At the Seventh Annual Quail Motorcycle Gathering

What happens when you combine a ritzy golf course, an amazing collection of motorcycles, and an eclectic crowd? You get the Quail Motorcycle Gathering in Carmel, California at the Quail Lodge and Golf Club. Not your typical venue for a motorcycle gathering, the Quail brings together vintage, classic, and racing motorcycles in a setting that can only be described as “chic”. This is definitely not your standard motorcycle show. The event pays tribute, not only to the significant motorcycles from our past, but also to the heroic racers who risked their lives on some of these machines. The tickets aren’t cheap at $75, but admission includes a gourmet catered lunch, an opportunity to see a very diverse collection of motorcycles, and a chance to mix and mingle with a group of very proud and dedicated motorcycle owners.

2015 Ducati Panigale R Mega Gallery

I was recently corrected by Ducati as to the proper naming of its pinnacle Superbike model, now that it does not share the 1,299cc displacement with the other models of that name. Officially the 2015 Ducati Panigale R, the 1,199cc v-twin superbike is the top of the line model from Bologna, and it has some major differences from its “S” and base model siblings to fit that special designation. The 2015 Ducati Panigale R is equipped with an IMU, cornering ABS, and Ducati’s GPS-using data acquisition system — making it a very tech-savvy package. While we were fairly unmoved by the 2013 Ducati Panigale R, mostly because it didn’t seem to offer enough exotica to justify its added price, the 2015 model certainly fits the bill. We have 92 high-resolution photos of it, after the jump. Enjoy!

Even More Photos of the Honda Africa Twin

After a few grayscale photos of the new Africa Twin hit the internet from Honda’s Australian patent filing, now even more photos have emerged, which show the adventure-tourer from every angle…literally. The Honda CRF1000L, as it is designated, will features a 1,000cc parallel-twin engine, an option dual-clutch transmission that has been tuned for road use, and a setup very similar to Honda’s Dakar stage-winning bike. If the hype is to be believed, the Africa Twin is going to be a very capable off-road ADV bike, something that the machine’s 21-inch front wheel hints at with a purpose.

A KTM 1290 Super Duke Tourer?

We have already seen “spy photos” of the KTM 1290 Super Duke based tourer. Some more photos are making the rounds again, you’ve probably seen them on other sites. We stumbled upon this render of the new model, and think it looks pretty spot-on to what the general public can expect to see later this year, when undoubtedly the new model debuts. Whether you call it an SMT or a Grand Tourer, this new model looks simply to be a Super Duke with a windscreen and luggage options — an interesting choice from the Austrian brand. On the plus side, using the 1290 Super Duke platform allows KTM to rapidly produce a sporty touring model, which should help KTM keep a horse in the sport-touring category.

Honda Africa Twin Revealed in Photos

After Honda first released heavily cropped and vignetted photos of the 2016 Honda Africa Twin, we have been wanting to know more about the 1,000cc ADV bike. It helps that a video leaked of the Africa Twin out playing in the dirt, but of course we know that the CRF1000L (as Honda designates it) will be very similar to the True Adventure prototype that Honda brought to EICMA. But like the spoiled children we the media are, we want to open all our Christmas presents right now, so we go digging through the interwebs for every little clue. Luckily, patent applications for the Honda Africa Twin’s design show the new off-roader in all its glory, sans color unfortunately. Still, this is our first glimpse at the final design of the Africa Twin, which will be in US dealers early next year.

Victory Entering an Electric Race Bike at Isle of Man TT

It looks like we were only partially correct in our news that Brammo would be returning to the Isle of Man TT, as the brand’s sister company, Victory Motorcycles, will in fact be racing an electric entry — one that looks like a rebadged Brammo Empulse RR — in the TT Zero event at the historic road race. According to its press release, Victory Motorcycles will field a two-rider team, comprised of William Dunlop and Lee Johnston (a photo of “General Lee” testing a Brammo superbike is what initially sparked this news). While Victory is calling its racing platform a “Victory electric race prototype motorcycle” the chassis and fairings give way to a shape we recognize as the Brammo Empulse RR electric superbike.

Honda Africa Twin Confirmed – CRF1000L Coming for 2016

American Honda dropped a bombshell today, confirming that the teased “True Adventure” ADV model will enter production, and be named the “Africa Twin”, as expected. Officially designated at the Honda CRF1000L, the Africa Twin will be a 2016 model (in dealerships early next year), and best of all, it will be coming to the USA. The 2016 Honda Africa Twin draws upon a legacy of rugged off-road race-proven machines that also wore its name, a sign that Honda intends the CRF1000L to be very capable off-road, and thus not follow the road-going adventure-sport trend.

As Expected, The Scrambler is Killing It for Ducati

April 2015 was the best sales month ever for Ducati Motor Holding, with the Italian firm delivering 7,309 units to customers. This figure is up 29% compared to last year, and tops Ducati’s previous best month ever by 800 units (April 2014 with 6,500 motorcycles). Why the sudden spurt in sales for the Bologna Brand? We have two words for you: Ducati Scrambler. Unsurprisingly, the budget-priced Scrambler range is seeing a strong market response, and of course its getting some help from the all-new Ducati Multistrada 1200 and the Ducati 1299 Panigale line. For the first four months of the year, Ducati is reporting that sales in 2015 are up 10% over last year’s models, with 17,881 motorcycles sold between the start of January and the end of April.

MotoGP in 2017 & Beyond – Towards a Brighter Future?

The MotoGP grid is looking in surprisingly good health in 2015. The series has come a long way in the five years since 2010, when there were just 17 full-time entries on the grid, and Suzuki was teetering on the brink of withdrawal. Dorna’s CRT gambit has paid off: the much-maligned production-based bikes may not have been competitive, but they did spur the manufacturers into action to actually supply more competitive machinery to the private teams. The CRT bikes became Open class bikes, and Dorna’s pet project of standardized electronics has been adopted into the MotoGP rules. From 2016, there will be one class again, with everyone on the same electronics, the same fuel allowance, and the same tires. A bigger change is coming for 2017.

Miller Motorsports Park To Cease Operations

It is a sad day for motorsports fans near Salt Lake City, as Miller Motorsports Park will cease operations at the end of October this year, the track has announced. The news comes from the Larry H. Miller Group (LHM), the track operator, which has decided not to renew its lease with Toole County on the property, thus effectively closing the track and ceasing its operations. This news will not affect the schedule of racing events (including the MotoAmerica round in June), driving schools, public karting access, and other group activities that are currently planned at the facility, but it does raise some question marks regarding what will happen to the space once the LHM is no longer running it.

Ducati, Sometimes It’s Like I Don’t Even Know You

08/23/2013 @ 3:18 pm, by Jensen Beeler62 COMMENTS

ducati-1199-panigale-s-tricolore-eicma-33

I had a good chuckle last week, you see one of my Facebook groups posted up some rumors they heard about the upcoming Ducati middleweight sport bike — namely that it would have a double-sided swingarm. “That’s ludicrous,” I said to myself, as I posted an even snarkier reply to the Facebook (oh sweet internet, how you bring the asshole out in all of us).

Hrmm…well, it appears I was wrong, as spy photos of the “Ducati 899 Panigale” surfaced just days later, and sure enough, there is a double-sided swinger bolted onto the Babigale™.

While it surely gets my goat that I was pie-in-the-face wrong on this rumor (on Facebook no less), what really grinds my gears was that the new model from Borgo Panigale flies in the face of my basic understanding of how Italy’s iconic motorcycle brand even thinks.

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 Ducati Superbike 999 Wasn’t a Sales Flop & Other Ducati Superbike Sales Statistics

03/29/2013 @ 3:27 pm, by Jensen Beeler19 COMMENTS

first-year-ducati-superbike-model-sales-graph-3

Sales figures are a closely guarded secret in the two-wheeled realm, especially when it comes to numbers for specific motorcycle models. It is a shame really, as these are the kind of numbers that we here at Asphalt & Rubber love to pour over for hours, looking for insights, trends, and meanings. So for us, the above graph is made of pure motorcycling gold.

Taken from the Ducati 1199 Panigale R international press launch, where Ducati Motor Holding’s General Manager Claudio Domenicali shared with the assembled journalists the first-year sales figures for each of the Italian company’s Superbike models, the above is a direct recreation of the presentation’s slide, which unsurprisingly Ducati didn’t include when it handed us a copy of the PowerPoint presentation.

In the age of computers and smartphones, not to mention a room full of moto-journalist, it is hard to imagine how Ducati didn’t foresee this information being disseminated to the public, but I digress. After the jump are some of my initial thoughts from looking at the data on each model. We’ll be playing more with this information in the coming days as well.

Lessons from Austin: Marquez’s Star Rises, Rossi’s Wanes

03/15/2013 @ 1:50 pm, by David Emmett8 COMMENTS

marc-marquez-elbow-hrc

So the three days of testing at Austin are over, and what did we learn? That Marc Marquez is something special? We knew that, though we didn’t perhaps realize just how special. That Yamaha really needs to find more acceleration? This, too, was known, but becoming clearer every time the M1 goes up against the Honda RC213V on track. That Valentino Rossi’s return does not equate to an automatic 8th MotoGP title? We suspected as much.

The first thing that became obvious is that the Austin circuit itself is pretty decent. Valentino Rossi described it as “a typical Tilke track, with corners that remind you of Shanghai and Turkey.” Unsurprising, given that Herman Tilke, who also designed Shanghai, Istanbul, and many other race tracks around the world, was responsible for designing the track.

The input from Kevin Schwantz was helpful, though, making the track more like Istanbul than Shanghai. The circuit has a couple of highly technical sections, where you go in blind and need to have memorized which way the track goes. It is wide, giving opportunities for overtaking and braking, and has a couple of the fast, fast sweepers which motorcycle racers love.

It also has a couple of tight corners, leaving the bike in a low gear with a lot of acceleration to do. This, it became apparent, favors the Hondas, the RC213V strongest off the bottom, and capable of pulling a gap. Acceleration issues will be a problem for Yamaha this year, unless Masahiko Nakajima and his fellow engineers can find some extra grunt out of the corners.

The situation was similar in 2012, but Yamaha was helped by the problems the Hondas had with chatter. So far, the Repsol Honda men have remained silent on the issue, meaning the worst of it is over. Yamaha have their work cut out, and Jorge Lorenzo’s second title defense could be a little too reminiscent of his previous one in 2011.

Motorcycle Racing vs. Social Media: How Dorna Could Turn Losing the Battle into Winning the War

03/11/2013 @ 10:23 am, by David Emmett12 COMMENTS

Mugello-Italian-GP-MotoGP-Sunday-Jules-Cisek-13

When the news that Dorna would be taking over World Superbikes broke, there was a wave of outrage among fans, expressing the fear that the Spanish company would set about destroying the series they had grown to love.

So far, Dorna has been careful not to get involved in debates about the technical regulations which seem to be so close to fans’ hearts, its only criteria so far appearing to be a demand that bikes should cost 250,000 euros for an entire season.

Yet it has already make one move which has a serious negative impact on the series: it is clamping down on video footage from inside the paddock.

There was some consternation – and there is still some confusion – about the situation at the first round of WSBK at Phillip Island at the end of February. Where previously, teams and journalists had been free to shoot various videos inside the paddock, there were mixed signals coming from Dorna management, with some people told there was an outright and immediate ban, with threats of serious consequences should it be ignored, while others were saying that they had heard nothing on the subject.

That Dorna is determined to reduce the amount of free material on YouTube became immediately clear after the race weekend was over: in previous years, brief, two-minute race summaries would appear on the official World Superbike Youtube channel after every weekend. After the first race of 2013, only the post-race interviews were posted on the site. It is a long-standing Dorna policy to try to strictly control what ends up on YouTube and what doesn’t. It is its most serious mistake, and one which could end up badly damaging the sport unless it is changed very soon.

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.

January 2013: The MotoGP & WSBK Story, So Far

02/02/2013 @ 3:06 pm, by David Emmett7 COMMENTS

2010-MotoGP-Qatar-exhaust-headers-Scott-Jones

With the first full test for the World Superbike class behind us, and the first test of the MotoGP grid about to get underway at Sepang at the end of this week, it is time to take a look at motorcycle racing’s pre-season, and evaluate where we stand so far. Just what is the state of play for both MotoGP and World Superbike in 2013?

The question is even more pertinent now that both series have been taken under the wing of Dorna, much to the consternation of World Superbike fans and, to some extent, the WSBK paddock as well. It was feared that Dorna would either kill off World Superbike entirely to strengthen the position of MotoGP, or impose such stringent technical regulations on the series as to dumb it down to Superstock spec.

Fortunately, neither of those options looks likely. World Superbikes will continue as a separate series, Dorna CEO Carmelo Ezpeleta was keen to explain when quizzed about the takeover at Ducati’s Wrooom launch event early in January. The aim is to build a strong WSBK series to stand alongside MotoGP, preserving the unique identity of the two series – WSBK as a place to race production bikes, MotoGP as the series for racing prototypes.

But exactly how should the phrase “production bikes” be interpreted? As a hotted up version of the road-going model, as is the intention of Superstock, or as a genuine racing machine built using the production bike as a basis, which is much closer to what some regard as the ethos of WSBK? The answer, it appears, will lie somewhere in the middle, and the factories will have a major say in how this all turns out.