BMW G310R Street Tracker by Wedge Motorcycles

A few months ago, this pocket-sized street tracker caught my attention on Facebook. It was based off the BMW G310R street bike platform, that much I could tell, but I couldn’t find anymore information on the machine. A few more weeks of this lonesome photo sitting in my ‘to do” box, and it finally moved on to the place where all good stories go to die. So, imagine my surprise when our friends at BMW Motorrad Japan sent me the following photos, which depict a new custom bike they commissioned from Takashi Nihira, at Tokyo’s Wedge Motorcycles. It is the same bike I saw months earlier, but now we know who to thank for its creation, as well as a little bit more about its build. Its is quite impressive, for an unassuming “little” street tracker, don’t you think?

From Russia with Love, MV Agusta Finds New Money

Last week, I was ready to start polishing the obituary for MV Agusta – the Italian company seemingly in an impossibly terminal state. Now it seems MV Agusta’s fortunes are changing, with the Italian motorcycle maker signing an agreement with the Black Ocean investment group to recapitalize MV Agusta. Details of the pending transaction haven’t been released, but we can assume that the increase in capital will help ease MV Agusta’s relationship with suppliers, get workers back on the assembly line, and continue the development of new models. The €20 million question though is whether Black Ocean’s investment will mean the departure of AMG, the German auto brand acting now like an albatross around MV Agusta’s neck.

Ducati MHLeggera Concept by Speed Junkies

The Ducati 1299 Superleggera might be the most technically astounding machine ever to come from the Italian brand, but all those exotic materials and fancy electronics are lost on some riders – motorcyclists who prefer more simpler times. So the good folk at Speed Junkies have heard this call, and mashed-up the 1299 Superleggera with Ducati’s perhaps most coveted nod to the past, the Mike Hailwood inspired Ducati MH900e. Both the Superleggera and MH900e are beauties in their own right, though there is something interesting to the design that Speed Junkies proposes with the two bikes together. We thought you would find the concept interesting, and there is a second “race” version waiting for you after the jump as well. We are of the belief that either would look good in our garage.

Introducing A&R Pro Premium Memberships

We are launching something very special today, which is geared towards our most diehard readers. We call it A&R Pro. It is a premium membership that offers more features to the Asphalt & Rubber website, and more of the A&R content that you have grown to love. For the A&R readers who can’t get enough of the site – often coming here multiple times per day to get the latest stories – we wanted to offer you more of the content and community that you thrive on; and in the same breath, give you a way to help support Asphalt & Rubber. That’s where A&R Pro comes in. Asphalt & Rubber has always strived to be an independent voice in the motorcycle industry. By signing up for A&R Pro, you help us to continue that goal, and in fact make us more independent.

Ariel Ace R – More Sexy for the Sexiest VFR1200F

For some, it is a challenge to get excited about a motorcycle like the Honda VFR1200F. The porker of a street bike as strayed far away from its sport bike roots, and yet confusingly isn’t a terribly effective tourer either. The market response reflects this confusion, but I digress. It is however easy to get excited about the Ariel Ace, a motorcycle that features a repackaged VFR1200F motor wedged into a bespoke aluminum trellis frame, with the usual top-shelf drippings offered, along with a very unique streetfighter design. Taking things to the next level now is the beautifully done Ariel Ace R, which comes with carbon fiber fairings, carbon fiber wheels, and a tuned V4 engine that produces 201hp and 105 lbs•ft of peak torque. Only 10 Ariel Ace R will be made.

New Honda Rebel 500 & Rebel 300 Models Debut

It would be hard to count the number of motorcyclists who got their start in the two-wheeled world on a Honda Rebel motorcycle, with the line going back through decades of time. The number is certainly a large one. Now, a new generation of rider can begin their two-wheeled journey on a new generation of Rebel, with Honda debuting the all-new 2017 Honda Rebel 300 (above) and 2017 Honda Rebel 500 (after the jump) ahead of the IMS Long Beach show. The Honda Rebel 500 and Honda Rebel 300 use the same power plants found on the CBR500R (471cc parallel-twin) and CBR300R (286cc single-cylidner), respectively, repackaging those engines into a cruiser platform that is friendly to new and shorter riders, with a 27″ seat height.

Electric Done Right, Enjoy the Aero E-Racer Street Tracker

It has been a while since we have seen an electric motorcycle that caught out fancy – you know, one that looked like it was made by someone who actually understands motorcycles, and isn’t just gunning for a spot at Art Center. There is this notion in the electric world that just because powertrains are evolving, that we need to throw the baby out with the bath water as wellwhen it comes to design. But, when I think about the electric motorcycle builds that have caught my attention the most, it is the ones that understand this concept at their core – good examples being bikes like the Mission R, Alta Motors Redshift SM, or Vespa Elettrica. Add another name to that list now, as the E-Racer from Aero Motorcycles is a truly beautiful two-wheeled machine, and it runs on electrons, not hydrocarbons.

Here It Is, The Norton V4 RR Superbike

It has been a long time coming for the Norton V4 RR, but the British firm has finally debuted its 1,200cc, 72° V4-powered, 200hp superbike. The actual machine looks pretty close to its concept sketches, which in turn are based closely to Norton’s TT race bike. Norton has made a pretty stout machine, with the V4 RR coming with a robust electronics package that was developed in-house, which includes traction control, wheelie control, launch control, and cruise control, augmented by a six-axis IMU; a 7″ high-definition display that includes a rear-facing camera; and a up-and-down quickshifter and datalogger. Key chassis components include the twin-tube “shotgun” frame, and a single-sided swingarm with a fully adjustable pivot point (the steering head angle is also adjustable).

The Z800 Becomes the 2017 Kawasaki Z900

The naked sport bike segment continues to push into larger displacements, with the Kawasaki Z800 turning into the all-new 2017 Kawasaki Z900. With that change in number comes an obviously new 948cc inline-four engine, slung into a light-weight trellis frame, amongst other improvements. For the marquee differences between the machines, the Kawasaki Z900 brings with it a 13hp power increase to 124hp, and a weight reduction of over 50 lbs, for a curb weight of 458 lbs (non-ABS). For creature comforts, the 2017 Kawasaki Z900 comes with assist and slipper clutch, with optional ABS brakes. Priced at an aggressive $8,399 ($8,799 for the ABS model) though, that tradeoff comes from the Z900 being sans any advanced electronics and high-spec components.

Vintage Done Right, The Fantic Caballero 500

You probably haven’t heard of Fantic Motorcycles, but you won’t want to miss the company’s two new 500cc models, which are tastefully done heritage models. Bringing Italian sexiness to a segment dominated with an American aesthetic, the Fantic Caballero 500 street tracker and scrambler bikes are remarkable examples of purposeful and elegant machines. Based around a 449cc single-cylinder four-stroke engine that makes 43hp, the Fantic Caballero 500 scrambler comes with a 19″ front wheel and 17″ rear wheel, whereas the street tracker model comes with 19″ hoops fore and aft. The chassis is done in the old style, with a backbone frame made out of chromoly steel, mated to a more modern aluminum swingarm. Upside down forks and a rear monoshock handle suspension, both of which are fully adjustable.

MotoGP, Moto2, & Moto3 Silly Season Loose Ends

10/01/2015 @ 10:37 am, by David Emmett4 COMMENTS

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Aragon was a busy time for the riders and managers in all three Grand Prix classes. Wrapping up contract negotiations before the circus heads east for the Pacific Ocean flyaways was high on the list of priorities, though not everything ended up getting sorted before the teams packed up at Aragon. Plenty of agreements were reached, however, as we shall see below.

Though most of the loose ends have been tied up in MotoGP, a few question marks remain. The Aspar team was one of those question marks, which came much closer to a conclusion at Aragon.

The original plan was to have Jack Miller join the team, bringing his crew with him, and covering most of the cost of riding, but various obstacles prevented that from happening.

Money was a major factor, in part the amount Aspar were willing to pay to have Miller in their team, but perhaps a bigger factor was being left with Hondas.

The Open class Hondas have both been a huge disappointment for all of the teams that have run them. The 2014 RCV1000R was massively underpowered, and was getting blown away by the factory bikes along the straight.

To remedy that situation, Honda offered the RC213V-RS, a cheaper version of the factory RC213V, but without the seamless transmission and using the spec electronics.

That bike has also not been competitive, perhaps in part because it is a stripped down version of the original. “This bike was designed to use a seamless gearbox,” Nicky Hayden explained last weekend. “You can’t get the best out of it without one.”

Gresini’s Quandary & What That Means for Scott Redding

08/22/2014 @ 12:52 pm, by David Emmett12 COMMENTS

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Under normal circumstances, Scott Redding would already know exactly where he will be racing in 2015. He has a contract with HRC and Gresini to race with the Go&Fun Gresini team, which puts him aboard the factory option Honda RC213V next year, replacing Alvaro Bautista.

Up until a few races ago, the only question mark was whether Redding would continue to run Showa suspension and Nissin brakes, which come as part of a lucrative sponsorship deal for Gresini, or whether the team would switch to Ohlins and Brembo, like the factory Honda team.

In the past couple of weeks, that situation appears to have changed. Ahead of the Brno round of MotoGP, rumors emerged that Gresini was struggling to raise the funds for 2015.

LCR Honda Gets New Sponsor – Readying a Two-Bike Team?

06/26/2014 @ 1:26 pm, by David Emmett3 COMMENTS

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Stefan Bradl’s LCR Honda is sporting a new livery at Assen, after the team secured a major new sponsorship deal. The tie up will see the bike in CWM’s colors for three races in 2014, and will continue as a major backer in 2015.

The new sponsorship deal is so significant that it offers LCR Honda new possibilities. Lucio Cecchinello has made no secret of his desire to expand from a single bike to a two-bike team, but so far, the financial backing necessary has been missing.

The deal with CWM World has the potential to be the key support which would allow Cecchinello to add a second, Open bike to his satellite Honda RC213V currently being ridden by Bradl.

LCR Honda & Marc VDS Considering MotoGP Expansion for 2015 – But No More Production Hondas Available

06/03/2014 @ 5:24 am, by David Emmett4 COMMENTS

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The 2015 MotoGP grid is shaping up to look even stronger than this season. There are increasing signs that the weaker teams on the grid are set to disappear, with the strongest teams in Moto2 moving up to take their place. In addition, there is a chance that some of the stronger existing MotoGP teams could expand their participation as well.

It is an open secret that the Marc VDS Racing team is weighing up a switch to MotoGP. Team boss Michael Bartholemy has had initial talks with the team owner Marc van der Straten about adding a MotoGP entry to their line up, but they are still a long way from making a decision.

Bartholemy told us that a decision on their participation would come at Assen at the earliest, but admitted that it was still a very serious option.

Honda RCV1000R Getting More Power, But Not Until 2015

05/21/2014 @ 11:19 am, by David Emmett22 COMMENTS

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Honda’s RCV1000R production racer is due to get some upgrades after all, but those upgrades are not set to come until 2015, according to reports on GPOne.com.

The performance of the RCV1000R has been a source of some disappointment for the teams who stumped up the roughly 1 million euros a season in bike costs, as well as for the riders who have been hired to race the bike. After reports that a Honda test rider had lapped with 0.3 seconds of the factory RC213V machine, expectations of the bike were very high indeed.

On the track, the RCV1000R has not got anywhere near the times expected of it. Comparing the fastest race lap of the fastest RCV1000R rider against the slowest RC213V rider shows an average difference of 0.730 seconds over the first five races of the season, four tenths more than Honda had managed with a test rider.

Teams have complained, riders have been open in criticizing the lack of power, and the current teams have been eyeing the Open class Yamahas fielded by the NGM Forward team with some interest.

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

03/28/2014 @ 12:25 pm, by David Emmett21 COMMENTS

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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.

Expectations received a boost when former world champion Casey Stoner tested the RCV1000R, praising its performance. Speculation reached fever pitch when HRC vice president Shuhei Nakamoto told the press at the launch of the bike that the RCV1000R was just 0.3 seconds a lap slower than the factory RC213V in the hands of a test rider.

Was that in the hands of Casey Stoner, the press asked? Nakamoto was deliberately vague. “Casey Stoner is a Honda test rider,” he said cryptically.

Once the bike hit the track in the hands of active MotoGP riders Nicky Hayden, Hiroshi Aoyama, and Scott Redding at the Valencia test, it became apparent that the bike was a long way off the pace. At Sepang in February, the situation was the same.

Nakamoto clarified his earlier statements: no, the times originally quoted were not set by Casey Stoner, who had only done a handful of laps in tricky conditions on the bike.

They had been set by one of Honda’s test riders. And yes, the biggest problem was the straights, as times at Sepang demonstrated. Test riders were losing around half a second along the two long straights at Sepang, Nakamoto said.

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.

Turning in and braking was much improved, something which did not come as a surprise after the American’s time on the Ducati. Once the bikes arrived at Qatar, the Honda made another step forward, Hayden cutting the deficit to 1.4 seconds from the fastest man Aleix Espargaro.

By the time the race rolled around, the Hondas had cut the deficit again. Comparing fastest laps of the race, Scott Redding set the quickest lap for production Honda rider, lapping just 0.841 slower than his teammate Alvaro Bautista, who set the quickest lap of the race.

But consistency proved to be the undoing of the Hondas, Scott Redding and Nicky Hayden crossing the line just 0.035 seconds apart, but over 32 seconds down on the winner, Marc Marquez. Where the difference between the fastest and slowest flying laps of Redding and Hayden was nearly 2.4 seconds, for the front runners, that difference was just over a second.

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? Is it purely top speed, or is it a combination of speed and acceleration? And where does that lack of speed and acceleration come from?

Analyzing MotoGP Braking Stability: Why Is Honda So Much Better than Yamaha?

02/10/2014 @ 9:03 am, by David Emmett15 COMMENTS

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One of the great privileges which holding a MotoGP media pass allows is to stand behind the armco and watch and listen to the bikes as they go past. At the Sepang test, I made full use of that opportunity, and wandered over to Turn 3 – the glorious, fast right hander, where the riders get sideways driving through the turn and onto the short straight to Turn 4 – to enjoy the spectacle of the best riders of the world showing off their skills.

There is more to be learned from watching at trackside than just how spectacular MotoGP bikes are through fast corners, though. The careful observer can pick up clues to what both the riders and factories are doing. With electronics such a key part of MotoGP nowadays, the track is one of the few places where updates are visible.

Updated vehicle dynamics algorithms may be invisible from pit lane (or nearly so, with the occasional addition of sensors or torque gauges the only visible clue), bike behavior on the track will sometimes betray them.

At the end of 2013, Marc Marquez and Dani Pedrosa had asked for more stability under braking, and some more corner speed. Listening to the bikes at Sepang gave a possible clue as to how they had achieved that. The differences in engine note between the various bikes were instructive of the varying levels of electronics, engine braking strategies, and gearbox function.

That Honda have been working on braking and corner entry was audible at Sepang. Though the RC213V always sounded smooth under braking, braking for Turn 4 the improvement was noticeable.

The Lineage of Honda’s Grand Prix Motorcycles

11/18/2013 @ 6:37 am, by Jensen Beeler28 COMMENTS

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For the past twenty years or so, there is one manufacturer who has been above all others in the premier class of grand prix motorcycle racing, and that manufacturer is Honda.

Winning 12 of the last 20 World Championship titles, Honda’s recent domination in 500GP and MotoGP has been a sea change for the series, and the company’s winning total in this modern era of four-stroke and two-stroke machines is double the next nearest OEM, Yamaha (MV Agusta still holds the outright record, with 18 championships from the 1956-1974 period of four-stroke racing).

Part of Honda’s success has been the fact that the Japanese motorcycle manufacturer has been able to attract some of the best riders ever to come to a Grand Prix race’s starting line, champions like Mick Doohan (1994-1998), Àlex Crivillé (1999), Valentino Rossi (2001-2003), Nicky Hayden (2006), Casey Stoner (2011), and now Marc Marquez (2013).

But also part of the equation has been the superb equipment that HRC, Honda’s racing department, produces for its riders, bike likes the Honda NSR500, RC211v, RC212V, and RC213V, which have widely been regarded as the best machines on the grid in each of their respective eras.

Looking down the pipe, as MotoGP adopts new rules and regulations, the RC213V and RCV1000R appear set to dominate their respective classes as the factory machines will be reduced to 20 liters of fuel for next year, and the open class machines are forced to use both the Dorna-supplied ECU hardware and software.

It would appear that Honda has a firm grasp on the next few years of MotoGP racing, and as a bit of an homage to this company’s fantastic two-wheeled craftsmanship, along with the racers who rode them, we give you wallpaper-sized photos of Honda’s Grand Prix motorcycles, from the 1995 to 2013 seasons.

Tuesday Summary at Valencia: Hayden’s Honda, Edwards On The FTR, & The Brothers Espargaro

11/13/2013 @ 7:09 am, by David Emmett12 COMMENTS

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The track was a lot busier on Tuesday at Valencia, after the halfhearted beginning to MotoGP testing on Monday afternoon. A group of well-rested riders took to the track to get prepared for the 2014 onslaught, and take the first steps on the road to a new season.

Some familiar faces, some new faces, but also a couple of new bikes, with the Yamaha FTR machines run by Forward Racing making their debut on the track, and Nicky Hayden getting his first taste of the Honda RCV1000R.

The times set by the brand new Open class bikes hardly set the world on fire, but that was to be expected given the fact that this was the first time either of them had seen serious use in the hands of Grand Prix riders. “Don’t forget that Casey [Stoner] did just five laps in Motegi with that bike,” Honda principal Livio Suppo told me. “It’s really just a first shakedown with the riders.”

That point was illustrated by Scott Redding, who has a problem with the wiring loom on Gresini’s Honda RCV1000R, and had to wait while they fixed that problem.

Monday Summary at Valencia: Rossi’s New Crew Chief, Crutchlow’s Debut, & Gigi Dall’Igna on Ducati’s Future

11/12/2013 @ 5:46 am, by David Emmett2 COMMENTS

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Having a test on the Monday after the last race of the season is a rather cruel punishment for the MotoGP riders. The Sunday night after Valencia is usually a rather festive affair, with teams holding parties to mark either the departure of one rider, the arrival of a new one, celebrating success or drowning their sorrows.

For those ‘lucky’ enough to go to the FIM Gala awards, a stately and formal affair, there is also the need to blow off some steam afterwards, riders are never very good at sitting still for a couple of hours while official presentations are made. Most people in the paddock are usually a little worse for wear on Monday morning.