd and 5th behind the mighty Honda HRC RC30.
    In motogp….
    Ducati came 4th and 6th in their 1st year of motogp. Others have gone successfully into motogp, BMW have stumped an engine or 2 in CRT’s.
    Some perspective………
    As usual a great article from A&R though.

  5. Nice article, Lorenzo!

  6. SBPilot says:

    @ Smiler, times have changed. You can’t compare those type of stats. Back in those days bikes were so much simpler. When BMW entered WSBK, the tech, especially electronics was MotoGP level. That’s a fact, riders that come from MotoGP constantly express that. We’re talking millions of dollars in electronic technology alone.

    Back then there was no electronics. You build the best bike with the best rider with good crew, and you had a shot at doing well. That’s why racing was so much closer back then, and there were so many riders/teams, everyone had a shot, it was more equal. Nowadays electronics play a big role. You need multiple data engineers, telemetry engineers, which cost teams up to 500 000 euros alone to hire. Throw in the fact that BMW develops their own electronics and did not buy a MM or 2D means it takes even more time to fill that void.

    This is all backed up by the fact that BMW S1000RR absolutely dominated Superstock in their first attempt. Yes they are leading by one point right now, like you said, they are leading. Leading two brand new “revolutionary” Ducati 1199 Panigales. Now why aren’t those dominating… The two races BMW have not won, Barrier had DNFs.

    BMW built one heck of a sports bike for their first try. There’s just no denying that regardless of resources. Did any Ducati, Aprilia, Honda, Yamaha etc. win all but one of the race at an international level in their first year of entry? or ever? If you want to do more of a fair comparison, compare BMW’s first year in Superstock to other manufactures.

    In MotoGP, BMW has never officially announced their involvement there. NGM Forward racing doesn’t even have a BMW logo or BMW anywhere..BMW is just an engine supplier, they don’t care that much, and people don’t watch Edwards ride that Suter thinking “it must be that darn BMW engine making him go slow”. Right now NGM are thinking of changing frame supplier not engine supplier.

  7. SBPilot says:

    Also, everyone knows WSBK from day one had rules that favoured the Ducati twins, which is why Honda went Twin in the first place. Skewed rules will lead to championships.

    Having said all that, I’m not a Ducati hater at all and I love their bikes. But I don’t think it’s very just to play down BMW’s achievements in the current world of motorcycle racing and technology.

  8. SBPilot says:

    Just thought I’d throw this link out there, I think this video is from this same review http://youtu.be/2u-GmSMSOX0

  9. MikeD says:

    SWEET looking hardware up close and personal. Love the pics.
    Nice read.
    They sure have come a long way in a short time span. Best of luck to them.

    I love watching SuperStock…more so that WSBK since the bikes are more street oriented ( lol, i know, street oriented ? really ? ) (^_^)

    Plus, they don’t have the 1199 racing in WSBK yet…..unlike S-Stock…take that WSBK !

  10. David Dungan says:

    Let’s see… BMW took a Yamaha, Suzuki, Kawasaki and a Honda and extracted the best attributes from each to pruduce the R1000RR and Ducati took say what to develope the 1199 Panigali.
    Sorry Im not impressed. What I am impressed with is the performance of the Kawasaki not just in wsbk either.