The New R1 Would Look Hot in Kenny Roberts Livery

The 2006 Yamaha YZF-R1 LE livery, which was a yellow, black, and white homage to Kenny Roberts Sr., is perhaps the greatest livery ever to adorn an R1, straight from the Yamaha factory. Whether you are a loyal subject of King Kenny, or you just enjoy the fetching, yet simple, racing design, the Roberts livery is a treasure to see in any form — but especially so at speed. Giving us a glimpse as to what the 2015 Yamaha YZF-R1 would look like with such a limited edition paint scheme, Oberdan Bezzi has once again whet our appetite ahead of a weekend full of riding. And for you Giacomo Agostini fans, there is something special waiting for you after the jump as well. Enjoy!

Honda Bulldog Concept Lets the Dogs Out in Osaka

After first showing us the Honda SFA and Honda CRF250 Rally concepts, Big Red made good on its promise for another motorcycle concept premiere at the Osaka Motorcycle Show, debuting the Honda Bulldog concept. With the face of a Ruckus, and built to “leisurely” take-on the great outdoors in an unassuming manor, the Honda Bulldog is a stout off-roader that adds a new slant to the term adventure-bike. With wide 15″ knobby tires, a 28″ seat height, and 400cc parallel-twin engine mated to a six-speed gearbox, the Bulldog certainly isn’t what you expect to see bombing down the trails, yet it sorta makes sense.

A Naked Yamaha YZF-R25 Is Coming Soon?

If you believe the reports coming out of India and Southeast Asia, Yamaha is working on a naked version of its YZF-R25 sport bike. Presumably to be call the Yamaha MT-25, the naked bike would continue Yamaha’s trend of making naked version of its fully faired sport bikes, similar to the recently released Yamaha MT-125 that is available for the European market. With images of the machine testing on public roads abounding, the MT-25 seems likely to see production, so the real intrigue will be in what markets Yamaha makes the machine available. With Honda already offering faired (Honda CBR300R) and unfaired versions (Honda CB300F) of its small-displacement motorcycle in the US, Yamaha could easily go head-to-head with Big Red with the YZF-R3 and an FZ-03 variant, based off the R3 design.

Kawasaki Applies for Electric Motorcycle Patent

Need further proof that the future of motorcycling will include electrics? Take this recently published patent application from Kawasaki, that the Japanese OEM filed for back in 2011. The claims are fairly rudimentary, though they do include a transmission, with Kawasaki’s lawyers mostly outlining the basics of a motorcycle powered by an electric motor, of course the news is less about the contents of the patent application, and more about the fact that it was applied for, in the first place. When will we see an electric motorcycle concept from Kawasaki is anyone’s guess, though there are two big motorcycle shows coming up in Japan in a couple weeks’ time. In reality, we doubt we’ll see something so soon from Kawasaki, but if the Kawasaki H2 has shown us anything, it is that anything is possible from Kawasaki right now.

Is KTM Planning a V4-Powered Sport Bike?

Why would KTM be riding around on a camouflaged Aprilia Tuono V4? That is the question of the day, after a spy photographer caught the Austrian company testing in Spain with such a machine. The answer of course points to KTM working on a V4 street bike platform, which shouldn’t be too surprising since KTM CEO Stefan Pierer already tipped the media off to the fact that it is working on a MotoGP entry that would be based around a beastly V4 engine called the RC16. While Pierer confirmed the MotoGP, as well as a track-only consumer version of the GP bike, zie Austrians have been mum about other motorcycles in KTM’s lineup sharing the new V4 powerplant.

Honda CRF250 Rally Concept Breaks Cover in Japan

Adventure riders, you prayers have been answered. Honda is set to debut a new off-road model at the Osaka Motorcycle Show, the Honda CRF250 Rally. Based off the Honda CRF250L platform, the Rally concept is basically the CRF250L with rally-styled bodywork. The Honda CRF250 Rally concept will get its worldwide debut alongside the Honda True Adventure concept, which we first saw at last year’s EICMA show. This makes for an interesting dichotomy, as the CRF250 Rally is set to look like the CRF450 Rally race bike, while the True Adventure (cough, Africa Twin, cough) borrows heavily from the race bike’s technology package. With Honda showing a 250cc ADV model and a 1,000cc model at the same show, one has to wonder when a consumer-level version of the CRF450 Rally race bike will be ready as well.

Honda SFA Concept Gets Japanese Debut

After it first debuted in Indonesia last October, the Honda SFA concept motorcycle seems to be getting serious, as Honda will be showing the up-market bike at this weekend’s Osaka Motorcycle Show and next weekend’s Tokyo Motorcycle Show. While Honda only mentions that the SFA concept is a “street-fighter style light-weight motorcycle with a single cylinder engine mounted on a trellis frame,” sources in Indonesia say the fetching small-displacement machine is built around the 150cc CB150R for that market. Whether this means that Honda will make more premium-focused 150cc machines, and bring them to markets outside of Asia remains to be seen, though it is clear that the Japanese firm is taking such an approach under serious consideration.

Bimota Racing at IOMTT with American Brandon Cretu

Italy’s favorite boutique brand will be back at the Isle of Man TT races this year, with a two rider team that includes American Brandon Cretu. Cretu and his teammate Ben Wylie will campaign for Bimota at the big four road races (North West 200, Isle of Man TT, Ulster Grand Prix, and Macau GP) on-board the Bimota BB3 superbike. This is not the first time that Cretu and Wylie have raced together, having shared a pit while at the Wylie Racing team during the 2011 and 2012 Isle of Man TT races. Though the Bimota BB3 was ruled ineligible for FIM events, the international road racing scene has no hang-ups letting the S1000RR-powered superbikes lineup on the starting grid.

MV Agusta F4 RC Leaks Again with More “AMG”

We are still waiting for the 2015 MV Agusta F4 RC to break cover officially, but the top-of-the-line superbike from Varese continues to make itself sneakily available to the public. First there were the leaked studio photos, which looked spot-on to the photos MV Agusta USA teased us with at its press launch earlier this year. Now, we have more photos of the F4 RC leaking, though with some changes to the design — namely more prominent “AMG” badging, for MV Agusta’s newest minority partner. The 2015 MV Agusta F4 RC isn’t supposed to arrive at dealerships until June 2015; and when it does, it will be in limited numbers. The F4 RC is MV Agusta’s homologation special for World Superbike and domestic superbike racing classes.

Q&A: Romano Albesiano – “We Know It Takes Three Years to Be Competitive in MotoGP”

Aprilia Racing boss Romano Albesiano has big shoes to fill. Taking over from Gigi Dall’Igna, Albesiano must continue the legacy of success which his predecessor left for him. He got off to a good start, Sylvain Guintoli lifting the World Superbike title in Albesiano’s first year at the helm. Now comes the hard part, following up on that success and expanding into MotoGP. A small group of journalists spoke to Albesiano at the Aprilia launch in Milan. In a wide-ranging conversation, the Aprilia boss covered many topics, including explaining why the Noale firm came back to MotoGP a year ahead of schedule, touching on what the new bike Aprilia is working on for 2016 and beyond might look like, and the 2016 rules in MotoGP.

Up For Grabs: Half of the American Motorcycle Industry

06/27/2013 @ 7:06 pm, by Jensen Beeler37 COMMENTS

It is a fact that isn’t often discussed in the motorcycle industry, but roughly 50% of all on-road motorcycles sold in the United States come from a little company called Harley-Davidson. In 2012 for instance, the Bar & Shield brand sold 161,678 units here in the US, while for the same year the MIC reports 318,105 on-road units were sold nationwide, across all manufacturers.

In a way, the statistic is unfair. A cynical observer would say that Harley-Davidison is in the t-shirts, beanies, and trinkets business…and also happens to sell motorcycles as well. The more accurate critique is that Harley-Davidson sells a carefully curated lifestyle to its owners. A turnkey admittance to Club Cool and a subculture that breaks out of the doldrums of the suburban lifestyle.

You can hate the twenty-something flavors of the same machine that Harley-Davidson panders to dentists and accountants, and you can call the company’s products a number of nasty names, but the simple truth is that they sell, and even when sales aren’t that good, they still sell well. In 2011, the low-point in Harley-Davidson’s five-year sales tailspin, the Milwaukee company still accounted for 48% of on-road motorcycles sold in the US. Chewy.

It is easy to be critical of Harley-Davidson, and there are plenty of things to be critical about (I have had no problem in the past talking about the company’s greatest challenges), but one cannot deny the fact that if Harley-Davidson is responsible for the lion’s share of what we call in passing the motorcycle industry. For Polaris Industries CEO Scott Wine though, Harley-Davidson’s motorcycle dynasty is seen as a market opportunity, though a risky one.

Op-Ed: Truth, Lies, & Useful Idiots

06/23/2013 @ 9:27 pm, by David Emmett22 COMMENTS

useful-idiot-david-emmett

In 1952, Doris Lessing, a Nobel prize-winning author, was one of a group of writers and prominent intellectuals who visited the Soviet Union, then in the iron grip of Joseph Stalin, one of history’s greatest criminals and murderers. She was introduced to the political leaders of the country, and escorted around the nation by the Russian secret police. Lessing, along with the others on the trip, returned home to write gushing praise of the Soviet Union, describing it as ‘a land of hope.’

In her later years, Lessing wrote a damning condemnation of her own naiveté during the visit. “I was taken around and shown things as a ‘useful idiot’… that’s what my role was. I can’t understand why I was so gullible.” She had seen only what had been shown to her, believed what her guides – all of whom worked for the secret police – told her, and accepted the testimony of the workers she spoke to, workers who had been carefully selected, and briefed to project the right message, or sufficiently intimidated to not let any of the real truth slip.

A ‘useful idiot’ is exactly how I feel all too often working in the MotoGP paddock. With no formal training in journalism, and only my gut instinct to follow, it is hard to sift out the underlying facts from the fiction being projected all around me. Most of motorcycle racing journalism – in fact, most of sports journalism – relies almost entirely on the word of others.

A journalist will speak to a rider, or a team manager, or an engineer, or a press officer, and write a news story based on what they have just been told. If they are a good journalist, they will try and verify what they have been told by checking with other sources. If they want to sell newspapers, they will write what suits them, and let the checking be damned.

Barbera Speaks Out about Assault Charges – Eh, Not Really

05/13/2013 @ 6:33 am, by Jensen Beeler12 COMMENTS

the-pageantry

On Friday, reports came out of Jerez that MotoGP rider Hector Barbera had been arrested for assaulting his girlfriend. With the case handled by Spain’s special domestic violence courts, Barbera received a sentence of six months in jail, while his girlfriend also received five months in jail, as she was also found guilty of assaulting Barbera in the exchange. With details of the event seemingly under lock and key by the court’s proceedings, speculation has been rife about the incident.

Hoping to set the record straight, Barbera has released a clarifying statement via his Facebook page, though it does little to shed more light on the situation, and reinforces some very disturbing notions already held about misogyny in Spain, and by proxy MotoGP as well. Stressing that he himself was a victim, as was found by the court, Barbera adds that he would “never think on hurting or damaging any person, no matter woman or men, ” and is adamant that he is “firmly against any type of mistreatment or abuse to anyone.”

That is an interesting statement considering that Barbera’s presumably now ex-girlfriend, identified only by her initials D.P., was sent to the hospital with visible bruising because of Barbera’s own actions. To be fair, Barbera’s own injuries have not been a topic of much discussion, and he is presumed to have suffered some form of battery as well, which presumably makes what he did more justifiable — at least, that seems to be the point Barbera is trying to make in his statement.

Looking at the story from American eyes and predispositions, a man assaulting a woman, whether provoked or not, is automatically cast as the guilty party — it is perhaps the one ironic role-reversal in America’s own battle with sexism and misogyny in its socio-legal systems. As one of my legal colleagues said to me, “a speedy trial, and both parties getting punished? That would never happen here in the United States.” Quite right.

Goodbye Husqvarna Nuda, We Hardly Knew Thee

05/07/2013 @ 1:58 pm, by Jensen Beeler17 COMMENTS

husqvarna-nuda-900r-black

Stefan Pierer’s acquisition of Husqvarna continues to baffle me. You will note I say Pierer, and not KTM, bought Husqvarna, since the Austrian CEO used Pierer Industrie AG in the transaction as a means to help side-step European antitrust issues. After all, we can’t have Europe’s largest dirt bike manufacturer, nay largest total motorcycle manufacturer, gobbling up even more brands in the two-wheeled world. But, I digress.

For as big of an issue as it might be that KTM, by proxy, has swallowed another dirt bike brand, I still do not understand the thinking behind this madness. Dropping to four-digit yearly sales, it wasn’t until BMW started taking the off-road brand into the on-road market did signs of growth appear again at Husky.

Developing three road bikes (Husqvarna Nuda 900, Husqvarna Strada 650, & Husqvarna Terra 650), with three more concepts waiting in the wings (Husqvarna Moab, Husqvarna Baja, & Husqvarna E-G0), it is with even more confusion that we learn that Pierer & Co. intend to kill the Husqvarna Nuda project and its other street siblings.

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

ducati-desmosedici-rr-naked

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.

In the Future, Will You Even Wear a Helmet?

01/07/2013 @ 5:29 pm, by Jensen Beeler20 COMMENTS

Human-Head-Motorcycle-Helmet

Here at Asphalt & Rubber, we spend some pixels talking about the finer points of helmet usage, especially when it comes to the debate regarding mandatory helmet laws. Looking at helmets from 50 years ago, and the basic concept hasn’t changed all that much in the time since.

A hard shell, some impact material, and a soft lining mated to a visor and chin-strap system, over the last half-century most of the improvements to the basic helmet design have been for added fit and comfort, or cheaper and lighter materials — even the more creative and innovative designs that are being hocked around the internet right now don’t stray far from the current concept.

Think 50 years ahead though, and it is hard to imagine the same shapes and designs staying constant. In fact, it becomes possible to imagine motorcyclists wearing no helmets at all. No, I am not talking about some sort of libertarian movement that will rush through our political system, freeing us from the shackles of big government.

Instead, I am talking about the true next-generation of safety devices for the gray matter that resides between your ears, which might put the mandatory helmet law debate to rest (well…probably not).

Why Implementing Price Caps Is the Best Way of Cutting Costs for Teams in MotoGP and WSBK

01/04/2013 @ 2:04 pm, by David Emmett9 COMMENTS

With the announcement of the introduction of price caps for brakes and suspension in MotoGP from 2015, the Grand Prix Commission, MotoGP’s rule-making body, appears to have finally found an effective way of controlling costs in the series. Instead of trying to control costs indirectly and seeing their efforts kicked into touch by the law of unintended consequences, the rule-makers have decided to attempt to go straight to the heart of the problem.

Will capping prices unleash a whole set of unintended consequences of its own? Will, as some fear, the move to cap prices lead to a drop in quality and therefore a reduction in R&D in the areas which are price-capped? And will the price cap act as a barrier to new entrants, or stimulate them? These are hard questions with no easy answers, yet there are reasons to believe that price caps are the most effective way of controlling costs, while the risks normally associated with a price cap, such as a reduction in quality, are lower in a racing paddock than they are in other environments.

What MotoGP Can Learn From F1: The Business Symposium

11/25/2012 @ 3:52 pm, by David Emmett7 COMMENTS

Since the global financial crisis struck back in 2008, MotoGP’s primary focus has been on cutting costs. These efforts have met with varying success – sometimes reducing costs over the long-term, after a short-term increase, sometimes having no discernible impact whatsoever – and as a result, the grids in all three classes are filling up again.

Further changes are afoot – chiefly, the promise by Honda and Yamaha to supply cheaper machinery to private teams, either in the form of production racers, such as Honda’s RC213V clone, or Yamaha’s offer to lease engines to chassis builders – but there is a limit to how much can be achieved by cutting costs. What is really needed is for the series to raise its revenues, something which the series has signally failed to do.

In truth, the series has never really recovered from the loss of tobacco sponsorship, something for which it should have been prepared, given that it had had many years’ warning of the ruling finally being applied.

The underlying problem was that the raising of sponsorship had been outsourced and the marketing of the series had been outsourced to a large degree to the tobacco companies, and once they left – with the honorable, if confusing, exception of Philip Morris – those skills disappeared with them. There was nobody left to try to increase the amount of money coming into the sport.

Wanting, Hoping, Praying for Hayabusa

11/21/2012 @ 6:05 pm, by Jensen Beeler30 COMMENTS

Fifteen years ago, I fell in love with the Suzuki Hayabusa. A courtship that started well-ahead of my formal indoctrination to two-wheels, the Hayabusa was the capstone of motorcycle performance in my youthful eyes. I lusted after its sleek wind-tunnel tuned lines, and marveled at its outright speed, which at its debut, trumped everything else on the market. Approaching the 200 mph mark with their designs, Japan sold us on a “gentleman’s agreement” between the factories to govern their machines to 186 mph — I call it the pinnacle of technical collusion of the first degree.

It is so much easier to compete against another manufacturer when you don’t actually have to compete against them. The Suzuki Hayabusa could co-exist with the Honda CBR1100XX and Kawasaki ZX-12R in bubble that assured no one bike, on paper, could trump the other, after all…they all went 186 mph in the newly declared speed war. It is debatable whether this self-governing measure by the Japanese OEMs avoided a nanny state imposition of laws and regulations onto the motorcycle industry, but there can be no debate about the stagnation the gentleman’s agreement caused in the marketplace.

Once designated as being hyperbikes, a term that gave a nod to the performance specifications being beyond the superbikes found on the race track, we have watched the cessation of the Honda Super Blackbird (2003 in the USA, 2007 worldwide), and witnessed the Hayabusa and ZX-12R, later the Kawasaki ZX-14R, morph into capital “s” sport-tourers that are a far cry from their original intents.

Whether you caste the current Suzuki Hayabusa as the second-generation of the machine, or simply a massaged version of the first-generation GSX-1300R, it has stood motionless for far too long since its beginnings 15 years ago, and revision in 2008. It is time for the Hayabusa to return to its hyperbike roots, and once again captivate the imagination of little boys, and grown men, with what its possible on two wheels.

The Larger Issue Behind the Maverick Viñales Affair

10/20/2012 @ 8:59 pm, by David Emmett7 COMMENTS

It was a strange day in Malaysia. Part of the strangeness was down to the weather. The familiar pattern of disrupted sessions as the rain fell, but not hard enough to allow the MotoGP riders, in particular, to spend much time on the track in the afternoon.

There was a twist, however, a particularly Malaysian one at Sepang: the heavy shower which passed over the track at the start of the afternoon session for MotoGP left part of the circuit soaking, with water a couple of centimeters deep at turns 1 and 2, while the rest of the circuit quickly dried out almost completely. It at least added a little novelty to the disruption, along with the frustration of another wasted practice.

The real strangeness came at the start of the day, however. It took about 10 minutes for observers to notice that Maverick Viñales had not gone out on track and there was suspiciously little activity in the Avintia Blusens garage. Once they noticed, low-level pandemonium broke out: within seconds, a throng of Spanish journalists crowded out of the media center and hastened on their way into the paddock, to find anyone and everyone and learn what they could.

As they drifted back in, and as TV pictures started to appear showing an empty Blusens garage, Viñales walking through the paddock accompanied by his father and the Dorna media officer, and team managers Raul Romero and Ricard Jové gathered in discussions, it was clear that there was something very wrong.

When it was revealed what that was – that Viñales had decided to quit the team with immediate effect – it sent a shockwave through the paddock. Riders quitting teams with races left in the championship is unusual; to do it while that rider is second in the title chase and still in with a shot at the championship is unheard of in motorsport.