Track-Only KTM RC16 Expected to Cost €140,000

The motorcycle world is still processing Honda’s decision to make a road-going version of its RC213V MotoGP race bike, and whether you think its price tag overwhelms, or its spec-sheet underwhelms, the Honda RC213V-S is a testament to the engineering that HRC is capable of producing for its racers. KTM has a similar philosophy afoot. Though Stefan Pierer has made it clear that there will be no successor to the KTM 1190 RC8 R street bike, the company will be making a track-only customer version of its own MotoGP race bike: the KTM RC16. As we get closer to 2017, we will learn more details about the company’s 1,000 V4-power GP bike, and its customer counterpart as well, which is due in the second-part of 2018. For now, we get word that it will cost a mere €140,000.

NASCAR Powerhouse Could Takeover Laguna Seca Ops

The operation of Mazda Raceway Laguna Seca could be set to change hands, as Monterey County officials have confirmed that they are in negotiations with the France family’s International Speedway Corporation (ISC) to takeover operations at the rack track. ISC should be a familiar name to NASCAR fans, as the corporation not only built Daytona International Speedway, but the company’s primary business is owning and operating NASCAR race tracks (roughly half of the NASCAR season takes place on an ISC-owned track). Owning 13 tracks in all, ISC could add another if its deal with Monterey County goes forward, supplanting the nonprofit Sports Car Racing Association of the Monterey Peninsula (SCRAMP), which has operated Laguna Seca since its inception in 1957.

Monty by XTR Pepo

The “Monty” is the latest build from XTR Pepo, and as you can tell from the styling, this is the work of the same mind that brought us the Radical Ducati. Pepo has since branched out from Ducatis though, taking on other brands, so it shouldn’t surprise us that the Monty started life as a 1978 Laverda 500 Alpino — the name being a nod to the Laverda Montjuic, which was based off the Alpino, and affectionately called “Monty” in-short by its owners. While there are a number of Laverda parts in the build, if you look closely at XTR Pepo’s Monty, you will see the swingarm from a Suzuki Bandit, front forks from a Ducati Monster, a GSX-R600 clutch lever, and Honda CBR600RR footpegs — all in the name of continuing of XTR Pepo’s motorcycle pick-and-pull build style.

How About Some Halo Bike Spec-Sheet Racing?

With the Honda RC213V-S debuting at Catalunya last week, much has already been said about Big Red’s road-going GP bike…especially in terms of how it compares to other halo bike motorcycles that have been 0r currently are on the market. So, in the interest of exploring solely the most basic attributes from a motorcycle’s technical specification sheet, we have compiled a spreadsheet to see how the Honda RC213V-S stacks up against its most analogous street bikes. As such, we have compiled the horsepower, dry weight, and cost of the the Ducati Desmosedici RR, Ducati 1199 Superleggera, Kawasaki Ninja H2R, MV Agusta F4 RC, EBR 1190RS, and Yamaha YZF-R1 motorcycles — you can see the easy-to-read chart (after the jump), and make your own comparisons to the RC213V-S.

Report: KTM 390 Adventure Begins Testing in India

It’s been a while since we heard about the KTM 390 Adventure, the Austrian company’s third installment to its built-in-India small-displacement motorcycle lineup. Based off the KTM 390 Duke, the Adventure model has been a long-time coming, ever since KTM CEO Stefan Pierer lit it slip that the dual-sport would be coming, two and a half years ago. It seems now that KTM is getting closer to production, as the folks at CarTrade are reporting that two test models of the KTM 390 Adventure (codenamed KT22) have been sent to India for R&D, presumably as a prelude to Bajaj beginning production on the budget-friednly machines.

Is This What a Modern Honda NSR250R Would Look Like?

The Honda NSR250R is a special machine. When the 249cc, tw0-stroke, 90° v-twin GP bike with lights first hit the streets of Japan, it cost roughly $7,500 in hard-earned American dollars — a tidy sum back then, especially for a 300 lbs machine that made 40hp stock. A coveted item for motorcycle collectors and discerning track riders a like, you can pick one up for over $10,000, the limited-production road-going version wasn’t terribly different from the 250GP World Championship bikes that factory teams were racing. A topical reminder, if we do say so ourselves… So how do you improve upon such a great machine? Ask the folks at TYGA Performance, who have been tinkering with NSR250R sport bikes since they opened in 2000.

Will MV Agusta Be Reviving the Cagiva Brand? Should It?

Talking to the Varese News, MV Agusta Executive Vice President Giorgio Girelli let slip a number of interesting tidbits about the Italian company — the biggest news of course concerns another company, Cagiva. Acknowledging the circulating rumors about the revival of the historic brand, Girelli was quick to point out that it’s not in the company’s current plan, but that the possibility was certainly there. Going further about the idea, Girelli suggested that Cagiva would make the most sense as a purely off-road brand, which would compliment MV Agusta’s pure on-road offerings.

Here is the $184,000 Honda RC213V-S Street Bike

Honda has finally debuted its “absolute MotoGP machine for the street” – the highly anticipated and hyped Honda RC213V-S. First off, the rumors are true: this is not going to be an affordable motorcycle. The 2016 Honda RC213V-S will cost $184,000 in the USA, with each of the 200 or so units will be hand-built at Honda’s Kumamoto factory. With different versions for different markets, Honda says that the RC213V-S tips the scales at a claimed 170kg dry weight (190kg wet) in the USA, which isn’t exactly mind-blowingly light. Even more disappointing, the Honda RC213V-S will be tuned for 101hp at 8,000 rpm (66 lbs•ft of torque) for the American market, and the power-boosting sport kit will not be available to the US buyers.

Ducati Scrambler Hero 01 by Holographic Hammer

We’ve been big fans of the work done by Holographic Hammer for a long, though we have only curious featured their work once before — and that’s a shame, since the French outfit is making some interesting concepts, both digitally and physically. We’re therefore happy to share with you their latest work, the Ducati Scrambler “Hero 01″. Holographic Hammer tells us that they wanted to keep the purpose of the Scrambler at the Hero 01’s core, namely a bike that you actually used on a day-to-day basis. It would get dirty, it would get scratched, it would tip over…therefore a bunch of intricate and expensive kit wouldn’t do. The changes therefore are practical and affordable, sans maybe the $3,000 carbon fiber Rotobox wheels…after all though, one has to live. Right?

Up-Close with the Victory Electric IOMTT Race Bike

In less than 24 hours, the TT Zero race will be underway at the 2015 Isle of Man TT, which means that riders Lee Johnson and Guy Martin (who is substituting for the injured William Dunlop) will be putting the Victory Motorcycles electric race bike through its paces on the 37.773-mile Mountain Course. If Victory’s entry looks familiar, it should, as it’s based off the Brammo Empulse RR. Brammo has made some improvements to the machine for Victory though, namely a reworked motor, new battery pack, and aerodynamic touches. The Parker GVM internal permanent magnet motor features new windings, which trades 173hp for 150hp, in the name of system efficiency. The quoted peak torque figure is still 162 lbs•ft though.

Saturday Summary at Assen: Titles, Maturity, & Madness

07/01/2015 @ 1:45 pm, by David Emmett1 COMMENT

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You would think with the deluge of words that has washed over the incident between Marc Márquez and Valentino Rossi in the last corner (and to which I contributed more than my fair share, I must confess) that there were only two riders and one race at Assen on Saturday.

Beyond the clash at the GT chicane, there was much more to talk about after Holland.

Whatever the immediate aftermath of the clash between Márquez and Rossi, the longer term implications of the result have made the championship even more interesting.

Márquez’s decision to switch back to the 2014 chassis for his Repsol Honda RC213V has been proven to be the correct one. Though the engine is still as aggressive as ever, the old chassis in combination with the new swingarm and new forks tested at Le Mans has made the bike much more manageable.

Márquez can now slide the rear on corner entry in a much more controlled way than before, taking away the behavior the reigning champion has struggled with most. The Spaniard showed he could be competitive from the start of the race to the end, instead of crashing out as the tires started to go off.

The bike is still a long way from cured, however. Márquez switched to the medium front tire rather than the soft, the only rider to do so. The medium provides a bit more support under braking, compensating for the reduced braking from the rear wheel.

That support comes at the cost of extra grip provided by the softer front. Whether Márquez will be able to employ that same strategy for the rest of the season remains to be seen.

MotoGP: Ducati Loses Concessions for 2016

06/28/2015 @ 2:46 pm, by David Emmett12 COMMENTS

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Ducati are to lose their concessions for the 2016 MotoGP season. Meeting at Assen, the Grand Prix Commission decided to apply the system of concession points which was due to take effect from the 2016 season to the results of Ducati for this season.

This means that from next year, Ducati will race under the same rules as Honda and Yamaha, which means that they will have seven engines per season, with no development allowed during the season, and testing with factory riders restricted to official tests and a handful of private tests.

Friday Summary at Assen: On Rossi’s Assen Magic, & Old Tires vs. New Tires vs. Soft Tires

06/26/2015 @ 5:28 pm, by David Emmett4 COMMENTS

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Jeremy Burgess was famous for finding that special something on Sunday morning that gave Valentino Rossi the edge in the race in the afternoon. It is a tradition carried on by Silvano Galbusera, who has replaced Burgess since the start of the 2014 season.

Galbusera, too, always seems to find that extra little tweak during warm-up that makes the difference between cruising in fourth or finishing on the podium, and even on the top step.

The fact that it has continued since Burgess’ departure suggests that the tweaks were very much a collaborative effort, with input coming from his data engineers and mechanics, as well as the rider himself, of course.

Two weeks ago in Barcelona, Rossi’s team appear to have found something extra special. For it did not just work on the Sunday in Catalonia, taking Rossi from the third row all the way up to 2nd, but it has even carried through to Assen, some 1600km further north.

Preview of the Dutch TT: To the Great Natural Tracks

06/24/2015 @ 5:10 pm, by David Emmett1 COMMENT

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Assen is a funny old track. And when I say old, I mean old, the event has been on the calendar since 1925, though back then there was no such thing as world championship, and the race took place between Rolde, Borger and Schoonloo, some ten kilometers east of Assen.

From 1926, it moved to a route between the villages of De Haar, Oude Tol, Hooghalen, Laaghalen and Laaghalerveen. The roads, forced into short straights with fast sweeping kinks and bends by the complex drainage patterns of the creeks and ditches which keep the region from reverting back to peat bogs, gave shape to the track which was to follow.

They still leave their mark on the circuit today, despite being a closed-circuit since 1955, though the track has been much shortened since then.

What remains is a track with nary a straight piece of asphalt on it. The back straight meanders between the Strubben hairpin and the fast right and long left of the Ruskenhoek, living up to its name of Veenslang, or Peat Snake.

The short stretches between the fast combinations of corners weave and flow, and the only thing keeping the front straight straight is the pit wall. As a piece of geometric design, it is a disaster.

As a race track, it is glorious, proving that the best tracks are not designed on paper, but laid out in a landscape. Mugello, Phillip Island, Assen: all great riders track, each owing a debt of gratitude to the landscape which forms them.

Preview of the Catalan GP: The Showdown in Catalunya

06/10/2015 @ 7:09 pm, by David Emmett9 COMMENTS

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From Mugello to Barcelona, or from the heart of Italian motorcycle racing to the heart of Spanish motorcycling. Or rather, Catalan motorcycling, as any of the many Catalans which fill the paddock will happily point out. Then again, Catalunya is – ironically – at the heart of Spanish motorcycling itself.

If MotoGP had a home race, it would be here. Series organizer Dorna has its offices just south of Barcelona, and the working language of the organization is Catalan. Just east of the circuit lies the old factory of Derbi, once a mainstay of the 125cc class.

Check the birthplaces of any one of the riders racing on a Spanish license, and most of them hail from one of the towns and villages within an hour or two’s drive of the Montmeló circuit.

Most riders still have a house in the area, though many elect to live in the tiny mountainous tax haven of Andorra, because of the opportunities it affords for training, so they tell us.

With so much support, can the Spaniards – or Catalans, or Mallorcans – lock out the podium at home? It would be a crowd pleaser for sure, but getting three Spanish riders to fill out the MotoGP podium at Barcelona will be far from easy.

That there will be one, perhaps two Spaniards on the box is a given. But filling all three places? That is going to be tough.

Sunday Summary from Mugello: False Starts, Italian Pride, & Honda’s Predicament…Again

06/01/2015 @ 7:19 am, by David Emmett51 COMMENTS

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Mugello is always a little magical, but packed to the rafters with delirious fans, it becomes something greater than just a race track. Over 90,000 fans turned up in Tuscany on Sunday, up 20% from last year on the back of the renaissance of Valentino Rossi and of Ducati, complete with two Italian riders. Something special was always going to happen here.

It certainly did, but perhaps not in the way the fans had hoped. Valentino Rossi did not score the dream victory in front of the ecstatic yellow hordes that packed the hillsides, nor did Ducati finally get the elusive win they have been chasing since 2010.

But the MotoGP race was packed with excitement and incident, the Moto3 race was a typical Mugello classic, and even Moto2 had some tension down to the final lap. Those who came got their money’s worth.

MotoGP: Race Results from Mugello

05/31/2015 @ 3:19 pm, by Jensen Beeler4 COMMENTS

Saturday Summary at Mugello: A Topsy-Turvy Grid

05/30/2015 @ 11:23 pm, by David Emmett1 COMMENT

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Over the past two years, Marc Márquez and his team have proven to be a master of strategy. They have found a number of innovations, most notably the two-stop, three-run strategy during qualifying, and the bunny-hop bike swap during flag-to-flag races.

Santi Hernandez has earned his reputation as a brilliant crew chief, and as a strategist capable of finding advantages in places where other teams simply haven’t thought of looking.

So for Márquez to first miss out on going straight to Q2, and then make a fatal error again in Q1 leaving him in thirteenth is frankly shocking.

MotoGP: Qualifying Results from Mugello

05/30/2015 @ 3:52 pm, by Jensen Beeler3 COMMENTS

Friday Summary at Mugello: More on the Problem with the Honda RC213V, & Ducati vs. Yamaha

05/29/2015 @ 6:34 pm, by David Emmett4 COMMENTS

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What did we learn from the first day of practice at Mugello? We learned that Jorge Lorenzo is still at the same steamroller pace he was at Jerez and Le Mans. That Valentino Rossi is following a plan, rather than chasing a lap time.

That the Ducatis are fast, almost obscenely so, and that’s before they put their special Mugello engine in. That Aleix Espargaro is one tough son of a gun. That the Hondas are still fast, when the conditions are right. And that Mugello might just be one of the places the conditions are likely to be right.

Why would the Honda be good at Mugello when it was so bad at Le Mans? Marc Márquez explained in a little more detail after practice on Friday. The biggest problem of the Honda RC213V is the aggressive nature of its engine, both in acceleration and braking.

In braking, the bike is sliding more than the riders want it to, and in acceleration, the riders are having to fight the bike’s willingness to wheelie and spin out of the corner.

Because Mugello is such a fast track (more of that later), the teams have to gear the bikes longer, both for the main straight and for the more flowing corners. Longer gearing means that the engine has to work harder to try to lift the front wheel, taming the power a little.

“It looks like here the character of the engine is smoother, also because the final sprocket is longer and then the gearbox is longer,” Márquez told us. “The bike is pushing less, the corners are faster and don’t have that big acceleration and that helps us.”