Yamaha YZF-R3 Revealed – 321cc Twin Coming to the USA

The rumors were true, Yamaha is bringing a special small-displacement model to market, the Yamaha YZF-R3. As the name indicates, the new R3 gets a fuel-injected displacement bump over the R25, to the tune of 321cc. Debuted at the AIMExpo today, the Yamaha YZF-R3 is coming to the USA, with a price tag of $4,990. Said by Yamaha to have “class-leading power”, the new R3 finally adds a small-displacement sport bike to Yamaha’s North American lineup, and makes an attractive offering when compared to the other 250cc/300cc machines from the other Japanese manufacturers. Expect to see it in Yamaha dealers, starting January 2014. Yamaha North America expects the YZF-R3 to be the volume leader for the company in the USA and Canada, and rightfully so.

Ducati Announces DVT — Desmodromic Variable Timing

As was teased, Ducati is unveiling its “DVT” technology today, which stands for Desmodromic Variable Timing, and to showcase that technology (borrowed from Volkswagen), Ducati has produced the first motorcycle engine with variable valve timing on both the intake and exhaust camshafts. Adapted to the now-called Ducati Testastretta DVT engine, which we reported will debut first on the new Ducati Multistrada for 2015, Ducati’s new v-twin powerplant can change the intake and exhaust timing independently, and throughout the rev range. This means that the Ducati Testastretta DVT engine can be optimized for peak power at high rpms, while maintaing rideability and smoothness at lower rpms — not to mention keeping with emission and noise regulations throughout the rev range.

What If You Put Dustbin Fairings on Modern Sport Bikes?

I simply love the latest sketches from Nicolas Petit. The French designer is sort of re-imaging a previous project of his, where he designed a modern-looking dustbin-style fairing for a BMW HP2 Sport and Moto Guzzi V12 Le Mans. Taking on now the Ducati 1199 Panigale, Petit has mixed the old-styled TT racer look with Italy’s premier superbike, in an effective manner. We haven’t seen this sort of clash between old and new technology since John Hopkins raced the last two-stroke GP bike, the Yamaha YZR500 in 2002. There are some obvious issues with dustbin fairings. While they cut the air ahead of the motorcycle, the first step to achieving better aerodynamics, they do little to shape the air behind the motorcycle, the second step to achieving better aerodynamics.

Is This How Much the Kawasaki Ninja H2R Will Cost? Nope.

It has certainly been interesting to see the buzz around the Kawasaki Ninja H2 these past few weeks, especially as everyone tries to cash in on the supercharged hype-machine that Kawasaki has been running. Now lately we have seen a supposed dealer invoice for the track-only Kawasaki Ninja H2R, with a price tag just north of $60,000. Many publications have latched onto that price point — which isn’t the craziest conclusion to come to, considering that the H2R is Kawasaki’s halo-bike project, and will likely cost a pretty penny — though with just a quick glance, we can see that the alleged paperwork has clearly been a work of Photoshop, and not inside information.

Ducati Reaches New Workforce Agreement with Factory Unions – Reduced Hours, Higher Wages

Ducati Motor Holding has reached a new agreement with its workforce, particularly those workers who are responsible for building the Italian company’s iconic two-wheeled machines. The agreement with the unions sees 13 new jobs created in the Italian factory, which will now stay open on seven days a week — a big move for a country that is usually resistant to working on Sunday. The factory workers will also go from 15 to 21 shifts per week, with a format of three days on, and two days off. In exchange, factory employees will work fewer hours per week on average, though will make higher average wages for their time.

New Ducati 1299 Gets +100cc, While 1299R Gets None

For 2014, Ducati is giving the Panigale a bit of a model update, and thanks to an ill-framed photo from the Ducati North America dealers’ meeting, we know that the new superbike will be called by the 1299 designation. The upgrade in number caused some confusion though, as Ducati has a mixed history of matching designation numbers to actual displacement sizes. Hoping to clear up the confusion and speculation, we received some details from our Bothan spy network. As expected, Ducati will not be bumping up the 1299R up to 1,300cc of displacement, as the World Superbike rules are for 1,200cc twin-cylinder engines, and are not going to be changed anytime soon.

MotoAmerica’s Provisional 2015 Racing Calendar Released

There is positive momentum around America’s new MotoAmerica series, which will takeover duties from DMG and AMA Pro Road Racing, starting next season. We have already seen the series’ new class structure, which makes significant steps to parallel what’s going on in the World Superbike Championship. Today, we see MotoAmerica’s efforts on its racing schedule, a hot-ticket item after DMG’s five, then six, race schedule this season. American fans should rejoice, as eight races are on the calendar, which reads like a greatest hits album of American race tracks.

Triumph Tiger 800 Gets Four More Variants

Triumph seems set to debut four more variants of its Tiger 800, as CARB filings filings show a Tiger 800 XCA, Tiger 800 XCX, Tiger 800 XRT, and Tiger 800 XRX models for the 2015 model year. The news seems to show Triumph spreading out its middleweight ADV offering, giving on-road and off-road riders a bit more to choose from the British brand. Helping us understand how Triumph sees the four added variants, Motorcycle.com has publish a chart (above), which Triumph sent to Tiger 800 owners as a part of its market research. That chart breaks down the various models’ spec, and which features that would come with as standard. Noticeable across the board is that the three-cylinder gets a 15% MPG boost, as well as ABS and traction control as standard features.

Variable Valve Timing Coming to the Ducati Multistrada

For the 2015 model year, Ducati is bringing a brand new Multistrada, which will debut at the upcoming EICMA show in Milan, Italy. Not much has been said about the new Multistrada, aside from A&R breaking the news about the new model a few weeks ago, so we thought we would update you further on it. Designed to look very similar to the current Multistrada 1200, the new Multistrada will keep the basic profile and design of its predecessor, despite being an all-new machine. Perhaps the most intriguing aspect of the 2015 Ducati Multistrada though is the fact that Borgo Panigale has fitted variable valve timing (VVT) to the desmodromic valves of the Testastretta 11° engine.

Is Ferrari Working on a Motorcycle?

Lately we have seen a lot of car manufacturers taking an interest in the two-wheeled world — Audi bought Ducati from Investindustrial, and MV Agusta is expected to announce that Mecerdes-AMG is taking a minority stake in the Italian motorcycle company. These collaborations and consolidations make a lot of sense from a business perspective: economies of scale, common four-stroke technology, shared R&D, and CAFE standard benefits, just to name a few. So that’s why the latest news that Ferrari has filed a patent on a motorcycle engine doesn’t surprise us in concept. Nor does the press’ intensity of the subject.

Forward Racing To Use New MotoGP Chassis at Mugello

05/22/2014 @ 1:41 pm, by David Emmett1 COMMENT

Forward Racing To Use New MotoGP Chassis at Mugello 2014 Friday COTA Austin MotoGP Scott Jones 09 635x423

Colin Edwards is to finally get the new chassis he has been waiting for. NGM Forward boss Giovanni Cuzari told MotoGP.com that the team will have a new frame at Mugello, along with a new front fairing. A new seat unit and subframe would also be available. The new parts will only make their appearance on race day, Cuzari said.

More parts would appear after Barcelona, Cuzari said, which would bring their bike to approximately 75% of the machine planned for next year, which will be a complete rolling chassis with Yamaha engines. The parts would initially only be given to Colin Edwards, who has struggled to get to grips with the Yamaha chassis.

He has been unable to get the bike to turn, leaving him well off the pace of teammate Aleix Espargaro. Espargaro has been very happy with the chassis supplied by Yamaha, when supply problems left Forward with a frame. In 2015, Yamaha have committed to only supplying engines, with chassis no longer being available.

Honda’s Forgotten “Frameless” Chassis Design Patent

03/27/2014 @ 5:58 pm, by Jensen Beeler16 COMMENTS

Hondas Forgotten Frameless Chassis Design Patent Honda motorcycle monocoque chassis design patent 635x508

Before Ducati’s monocoque chassis design was all the rage in superbike design, the folks at Honda were busy toying with the same idea.

Outlining a patent in 2006 for a motorcycle whose engine would be fully utilized as a part of the chassis, Honda’s design, which differs in minutiae, predates Ducati’s patent by almost a year and a half.

A noticeable departure from Honda’s MotoGP design, one can argue whether Honda’s monocoque chassis was destined for the next iteration of the CBR1000RR or the next generation VFR at the time of its conception.

Pierobon Trellis Frame Kit for the Ducati 1199 Panigale

11/04/2013 @ 1:08 am, by Jensen Beeler19 COMMENTS

Pierobon Trellis Frame Kit for the Ducati 1199 Panigale Pierobon trellis frame Ducati 1199 Panigale 11 635x422

We already teased you with Pierobon’s newest creation, a trellis frame kit for the Ducati 1199 Panigale, and now we have the full details of this Italian firm’s work…along with some tasty photos.

Pierobon says it wanted to build a chassis kit was to build a bolt-on frame that would replace Ducati’s “frameless” design, with a steel trellis creation.

The project’s main goal was to add no further weight to the svelte Panigale, but also to bring the chassis stiffness into spec with the parameters Pierobon has shown on its previous machines (Pierobon X60R & Pierobon F042).

Using 28mm diameter steel tubing for the trellis work, Pierobon says it design meets the project’s weight criteria, and computer analysis suggests that torsional stiffness is right on point as well with the Bologna firm’s goals. Now Pieorbon just waits to go riding on the track.

Pierobon’s Trellis Frame for the Ducati 1199 Panigale – Ducatisti Purists, Your Prayers Have Been Answered

10/17/2013 @ 2:09 pm, by Jensen Beeler27 COMMENTS

Pierobons Trellis Frame for the Ducati 1199 Panigale   Ducatisti Purists, Your Prayers Have Been Answered pierobon trellis frame ducati 1199 panigale

We have featured the work of Peirobon on Asphalt & Rubber before, as the boutique firm from Bologna makes some intriguing air-cooled Ducati-powered sport bikes for discerning buyers, among other things.

Pierobon is also one of the companies we are looking forward to seeing at this year’s EICMA show, as the firm has something special this year for its booth display: a trellis frame kit for the Ducati 1199 Panigale.

Where’s the Innovation? Why Moto2 Spurs Identikit Bikes

07/09/2013 @ 1:39 pm, by David Emmett18 COMMENTS

Wheres the Innovation? Why Moto2 Spurs Identikit Bikes elf honda no bodywork 635x425

After the initial disappointment at the death of the 250cc two strokes, the advent of the Moto2 class raised hopes that Grand Prix racing would enter a new era of chassis innovation, as the teams spent the money saved on engine development on exploring novel solutions to the problem of hustling a motorcycle around a circuit is the shortest time possible.

The first set of designs unveiled did little to feed that hope, with most bikes being of the aluminium twin beam variety which is standard in most sports and racing machinery, with a couple of tubular trellis frames thrown in for good measure.

Even that variety did not last. The trellis frames were the first to go – mostly as a result of the extra weight the design created – and the number of chassis manufacturers dropped from 13 in the first year to 6 in 2013.

Even that figure gives an inflated picture of the variety in the paddock: 28 out of the 32 permanent entries form Moto2 this year use either the Kalex, Suter or Speed Up chassis. The bikes vary in stiffness, in aerodynamic detail and in aesthetics, but other than that, they are virtually identical.

So why is there no real innovation in the Moto2 paddock – or MotoGP or Moto3, for that matter? The answer is simple, and has been discussed here many times before. The attitude which characterizes the paddock in technical terms is not one of the fearless pursuit of knowledge and innovation.

It is not a hotbed of blue sky thinking and adventurous engineering. It is a place of conservative evolution, of cautious refinement, where proven concepts are polished to as near perfection as possible.

MotoGP: Ducati Test Cut Short by Rain, Biaggi Posts 1’52.1

06/07/2013 @ 4:01 pm, by David Emmett1 COMMENT

MotoGP: Ducati Test Cut Short by Rain, Biaggi Posts 152.1 max biaggi pramac ducati mugello test

Max Biaggi’s brief return to MotoGP is over. After two days of testing Ducati’s MotoGP bike at Mugello, filling in for the injured Ben Spies, Biaggi returns to his day job, as TV commentator for the Italian coverage of World Superbikes.

Two short days were not really enough time for Biaggi to get back to grips with a MotoGP bike, especially given that testing stopped early on both days after rain started to fall in the afternoon. Biaggi faced two problems, returning to riding at speed for the first time in eight months, and returning to a MotoGP bike for the first time in over seven years.

Given those difficulties, the times he set in the end were respectable. According to GPOne, who had reporter Luca Semprini on location, Biaggi’s best time was a lap of 1’52.1, which would have seen him qualify in 23rd position for last Sunday’s MotoGP race, just ahead of Hiroshi Aoyama on the FTR Kawasaki CRT machine.

The First Steps on Ducati’s Long Road to Redemption

04/15/2013 @ 3:54 pm, by David Emmett35 COMMENTS

The First Steps on Ducatis Long Road to Redemption andrea dovizioso ducati corse qatar motogp scott jones 635x422

“This is the reality,” factory Ducati rider Andrea Dovizioso told the media after finishing 7th at Qatar, some 24 seconds off the pace of the winner, Jorge Lorenzo. Hopes had been raised on Saturday night, after the Italian had qualified in fourth, posting a flying lap within half a second of polesitter Lorenzo.

While Dovizioso’s qualifying performance had been strong, he had at the time warned against too much optimism. The Desmosedici is good on new tires, but as they begin to wear, the chronic understeer which has plagued the Ducati since, well, probably since the beginning of the 800cc era, and maybe even well before that, rears its ugly head and makes posting competitively fast laps nigh on impossible.

The problem appears to be twofold. Firstly, a chassis issue, which is a mixture of weight distribution, gearbox output shaft layout, frame geometry, and to a lesser extent chassis flexibility. And secondly, a problem with engine response, an issue which is down in part to electronics, and in part to Ducati still using just a single injector per throttle body.

How the Honda RC213V 90° V4 Engine Makes Us Rethink the Problems with the Ducati Desmosedici

02/19/2013 @ 3:59 pm, by David Emmett44 COMMENTS

How the Honda RC213V 90° V4 Engine Makes Us Rethink the Problems with the Ducati Desmosedici ducati desmosedici rr naked 635x423

Just over 18 months ago, I wrote a long analysis of what I believed at the time was the main problem with Ducati’s Desmosedici MotoGP machine. In that analysis, I attributed most of the problems with the Desmosedici to the chosen angle of the V, the angle between the front and rear cylinder banks.

By sticking with the 90° V, I argued, Ducati were creating problems with packaging and mass centralization, which made it almost impossible to get the balance of the Desmosedici right. The engine was taking up too much space, and limiting their ability to adjust the weight balance by moving the engine around.

Though there was a certain logic to my analysis, it appears that the engine angle was not the problem. Yesterday, in their biweekly print edition, the Spanish magazine Solo Moto published an article by Neil Spalding, who had finally obtained photographic evidence that the Honda RC213V uses a 90° V, the same engine angle employed by the Ducati Desmosedici. Given the clear success of the Honda RC213V, there can no longer be any doubt that using a 90° V is no impediment to building a competitive MotoGP machine.

The photographic proof comes as confirmation of rumors which had been doing the rounds in the MotoGP paddock throughout the second half of the 2012 season. Several people suggested that the Honda may use a 90° angle, including Ducati team manager Vitto Guareschi, speaking to GPOne.com back in November.

I had personally been lucky enough to catch a glimpse of a naked RC213V engine at one rain-soaked race track in September, but while the glimpse through the window may have been good enough to form the impression of an engine that looked like it may have been a 90°V, it was a very long way from being anything resembling conclusive, and nowhere near enough to base a news story on.

Spalding’s persistence has paid off, however. The British photographer and journalist is a common sight wandering among the garages, either first thing in the morning, as the bikes are being warmed up, or late at night, while the mechanics prepare the machines for the following day.

At some point, the Honda mechanics and engineers – protective to the point of prudishness of displaying any part of their machine to the outside world – would let their guard slip. When they did, Spalding pounced.

So why did Honda elect to use an engine layout which is blamed for causing Ducati so much trouble? And how does Honda make the layout work where Ducati have continued to fail? The first question is relatively simple to answer; the second is a good deal more tricky.

Yamaha YZR-M1: 2013 vs. 2006

02/13/2013 @ 4:20 pm, by Jensen Beeler13 COMMENTS

Yamaha YZR M1: 2013 vs. 2006 2013 yamaha yzr m1 no fairings

It is hard to believe, but it has been eight years since Valentino Rossi raced a Yamaha in liter capacity in MotoGP. Without even getting into the 800cc era that started in 2007 and ended in 2011, it is safe to say that a lot has changed since Rossi’s 2006 Yamaha YZR-M1 and the still unofficially debuted 2013 Yamaha YZR-M1.

While we already have a pretty good idea what was under the fairings of Rossi’s 2006 M1, since Yamaha Racing made detailed high-resolution pictures of the machine publicly available, what lies beneath the fairings of MotoGP’s current crop of prototypes is a closely guarded secret.

That secret must not have been guarded closely enough though, because the eagle eyes at GPone have gotten a photo of the Jorge Lorenzo’s M1 in the buff, and the Pride of Iwata has some interesting secrets to share with us.

MotoGP: PBM’s New Aprilia Chassis by GPMS

01/07/2013 @ 10:48 am, by Jensen Beeler4 COMMENTS

MotoGP: PBMs New Aprilia Chassis by GPMS Paul Bird Motorsport GPMS chassis PBM 01

Using a sole Aprilia ART racing machine last season, Paul Bird Motorsports is looking to double-down with the Italian V4 power plant, though for 2013 the British team will split its time between continuing to develop the Aprilia ART with Yonny Hernandez on-board, as well as developing its own racing platform for Michael Laverty.

Building the PBM-o1 with the help of chassis-builder GPMS, PBM will have Laverty also ace with an Aprilia RSV4 engine between his legs, though the rest of the machine will differ from his teammate’s more “factory” machine. Teasing out the first pictures of the PBM-01 chassis by GPMS, Team Principal Paul Bird has teased out some pictures of the team’s new GP chassis with the V4 motor mounted.