The Class of 2015.
Steady start for the 2014 Moto3 world champion Alex Marquez on his Moto2 debut.
Andrea Dovizioso could be a good outside bet for a podium this weekend.
If you haven’t already drooled over the photos of the GMT94 Yamaha YZF-R1, we recommend doing so. The French outfit is fresh off a race win in Portimao, and a strong contender for the FIM Endurance World Championship (EWC) title. Yamaha has two factory-supported teams though, the second being the Yamaha Austria Racing Team (YART), which won the Endurance World Championship in 2009, and is always a force to be reckoned with. What has always struck me though, is how different the two teams build their bikes, despite starting with the same platform: the Yamaha YZF-R1. Today, I want to illustrate some of those changes, so we can enjoy the subtleties of the French and Austrian teams.
It seems appropriate that just a week after the Isle of Man TT, we should be talking about efforts in Australia to host a similar event. Dubbed the Sunshine Coast International TT (SCTT), the 29.2-mile race would center off of Australia’s Sunshine coast, near Brisbane, and could potentially bring in $8.5 million to the local economy. The Sunshine Coast is already a popular destination for motorcyclists, among other types of tourists who flock to the area’s beaches and other topography. While we have seen other proposals interested in taking the Isle of Man TT formula abroad, some at the whim of the Isle of Man government, the SCTT seems to have some legs, with two public hearings on the subject already held with locals and interested outsiders.
The 2017 Husqvarna FS 450 is the most advanced factory-built supermoto on the market, full stop. That’s not exactly saying much, considering there are few factory-built supermotos on the market these days, but that doesn’t make the Husqvarna FS 450 any less impressive…nor does it make our desire to have one, any less. A refinement to the machine we saw debut last year, the 2017 Husqvarna FS 450 sees the Swedish supermoto upgraded with air forks, proper traction control, and a list of other enhancements that will help you demolish your local kart track. While not officially listed on Husqvarna North America’s website, American riders looking for some supermoto in their garage should be able to make arrangements at their local Husqvarna dealership.
I was reminded by a recent post on Racing Café about the FIM Endurance World Championship, which despite being headed to its third round of the season (at Suzuka), is fairly wide open Championship for its top teams. The Suzuka 8-Hour is sure to disrupt the field even more though, as the track’s specialty outfits often out-class the EWC regulars. This means fewer points will be taken home for the factory teams, which only adds more credence to the FIM Endurance World Championship going to down to the season-closer, at the Oschersleben 8-Hour in Germany. To help fuel the fire of interest in endurance racing, today we bring you some high-resolution photos of the French-based factory-backed Yamaha, the GMT94 Yamaha Official EWC Team.
If you have ever joined a motorcycle forum, you should probably change all your passwords – right now. This is because VerticalScope, a Canadian company that owns the vast majority of motorcycle web forums (among other types of sites), is reporting that its servers were breached back in February, resulting in data the of 45 million users being compromised. As our friends at Canada Moto Guide pointed out, VerticalScope isn’t the most recognized name in the motorcycle industry, but they are a major player in the space with their holdings in forum communities. Asphalt & Rubber readers will surely recognize their top web property for motorcycles though, the aptly named Motorcycle.com.
After much buzz and fanfare regarding the future of Volkswagen, which in-turn called into question the future of Ducati, today we finally get a glimpse into how VW is going to soldier forth from the fallout of its “Dieselgate” scandal. Instead of announcing how the company was going to restructure itself, and review its current business holdings and ventures, as was reportedly widely in financial circles, instead today saw Volkswagen strongly staking its future in electric and autonomous cars. For Ducatisti, some good news does emerge, as Ducati certainly won’t be leaving its home in the Volkswagen Group. To drive that point further, a Ducati representative confirmed to A&R the words of Audi Chairman Rupert Stadler, who said emphatically that “Ducati is NOT FOR SALE”.
California just moved closer to codifying lane-splitting in its vehicle code, as California Assembly Bill 51 (AB 51) just passed the California State Senate Transportation Committee, with a 11-0 vote. This means that AB 51 now will go before the State Senate Appropriations Committee, before it can be presented to the Senate floor. For those who don’t recall AB 51, the bill aims to codify lane-splitting into the California Vehicle Code, and the bill expressly permits state actors, like the California Highway Patrol (CHP), in developing and teaching educational guidelines for safe lane-splitting. California is America’s playground for motorcyclists, namely in that The Golden State permits motorcycles to split lanes between cars.
If you’re attending this year’s World Ducati Week, then you’re in for a treat, as Ducati is set to debut two new bikes at the gathering in Misano. Details are thin at the moment, but we do know that one of the machines will be a limited-edition motorcycle that celebrates Ducati’s 90th anniversary. Meanwhile the other bike is a new model to the Ducati range, which will be shown in a “closed room” setting as a sort of sneak peak before its official launch. The latter model is rumored heavily to be a large-displacement Scrambler model, with engine sizes of 1,000cc to 1,200cc being banded about. Loyal Ducatisti will remember that the first modern Ducati Scrambler debuted at World Ducati Week in a similar fashion, so there’s some precedent for the line to continue the trend of special “preview” events.
When the Honda Grom debuted in 2013, the other Japanese manufacturers took note. The first copycat was Kawasaki, which earlier this year debuted the Kawasaki Z125 Pro, but we shouldn’t forget the fact that Suzuki brought out its EXTRIGGER concept at the 2013 Tokyo Motor Show, as well. Listening to our calls, the Suzuki EXTRIGGER coming to market seems to be getting more likely now, as Suzuki has filed for patents in the China, Europe, and the United States for the plucky electric machine. Just in time, to battle with the freshly updated Honda Grom. With the Honda Grom showing great sales success and the Kawasaki Z125 Pro debuting to favorable reviews, there appears to be a demand for small unassuming motorcycles in markets that are normally dominated by big-displacement machines.
AMA Pro Flat Track is heating up. First, it was Harley-Davidson announcing its first flat track race bike in 44 years, the Harley-Davidson XG750R. And now, we get word that Indian Motorcycle is set to compete as well, debuting today a purpose-built v-twin engine for the job. The Indian Scout FTR v-twin engine is a 750cc liquid-cooled four-valve lump that is specifically designed for flat track racing. Using a specially built chassis, Indian aims to compete in AMA Pro Flat Track, with Jared Mees serving for now as the company’s test rider. Indian says it will compete at a single 2016 event, which is still to be announced, before going after the 2017 AMA Pro Flat Track title in full. Presumably Mees will headline that effort as well, which if the case, should make Indian’s entry a very potent one.
The Class of 2015.
Steady start for the 2014 Moto3 world champion Alex Marquez on his Moto2 debut.
Andrea Dovizioso could be a good outside bet for a podium this weekend.
The prospect of a new MotoGP season always leaves fans giddy with anticipation. Their appetites keenly whetted by winter testing, and speculation over the times set at those tests, they boldly predict that this season is going to be the best MotoGP season ever. Though the racing is often good, all too often, it never quite lives up to the preseason hype.
There is every reason to believe that this year, it will be different. The bikes, the riders, the teams, the motivation, it all points to 2015 being an exceptionally exciting season in MotoGP.
At the last day of winter testing at Qatar just over a week ago, less than a second covered the top fourteen riders, and two seconds covered all but four of the MotoGP field.
A similar pattern emerged at Sepang: with the exception of the occasional hot lap by Marc Márquez, there were ten or more riders within a second of each other. Things haven’t been this close for a while.
Once upon a time, Grand Prix racing rules were fairly simple: bikes had to have two wheels, weigh 130kg, have a maximum capacity of 500cc and a maximum of four cylinders. The switch to four strokes in 2002 added a lot of complexity to the rules, and things have been getting slowly worse since then.
MotoGP now has two different categories with three different rule sets covering a single class, depending on entry type and results in recent years.
With Suzuki and Aprilia entering the series in 2015, and another rule change on the horizon for 2016, it’s time to take a quick look at the rules for this season, and see what has changed since last year.
Sometimes one or two photographs can rescue what would otherwise be a wasted session. That was exactly the situation recently when shooting the Moto2 warm up in Qatar.
Unlike the rest of the weekend the Moto2 warm up started in daylight. After a bit of deliberation I left the Media Center with the intention of taking a shuttle to the inside of Turn 2 as the low evening sun would be behind me.
Chatting with a couple of NASCAR fans recently, I was reminded that any competition is boring if you don’t care who wins. But if you do care, then even cars driving around in circles can be very compelling entertainment.
Those NASCAR fans really cared about how their favorite drivers finished, and not only how they finished in the latest race, but what and how those drivers were doing off the track as well.
Those fans had been captured by the personalities of those drivers. One of the things NASCAR does well is sell personalities. All major sports-related businesses do this to some extent, but some organizations do it better than others.
The NASCAR fans loved their drivers and loathed the others, so each race becomes a contest of great emotional importance. Will Good triumph over Evil? Will Justice prevail? This drama is acted out lap after lap, and then continued post-race with interviews, public appearances, blogs, and so on.
Our friend Tony Goldsmith, you have enjoyed his work from last year’s Isle of Man TT, is back with a new column for Asphalt & Rubber.
Finding himself made redundant at his regular job, Tony is currently on an adventure of a lifetime: picking up a camera and becoming a full-time photographer in the MotoGP Championship.
Tony will be sharing with us his journeys, thoughts, and of course his pictures from the 2014 MotoGP season, which we hope will serve to be an inspiration for others hoping to achieve a lifetime goal, as well as providing some insight into what goes on behind the lens in the premier class of motorcycle racing. Enjoy! – Jensen
Imagine if just for once you didn’t have to stick to your usual nine-to-five job. Instead you were able to do the one job you’ve always wanted to do, but any number of things (it’s usually money) have stood in the way.
This is exactly the situation I found myself in six months ago when the company I had worked at, for the last 14 years, decided to close, making everyone redundant.
This decision did not come as a surprise; in fact, I had been hanging around for the last few years hoping that it would happen, as I had a plan. Fast-forward six months and I have just finished photographing the opening round of the 2014 MotoGP World Championship in Qatar. The plan is starting to unfold.
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?
There’s an old racing adage: when the flag drops, the talking stops, though the word ‘talking’ is rarely used. It’s a cliche, but like all cliches, it is a cliche because it reflects such a basic truth.
Without bikes circulating on track in anger, fans and press have nothing to do but engage in idle speculation, and pick over the minutiae of rules, rumors and races long past. As soon as the racing starts again, all is forgotten, and we all lose ourselves in the now. It is the zen which all racing fans aspire to.
So after spending months going round in circles over the 2014 regulations, speculating about who they favor, and expressing outrage at either the perceived injustice of the rules, or the supposed incompetence of those involved in drawing them up at the last minute, the talk stopped at Qatar on Sunday night.
The fans filled their bellies on three outstanding races, all of which went down to the wire. With something once again at stake, all talk of rules was forgotten.
And to be honest, the 2014 rules had none of the negative effects which so many people had feared. The best riders on the day still ended up on the podium, while the gap between the winner and the rest of the pack was much reduced. The gap from the winner to the first Ducati was cut from 22 seconds in 2013 to 12 seconds this year.
The gap from the winner to Aleix Espargaro – first CRT in 2013, first Open class rider in 2014 – was cut from 49 seconds to just 11 seconds. And even ignoring Espargaro’s Yamaha M1, the gap to the first Honda production racer – an outstanding performance by Scott Redding on the Gresini RCV1000R – was slashed to 32 seconds.
Even the cut in fuel did not affect the races as badly as many feared. It appeared that there had been some dissembling going on in both the Yamaha and Honda garages. HRC had been brushing off any suggestions that fuel may be an issue for them, while at Yamaha, there were a number of worried faces.
There was a clue that things were not as serious as feared when Jorge Lorenzo stopped worrying about fuel and focused his ire on the new Bridgestone rubber, but Valentino Rossi kept banging the fuel drum.
On race day, there was no sign of fuel issues for the Italian, Rossi telling the press conference that his engineers had done a great job to fix the fuel issues, and had given him a properly fast bike. “I think Yamaha worked well on the fuel consumption,” he said.
One of the main complaints aimed at the last-minute rule changes in MotoGP is that they made it impossible to explain to the casual viewer exactly who is riding what, and why.
How many categories are there exactly in MotoGP? Who has more fuel and who doesn’t? And who loses what privileges if they win or podium? To clear up some of the confusion, here is our simple guide to the categories in MotoGP.