Newspeak: The Advent of the “Adventure-Sport”

In the past decade the ADV segment has been a confusing amalgamation of differing interests, and over that time-period, two distinct groups have boiled to the surface. First there are the “Long Way Round” hopefuls, who invariably own a BMW R1200GS/A, and seem to be on some sort of perpetual preparation for an African safari. More recently, a second group has appeared: those riders who look to these big ADV bikes as more versatile Sport-Touring machines. All these riders, and their bikes, have been wedged into a single “Adventure” category, and it has created a bit of confusion for the segment. So, I want to introduce the concept of the “Adventure-Sport” and how it differentiates from the previous “Adventure-Touring” category.

MotoGP: Ducati’s Desmosedici GP15 Officially Delayed

As had been widely expected, Ducati will not have the GP15 ready for the first test at Sepang, in early February. In an interview with the MotoGP.com website, due to be shown on 19th January, Ducati Corse boss confirmed that work was still underway on the all-new bike; and that instead, Ducati will be bringing an uprated version of last year’s bike, dubbed the GP14.3, to test aspects of the new design not requiring the new engine. The delays have been trailed by both Dall’Igna and Paolo Ciabatti, speaking to the media at the Valencia test and at the Superprestigio dirt track event in December. The GP15 is a completely new bike, designed from the ground up, with a completely redesigned engine.

1972 Honda CB500, 3D Printed to Life Size

We’ve talked a bit before about the virtues of 3D printing, and how this increasingly affordable technology could change the consumer landscape as far as how we buy basic parts in the motorcycle industry. For as practical as how 3D printing, or rapid prototyping, can be, it can also be beautiful and used for art. This story is sort of a merger of those two ideas. Jonathan Brand has hoped to buy a 1972 Honda CB500 motorcycle, but the birth of his son changed that plan. Where there is a will though, there is a way, and Brand came up with the next best thing — he built a life-size model of a CB500 with his 3D printer.

Mercedes CEO: No Further Acquisition of MV Agusta

Italians are rejoicing over the news that Mercedes-Benz CEO Dieter Zetsche has made it clear that the German car manufacturer is not interested in acquiring more of MV Agusta’s private stock. Loyal readers will remember that Mercedes-AMG purchased 25% of MV Agusta last October, for a rumored €30 million — echoing the move Audi made in Ducati. Talking at the North American International Auto Show in Detroit though, Zetsche said “however, to avoid what happened with Ducati we point out that we have no intention to take over the business or produce motorcycles. MV Agusta can do it better than us.”

Triumph Has Its Best Sales Year Since Its Rebirth

Good news for Triumph Motorcycles fans, as the British motorcycle marque is reporting a banner year for 2014 — with 54,432 units sold worldwide. That figure is up 4% over 2013’s sales figure of 52,089 units, which was the first time that Triumph broke the 50,000 unit mark since the company’s rebirth in 1984. Helping Triumph reach this new high-water mark was the company’s home market, where Triumph accounted for one-in-five motorcycles sold in the UK (over 500cc). Overall, Triumph saw 8% growth in the UK, as modest growth considering the British market was up roughly 10% last year. The news is not all good, however. Triumph previously reported that financial figures for the first-half of 2014 were down, with revenue down £364 million from £369 million, and net income at a loss of £8 million.

Husqvarna 401 Concepts Will Be 2017 Production Models

One of the more intriguing things to come out of the 2014 EICMA motorcycle show in Milan were Husqvarna’s two “401” concepts, the Vitpilen and Svartpilen. The café-styled bikes are based off the KTM 390 Duke platform, though you wouldn’t know it from looking at them. Husqvarna said at EICMA that if there was sufficient interest, the Vitpilen and Svartpilen could go into production. With an overwhelming critical response from the press and fans, it should come no surprise then that our friends at Bike.se are reporting that Husqvarna intends to make the small-displacement machines a part of its 2017 model lineup.

Ducati Desmosedici Cucciolo Concept by Alex Garoli

Imagine if you will that the first Ducati, the Ducati Cucciolo, and the most modern Ducati, the Ducati Desmosedici, had a child — what would it look like? That far-fetched question nagged Mexican designer Alex Garoli, so he decided to build a concept of the machine. At the core of the Ducati Desmosedici Cucciolo is the V4 powerplant of Italy’s MotoGP race bike, and around it Garoli has imagined a modern steel trellis frame that mimics the bicycle frame look of the post-WWII motorized bicycles that pulled Italy out of deep recession. Of course the most interesting thing about Garoli’s concept is the fact that it’s a ~12:1 scale model. The work is pretty exquisite, even if you don’t agree with the concept’s ethos.

Is Suzuki Reviving the Katana and Gamma Names?

Signs of life are starting to trickle out of Hamamatsu, as Suzuki finally seems to be working on new models for our riding pleasure. First, it was the news that the turbocharged Suzuki Recursion concept is likely to go into production, and now it’s that the Japanese OEM is reviving iconic names from its past: Katana and Gamma. Suzuki has re-registered the Katana name & logo with both the European and American trademark offices, while the Gamma logo has been re-registered in the EU. What this means precisely in terms of future models is up for debate. As for the name Katana, the evidence might already be in front of us with the Recursion concept. The Suzuki Katana line started life as a performance-oriented machine, and slowly saw its name watered down into the sport-touring segment.

MV Agusta Gets €15 Million Loan for New Business Plan

Good turns for MV Agusta, as the Italian motorcycle manufacturer has secured a €15 million loan from SACE and Banca Popolare di Milano (BPM). The loan, which was issued by BPM and guaranteed by SACE, will go towards MV Agusta’s foreign growth plans, namely the company’s strengthening of its US business, and its push into Brazil and Southeast Asia. The more business-speak version of that statement is that MV Agusta will use the €15 million to implement the company’s 2014-2018 business plan, which has the company expanding its product range and penetrating into “high-potential” markets.

Turbocharged Suzuki Recursion Going into Production?

News from Japan seems to suggest that Suzuki is making a production version of its Recursion concept. For those that don’t remember, the Suzuki Recursion Concept was based around a turbocharged 588cc two-cylinder engine. The idea was to achieve liter-bike power from a middleweight-sized machine, thus offering enthusiasts high-power but nimble machines to ride. The news that Suzuki is putting the Recursion into production isn’t too far-fetching, though the original source does seem to be the not-always-accurate Japanese publication Young Machine. We will let you measure out how much faith to give that report, but make no mistake that a new era in motorcycle motor design is upon us.

MotoGP: Two Rounds in Malaysia?

12/05/2012 @ 1:34 pm, by Jensen Beeler12 COMMENTS

According to MCN, Yamaha Racing’s Lin Jarvis is keen for more rounds in the Asian market — he is so keen in fact, that Jarvis has even suggested that s second round be held in Malaysia. With southeast asia proving to be an important market for the big motorcycle OEMs, the idea of doubling up on Malaysia for the MotoGP calendar is certainly not the worst idea ever proposed to Dorna’s Carmelo Ezpeleta.

For Yamaha Racing in particular, a second round in the southeast asian territory would dovetail nicely with the team’s already extensive connection to the region’s markets. While everyone in the paddock would seem to be in agreement on MotoGP’s needs to get out of Europe and into other markets, Jarvis’s request to Ezpeleta is still a tall order, as it is a tough proposition for the MotoGP Championship to double-dip not only a small country, but also the same venue.

Honda RC213 V4 Street Bike to Cost $100,000+

11/18/2012 @ 9:41 am, by Jensen Beeler56 COMMENTS

After years of failed rumors about a V5-powered Honda street bike, this year we finally got confirmation that a true MotoGP-inspired machine would become available to the general public. The yet unnamed machine, which many are calling the Honda RC213, will have a 1,000cc V4 motor that will be based off the Honda RC213V MotoGP race bike.

A homologation special that will be produced in just enough quantities to meet WSBK regulations, the Honda RC123 street bike is not to be confused with the production racer variant that will be coming to MotoGP in 2014. That bike, essentially an RC213V without the pneumatic valves, seamless gearbox, and other trick bits, will cost in the neighborhood of €1,000,000 to buy.

However, according to an interview by Costa Mouzouris on CMG Online (a good read, check it out), the V4 street bike will cost significantly less. Talking to Dave Hancock, Honda Motor Europe’s Head of Product Planning & Business Development, the MotoGP “inspired” street bike will run in the neighborhood of £70,000-£80,000 or $110,000 to $125,000.

A Minimum Rider & Bike Weight Rule Coming for Moto2?

11/05/2012 @ 6:01 am, by Jensen Beeler18 COMMENTS

Moto2 paddock rumors has it that the intermediary prototype class could put in place a minimum weight requirement that would combine both the weight of the motorcycle as well as the weight of the rider. If the rumor pans out to be truth, the move would benefit riders like Britain’s Scott Redding, whose size and weight have served as a hindrance in the tightly contested class.

With the Moto2 class comprised of machines that use nearly identical 600cc Honda engines, which have been said to produce between 130-140 rwhp, the racing results have been heavily influenced by rider skill, as well as subtler differences like chassis manufacturers. However, some in the Moto2 paddock believe some of the series’ results have been affected extraneous factors, most notably by rider dimensions, with taller and bigger riders at a disadvantage.

Debunking Honda’s Specious Argument Over The Spec ECU

10/17/2012 @ 12:58 pm, by David Emmett23 COMMENTS

The battle which has been raging rather politely between Honda and Dorna over the introduction of spec electronics continues to simmer on. The issue was once again discussed at Motegi, with still no resolution in sight. HRC boss Shuhei Nakamoto reiterated Honda’s opposition to the introduction of a spec ECU in an interview with the Japanese journalist Yoko Togashi, which was published on GPOne.com.

The reasons for introducing a spec ECU – or more accurately, a spec electronics package, including ECU, sensors, wiring harness and data logger – are twofold: the first issue is to cut the costs of electronics in the sport, an area where spending is rampant and where gains can always be found by throwing more money and more engineers at a problem. The second issue is to improve the spectacle; racing in the modern era has become dull, with the electronics and the Bridgestone tires contributing to produce races where it is unusual for there to be more than one pass for the win.

While Nakamoto did not comment on improving the show via electronics – it could be argued that radically changing the tires would have a greater impact on the spectacle than merely introducing a restricted spec electronics system – he did repeat the claim he has made in the past that merely adopting a spec ECU would not help to cut costs, claiming that if anything, it would actually increase costs.

Thursday Summary at Motegi: Of Team Orders, Relative Strengths, & Title Chases

10/11/2012 @ 7:27 pm, by David Emmett4 COMMENTS

The press conference room at the Motegi circuit was a busy place on Thursday. The assembled press filed in twice during the afternoon, once to hear the head of Dorna talk about the long-term future of both motorcycle racing world championship series, and then again to hear five world champions talk about this weekend’s racing. There was much to digest.

What Carmelo Ezpeleta had to say about Dorna’s takeover of the World Superbike series has been covered elsewhere, though the irony of Ezpeleta hosting a press conference to talk about what was essentially an end run around HRC’s threats of a withdrawal at a facility owned and operated by Honda was not lost on everyone. The significance of the occasion was clear to all, and the groundwork has been laid for the future of both WSBK and MotoGP, though many fear the outcome.

An hour later, a much lighter mood prevailed when the riders filed in for the usual pre-event press conference. The long term was forgotten for a while, as everyone concentrated on two items: the return of Casey Stoner, and the impact of the Australian’s return on the championship. Will Stoner help Dani Pedrosa in his battle with Jorge Lorenzo for the 2012 MotoGP title? And is he fit enough and fast enough to be able to help if he wanted to?

Carmelo Ezpeleta Speaks On WSBK And MotoGP Merger

10/11/2012 @ 2:04 pm, by David Emmett12 COMMENTS

The repercussions of Bridgepoint’s decision to hand control of the World Superbike series to Dorna are just starting to become clear, as each of the protagonists get to explain their side of the story. After Paolo Flammini spoke to the media at the final World Superbike round of the year at Magny-Cours, at Motegi, it was the turn of Dorna CEO Carmelo Ezpeleta to face the press.

He did so an hour before the traditional pre-event press conference, giving a statement and answering questions from assembled journalists on the implications of the move (a full transcript of the press conference is available on the official MotoGP.com website). Ezpeleta did his best to first of all quell any fears among the legions of World Superbike fans that Dorna intended implementing any major changes for the coming season, ensuring the assembled media that all would go ahead for 2013 as planned.

“For next year things will continue as they are, and both MotoGP and WSBK will continue the same way, with exactly the same system of organization and with the same technical rules,” Ezpeleta told the press. “For 2013 the regulations will be the ones that have been approved between the FIM and Infront Motor Sports,” he said in response to questions, “In 2013 it will be exactly as proposed by the different parties involved, there will not be any changes for 2013.”

Beyond 2013 is a different matter, however. Ezpeleta made it clear that his goal was to harmonize the regulations between the MotoGP and World Superbike series, each maintaining their separate identities, but cutting costs and increasing the spectacle in both. “From now, together with the FIM, the manufacturers, the circuits and with the teams, we will try to accommodate these difficult economic times to set up two championships that are able to continue and to grow together,” Ezpeleta said. “This is the main aim of both championships – reducing costs and increasing the show.”

The ECU Endgame: Will MotoGP Survive Motegi?

10/09/2012 @ 9:48 pm, by David Emmett13 COMMENTS

This may very well turn out to be the biggest week in MotoGP since the decision to replace the two stroke 500s with large capacity four stroke machines. This week, Dorna CEO Carmelo Ezpeleta is set to have meetings with each of the MSMA members at Motegi, to hammer out once and for all the technical basis for the 2014 season.

If they succeed, the ground will be laid for a set of technical regulations which can remain stable for the long term, the goal being at least five years. If they fail, then one or more manufacturers could leave the series, reducing the number of factory bikes on the grid and potentially removing two of MotoGP’s top riders from the grid. There is much at stake.

So much, in fact, that neither side looks prepared to back down. On the one side is Dorna, who see the costs of the championship spiraling out of control thanks to the increasing sophistication of the electronics, and the racing growing ever more clinical as fewer and fewer riders are capable of mastering the machines these electronics control.

On the other side are the factories, for whom MotoGP, with its fuel-limited format, provides an ideal laboratory for developing electronic control systems which filter through into their consumer products and serves as a training ground for their best engineers.

Dorna demands a spec ECU to control costs; the factories, amalgamated in the MSMA, demand the ability to develop software strategies through the use of unrestricted electronics. The two perspectives are irreconcilable, at the most fundamental level.

Infront, Dorna, & Bridgepoint: Where The Coup Came From, And What Next For World Superbikes?

10/07/2012 @ 10:33 pm, by David Emmett19 COMMENTS

Sunday was a big day for World Superbikes at Magny-Cours. Not just because the 2012 title was settled in what was a fascinating showdown, helped in no small part by the weather, but perhaps most of all because on Sunday morning at 9am local time, Infront Motor Sports CEO spoke to the media for the first time since the announcement that Bridgepoint, the private equity firm which owns both Infront and MotoGP rights owners Dorna, has decided to bring both series under a single umbrella, and that umbrella is to be Dorna.

That news has sent a shockwave through the motorcycle racing world. The World Superbike paddock is hardest hit of all: the mood there is somber, with everyone from Infront staff to team mechanics fearing the outcome of what amounts to a coup by Dorna CEO Carmelo Ezpeleta. Optimists are few, especially as Ezpeleta is one of the most reviled characters among denizens of the WSBK paddock, because of what he represents: the perceived arrogance of the Grand Prix paddock, and a culture which is anathema to everything which World Superbikes stand for. MotoGP is truly the Beatles to WSBK’s Rolling Stones.

MotoGP And World Superbike To Be “Brought Together”

10/02/2012 @ 11:26 am, by David Emmett26 COMMENTS

Bridgepoint has announced today that it has brought MotoGP and World Superbike, the two motorcycle racing series it owns, under a single umbrella organization. The reorganization will see Dorna Sports become the parent organization for both series, though Infront will operate as an independent entity and continue to organize World Superbike under its own banner. Infront has also been named as “marketing advisor and global advisor” for both MotoGP and WSBK.

The implications of this announcement are huge, but not immediately clear. The logic behind the move is impeccable: the two series are spending too much of their time competing against each other instead of working together to promote the sport of motorcycle racing. By combining their marketing efforts, the hope is that both series will be made stronger.

MotoGP: Lucio Cecchinello Weighs in on the Rookie Rule

06/12/2012 @ 5:51 pm, by David Emmett14 COMMENTS

MotoGP’s 2013 Silly Season is one of the most complicated in many years. Though the retirement of Casey Stoner has opened up the market, the real complication lies with two factors, and the way those two interact. The issue can be summed up in a single question: what are we going to do with Marc Marquez?

It has been clear for some time that Marc Marquez is going to be one of the hottest properties in MotoGP in 2013, the Spaniard expected to graduate to the premier class at the end of this season. Under normal circumstances, this would not be an issue, but the situation that MotoGP finds itself currently in means that we are a very long way from normal circumstances.

The combination of the global financial crisis and the radically depleted field, a consequence of the cost hyperinflation the switch to 800cc caused back in 2007, has meant that the series finds itself in a period of transition, with the return to 1000cc machines just the first step in a major rules shakeup.

The scale of the proposed changes – a rev limit, a single ECU, one bike per rider, a cap on lease prices, and a limit to the number of bikes each factory can provide – means that discussions about the rules are ongoing, the situation changing at each Grand Prix as the haggling and horse-trading between the factories and Dorna continues.

Marquez was expected to fall victim to the Rookie Rule, the provision introduced when Ben Spies entered MotoGP in 2010, preventing a rider from going straight to a factory team in his first season in the class. Both HRC and Repsol, the Spanish oil giant who have backed Marquez throughout his career, have made no secret of their preference of putting Marquez directly into the factory Repsol Honda team.

The Rookie Rule prevents this happening, leaving Repsol and Monlau Competicion, who run Marquez’ Moto2 team (and the 125cc team he raced in before that) casting about for alternatives. Their preferred option, if Marquez cannot go straight to the factory team, is for Monlau to move up as an independent satellite team running Marquez as the sole rider. The team would be backed by Honda, and Marquez would have full factory-spec equipment at his disposal.

But that itself poses a problem. Under the current proposals, which look very close to being finalized, each manufacturer will only be allowed to supply a maximum of four riders with bikes in 2013, two riders in a factory team and two riders in satellite teams.

With the direct route into the factory team blocked, Marquez causes a dilemma, for Honda, and for the satellite teams involved: placing Marquez with either the San Carlo Gresini or the LCR satellite teams will cause problems with the teams’ existing sponsors, and if Marquez brings his own team of mechanics with him, then it would also mean satellite teams breaking long-standing relationships with mechanics already working for the teams.

Likewise for Honda, if HRC grants Repsol and Monlau’s wish of creating a separate team for Marquez, that could mean being forced to take away a bike from one of the two Honda satellite teams.

To hear the perspective of the satellite teams themselves, I spoke to Lucio Cecchinello at Barcelona, owner of the LCR Honda team currently fielding Stefan Bradl in MotoGP. Cecchinello and Gresini are the parties in the most difficult situation, and though Cecchinello pronounced himself a supporter of the Rookie Rule, he was clear that the current set of circumstances made the situation even more complicated than it would normally be.