Up-Close with the 2015 Ducati Multistrada 1200

If there’s a motorcycle that launched at EICMA that I wish we had given more coverage to, it would be the 2015 Ducati Multistrada 1200. The new adventure-sport machine from Ducati is all-new for the next model year, though it would be hard to tell it from the photos. Even our modest collection of “up-close” photos here don’t do justice to the venerable Multistrada. The face of the Multistrada 1200 has been reworked, with the “beak” softened a bit from its falcon-like profile. The intake inlets are larger in appearance, and the headlight housing is noticeably different with its six LED projectors for the Ducati Corner Lights system (on the “S” model). This perhaps makes for an interesting “face” on the motorcycle, and like its predecessor, you will either love it or hate it.

Marco Melandri Returns to MotoGP, with Aprilia

After finishing fifth in the 2014 World Superbike Championship with Aprilia, Marco Melandri will continue with the Italian manufacturer, but switch to the MotoGP paddock for next season. Melandri will join Alvaro Bautista in the Aprilia Racing garage, where they will compete on an updated version of the ART machine, which was originally built to compete under the CRT bike rules. The team, now operated by Gresini Racing, will come up to speed during the 2015 season, and in 2016 they will race with a brand new race bike, which will use the compulsory “open” spec-electronics from Magneti Marelli. For Melandri, the move to MotoGP is a bit of gamble, with Aprilia’s program uncertain.

Up-Close with the Honda RC213V-S Prototype

I can’t decide whether to be elated or disappointed over the Honda RC213V-S prototype, which was debuted this week at the EICMA show in Milan, Italy. On the one hand, the RC213V-S lived up to the hype…literally a MotoGP race bike with lights, mirrors, turn signals, and a license plate. On the other hand, for all the waiting and consternation from Honda, what they brought to Milan was a fairly derivative and obvious design. Rumors of a true MotoGP-derived sport bike from Honda have been circling for several years now (closer to a decade, if you’re a reader of MCN), and the project borrows the ethos found in the Ducati Desmosedici RR project, another exclusive GP-bike-for-the-street motorcycle.

The Ducati Streetfighter 848 Is Spared the Axe for 2015

The Ducati Streetfighter lives for another year, as Ducat is showing off the Ducati Streetfighter 848 as a 2015 model year machine at the EICMA show in Milan. There had been doubts about the Streetfighter 848 continuing to be a part of the Ducati lineup going forth, especially as the Italian company has moved away from the 849cc v-twin platform, favoring the 821cc engine variations for the Hypermotard the Monster lines, and the 899cc Superquadro for the Panigale. The Streetfighter was never a big hit in the world market, becoming more of a cult classic machine amongst riders. Combined sales with the Hypermotard account for roughly 20% of Ducati’s annual sales, with the Hypermotard doing the majority of the heavy-lifting in that regard.

Moto Guzzi MGX-21 Prototype

Cruisers really aren’t our cup of tea here at Asphalt & Rubber, which might explain the lack of coverage for America’s gift to the two-wheeled world on our website. That being said, it’s hard to pass on the lurid Moto Guzzi MGX-21 prototype that is on display at this year’s EICMA show. A reworked Moto Guzzi California 1400, the MGX-21 is clad in carbon fiber, matte black paint, and red highlights. The carbon fiber disc wheels are a nice touch too (that’s a 21″ wheel up front, by the way), as are the sweeping lines from the front cowl and fenders. We’re finding ourselves a bit smitten with this Moto Guzzi, as true to the brand, it strays from the cruiser norm. We think you’ll like it too, check out the photos after the jump.

Up-Close with the Honda “True Adventure” Prototype

One of the more anticipated motorcycles at the 2014 EICMA show, off-roaders were expecting to see the new Honda Africa Twin in Milan this week. Instead, Honda trotted out what they’re calling the “True Adventure” prototype. Despite not being a production model, the True Adventure prototype looks ready for prime time, and we got a series of “up-close” photos of the machine. Most obvious is the bike’s parallel twin engine, which is rumored to be 1,000cc in displacement. That sizing/weight class seems to jive with the dual front brake discs, which also sports an ABS tone ring. We can expect Honda to have traction control operating off the front and rear wheel speeds as well, and other electronic packages as well.

Money: Motorcycle Racing’s Biggest Problem

What is the biggest problem in motorcycle racing today? Is it the predominant role electronics are playing, ruining the racing? Is it the ever more restrictive rules imposed, killing bike development and the spirit of Grand Prix racing? Is it the lack of competitive machinery, making it impossible for anyone but a factory rider to win a race? Or is it the dominance of the two top manufacturers, driving costs up and discouraging wider manufacturer participation? You can point to all of those and more as being an issue, but they pale in comparison to the real problem the sport of motorcycle racing faces at the moment: Money. Specifically, the lack of it, and the inability of almost everyone involved in the sport to find ways of raising any. All of the ills of both MotoGP and World Superbikes can be traced back to this single failure.

Investcorp Buys 80% of Dainese for €130 Million

A story we have been chasing for some time now, Lino Dainese has finally found a buyer for his namesake company, Dainese. The purchaser is the aptly named private equity firm Investcorp, which is headquartered in Bahrain, and has additional offices in New York, London, Riyadh, and Abu Dhabi. Buying 80% of the company’s stock for a reported €130 million, Investcorp’s valuation of Dainese would therefore be set at €162.5 million. The other 20% of the company is retained by Lino Dainese, himself. Dainese’s future goals rest heavily on its airbag technology, as Dainese plans on bringing D-Air to markets outside of motorsport and sport in general. The company also has an aggressive plan to grow outside of Italy, making a bigger push into North America and developing markets.

Husqvarna 401 Svartpilen Concept

The second of Husqvarna’s street concepts, the Husqvarna 401 Svartpilen is a scrambler styled machine that uses the same 373cc single-cylinder engine as the Vitpilen concept. Swedish for “Black Arrow”, the Svartpilen continues the idea that less is more, and applies the concept to a more off-road motif. Not all the dissimilar to the Moab and Baja concepts the Husqvarna showed before its acquisition by KTM, clearly the Swedish brand is keen to tap into its lost history of Steve McQueen and the scrambler motif. Perhaps Ducati’s foray into this space is added motivation, but the Husqvarna 401 Svartpilen concept is a bike unique to itself. That might be because the concept machine is based off the KTM 390 Duke, which is an unlikely though budget-friendly donor machine.

Husqvarna 401 Vitpilen Concept

In addition to debuting the Husqvarna 701 supermoto, the Swedish brand had two street concepts to unveil at the EICMA show. First up is the Husqvarna 401 Vitpilen concept, which is a café racer inspired model. With a 373cc single-cylidner thumper at its core, the Vitpilen (Swedish for White Arrow) sports an attractive and clean design. A modern riff on the 1953 Husqvarna Silverpilen, the idea behind the Husqvarna Vitpilen is that less is more. Making a modest 43hp, the Vitpilen weights a paltry 297 lbs (135kg). Clever details abound on the Vitpilen, and we particularly enjoy the high-tech LED meets retro-scrambler headlight design that sits prominently at the front of the bike.

Friday Summary at Silverstone: Hayden Issues a Retraction, Some Intimidation, & Pedrosa Cheers the Media

08/31/2013 @ 12:15 am, by David EmmettComments Off

Friday Summary at Silverstone: Hayden Issues a Retraction, Some Intimidation, & Pedrosa Cheers the Media Friday Silverstone British GP MotoGP Scott Jones 04 635x423

The media duties are one of the more difficult parts of a MotoGP rider’s job. Every day they spend at a racetrack, they have to spend 10 to 15 minutes answering a barrage of questions from the assembled press.

The questions range from stating the obvious, to inane ramblings, to blatant provocation chasing a printable quote, and even, on the odd very rare occasion, to sensible questions provoking subtle and thoughtful answers. In terms of time, the scope of the questions can range from what happened five minutes ago to events of five or ten years ago.

So it is hardly surprising that from time to time, the facts of relatively ancient history get confused. Such was the case at Silverstone, when on Thursday, Nicky Hayden said he would have liked to test the carbon fiber frame he tried at Jerez back in late 2011. On Friday, Hayden made a retraction, or a clarification, or call it what you will.

He explained that what he had actually tested was the aluminium monocoque frame which was the intermediate chassis between the old carbon fiber frame and the aluminium perimeter beam chassis of which the current bike is an iteration.

He had not, he said, called for a return to the carbon fiber frame, he had merely stated he would have liked to give that aluminium frameless front chassis one more try, but he was thwarted when he broke his hand in a first-corner crash with Alvaro Bautista at Valencia, and was forced to miss the test.

It is understandable that Hayden was a little confused over what he had been testing. He had been thrown a question asking about developments he had liked in the period he had been with Ducati, and had quickly run back through his memories to see what had stuck out.

The test at Jerez in 2011 had been one such moment, but as he had had three different bikes to test on that day, it was easy to confuse which chassis he had been riding at a particular moment.

Friday Summary at Brno: On Yamaha Tracks, Honda vs Yamaha, & Innovation in Moto2

08/23/2013 @ 4:33 pm, by David Emmett2 COMMENTS

Friday Summary at Brno: On Yamaha Tracks, Honda vs Yamaha, & Innovation in Moto2 stefan bradl brno hrc motogp

After visiting three Honda tracks in a row, MotoGP finally heads back to a Yamaha track. Brno is fast, flowing, with a multitude of left-right and right-left combinations which favor the agility and high corner speed of the Yamaha over the more stop-and-go Honda tracks. Here, it is the Yamaha’s turn to shine.

Well, that was the theory. At the end of the first day of practice, it’s the Honda of Stefan Bradl on top of the pile, ahead of Jorge Lorenzo, Dani Pedrosa, Valentino Rossi, Marc Marquez, and Cal Crutchlow. That’s Honda, Yamaha, Honda, Yamaha, Honda, Yamaha. So much for Yamaha domination. Then again, with just three tenths of a second separating Bradl in first from Crutchlow in sixth, Brno is hardly seeing the Hondas dominate either. There is very little to choose between any of them.

Friday at Indianapolis with Scott Jones

08/16/2013 @ 4:17 pm, by Scott Jones14 COMMENTS

Friday at Laguna Seca with Scott Jones

07/19/2013 @ 7:10 pm, by Scott JonesComments Off

Friday at Sachsenring with Scott Jones

07/12/2013 @ 7:39 pm, by Scott Jones2 COMMENTS

Friday Summary at Sachsenring: How a Simple Crash Can Change the Course of a Championship

07/12/2013 @ 7:30 pm, by David Emmett17 COMMENTS

Friday Summary at Sachsenring: How a Simple Crash Can Change the Course of a Championship Friday Sachsenring German GP MotoGP Scott Jones 05 635x422

There’s an expression in the Dutch language, “een ongeluk zit in een klein hoekje,” which translates literally as “accidents hide in small corners.” It seems particularly relevant at the Sachsenring on Friday, as while there were crashes galore at Turn 11, the fast corner at the top of the long downhill run to the two final left handers, Jorge Lorenzo crashed at Turn 10, the uphill left which precedes Turn 11.

It is not much of a corner, just the last of the long sequence of left handers which proceed from the Omegakurve towards the top of the hill, and the plunge down the waterfall. But it was enough to bend the titanium plate holding Jorge Lorenzo’s collarbone together, and put him out of the German Grand Prix, and maybe Laguna Seca as well. That relatively minor corner may have ended Jorge Lorenzo’s championship hopes.

Thursday Summary at Assen: One Crash Can Change a Lot

06/27/2013 @ 7:36 pm, by David Emmett6 COMMENTS

Thursday Summary at Assen: One Crash Can Change a Lot jorge lorenzo assen motogp yamaha racing 635x423

Winning a MotoGP championship – in fact, winning any motorcycle racing championship – is very hard indeed. It takes years of training, and a full season of utmost concentration, and hours, days, weeks, and months of hard work to get everything as perfect as possible. Losing a championship is done in seconds, maybe milliseconds. A single, small mistake, and you can throw away everything you have devoted your life to achieving.

Jorge Lorenzo came into Assen on a roll, off two victories in a row, at Mugello and Barcelona. Assen is a track which suits the Yamaha, and at which Lorenzo is outstanding. He was comfortably fastest in the morning session, ahead of Cal Crutchlow on the other Yamaha, and was just starting to get into the swing of things on a soaking track when he hit a patch of water deeper than he was expecting.

In the blink of an eye, he was tossed from his bike and onto his shoulder, suffering a displaced fracture of his left collarbone which will ensure that he will miss the race on Saturday at Assen. The momentum Lorenzo had been amassing in the previous races just hit a brick wall.

Friday Summary at Catalunya: Rossi’s Fastest Lap, Tire Troubles, & Crutchlow’s Future

06/15/2013 @ 1:15 am, by David Emmett9 COMMENTS

Friday Summary at Catalunya: Rossis Fastest Lap, Tire Troubles, & Crutchlows Future valentino rossi wheelie catalunya motogp yamaha racing 635x423

It has been a while since Valentino Rossi’s name has topped the timesheets in MotoGP: once during the test at Jerez back in March, before that at a wet Silverstone almost exactly a year ago. Since that time, he’s been close on occasion, but never fastest. Until today.

The Italian set out on a hot final run to set the best time of the day, and take over the top spot from his Yamaha Factory Racing teammate Jorge Lorenzo, to the delight of the assembled crowd, so many of whom wear his colors. (On a side note, I often wonder what colors will adorn the racetracks of the world once Rossi retires. Right now, you do not need a GPS to guide you to the circuit, you just follow the sea of yellow to the gates.)

Rossi was delighted, but he was also relieved, having confirmed to himself that he can still be at the front. “Today I am very happy about the result,” Rossi told the press, saying that to be at the front was a great feeling. But Rossi was also realistic: it is only Friday, he pointed out to the media, and he had been fast on Friday at previous races.

Friday at Mugello with Scott Jones

05/31/2013 @ 7:06 pm, by Scott Jones1 COMMENT

Friday Summary at Mugello: Examining Marquez’s Crash & Yamaha’s Fears of Honda Improvement

05/31/2013 @ 6:25 pm, by David Emmett10 COMMENTS

Friday Summary at Mugello: Examining Marquezs Crash & Yamahas Fears of Honda Improvement Friday Mugello Italian GP MotoGP Scott Jones 14 635x423

There are a lot of things that make Mugello special. Its location, in the heart of Tuscany, a sumptuously beautiful part of the world; its layout, fast, flowing, winding naturally up and round the valley it is set in.

The wide open nature of the track, all third and fourth gear combinations which require the perfect combination of intelligence, talent, and sheer courage that make it close to the perfect test of skill. It is fast, it is flowing, and it is undulating.

Even the front straight isn’t really a straight, but a rolling sinew of asphalt that winds down to the first corner. You come down out of the last turn, hammer on the gas, shifting up to sixth as you go, and ride up the rise towards the crest.

Drift right then left through the slight kink in the straight which becomes something resembling a 330 km/h chicane, then just as your front wheel floats free over the crest, you need to get it back down again and get on the brakes for the first corner, the 90 km/h San Donato.

The straight and the braking area are immensely difficult to get right, and a simple error can leave you hurtling into the gravel. Or, in the case of Marc Marquez, drifting towards a wall.

Each rider has their own technique, but subtlety is the key to getting it right. Jorge Lorenzo told the press that he does not really brake over the crest, nor does he use rear brake to keep the front down, but instead Lorenzo rolls off the throttle a fraction.

This puts the front tire back in contact with the tarmac, and allows him to brake at full force for San Donato. Dani Pedrosa’s technique is slightly different, but achieves the same result. “You never really hit the brake at once,” he said, “you squeeze and put the pressure a little after.”