Victory Ignition Concept Is A Very Sporty Cruiser

It had been widely rumored that Victory Motorcycle would launch a sportier offering, using the 60° water-cooled 1,200cc engine that powered the Project 156 race bike almost to the top of Pikes Peak. The new model is a tectonic shift for Victory, which also this year debuted its first electric model – though the Empulse TT is really just a rebadged Brammo Empulse R. Debuting the Ignition concept at the 2015 EICMA show today though, it’s clear that Victory Motorcycle is becoming more than a modern alternative to Harley-Davidson and the metric cruisers from Japan. The design is attractive, even to our sport-bike focused eyes. That’s due in part to designer Urs Erbacher, who specializes in custom-styled drag bikes.

2016 Benelli Leoncino Brings Back the Lion Cub

Benelli is not a brand we usually talk about with great reverence, as the Italian company has steadily lost its luster since its acquisition by China’s Qianjiang Group. Benelli’s motorcycles were never known for being terribly reliable, and unfortunately the artful designs that they exuded have slowly eroded away over time. The big announcement for Benelli at the 2015 EICMA show is the new Benelli Leoncino, the “lion cub” model that’s rooted in Benelli’s post-WWII history. This modern take on the classic Benelli Leoncino is an attractive scrambler model, which makes 47hp from its 500cc parallel-twin engine. This also means that the Benelli Leoncino a well-suited A2 license machine in Europe, and its wire-spoked wheels are 19″ in the front and 17″ in the rear, and should make the Leoncino surprisingly adapt at light off-road use.

Bimota Tesi 3D RaceCafe Is “Pinnacle Weird”

We present you with perhaps the strangest motorcycle to debut at the 2015 EICMA show. The Bimota Tesi 3D champions the hub-center steering chassis design, and is one of the more unique motorcycles in the industry right now. Its design is positively futuristic, so it is a little strange that Bimota is trying to make the Tesi 3D into a café racer with the launch of the Bimota Tesi 3D RaceCafe. Powered by the same 803cc air-cooled v-twin engine that’s found in the Scrambler series, you can tell that Bimota is trying to latch onto the post-heritage trend that is dying a slow death in the motorcycle industry, but hasn’t quite figured out how to do it yet.

Bimota Impeto, Supercharger Optional

The Bimota range has a long history of Ducati-powered machines, as the Italian brand has been used the most out of all the motorcycle manufacturers to power Bimota’s street and race bikes. The Bimota Impeto adds another Ducati-powered model to the slew of others, but it differentiates itself as the only 162hp streetfighter in the lineup. If the Impeto looks familiar to the Bimota DB8, there’s good reason, as the two bikes share the Ducati Diavel’s Testastretta 11° DS engine. As such, the chromoly steel chassis share a number of components, leaving most of the differences down to styling choices between the two liquid-cooled models. Our personal favorites are the exhaust and seat, which mirror each other with a rising flair.

The Aprilia RSV4 R-FW Misano Is Basically a MotoGP Bike

The Aprilia Factory Works program is easily the most ridiculously awesome thing to come out of the 2015 EICMA show because it offers regular consumers (with a healthy pocketbook) the chance to own a 230hp+ Aprilia RSV4 superbike, just like what they race in the World Superbike Championship…and very close to what they race in MotoGP. Aprilia was a little vague though on what the Factory Works program entailed, but thankfully today at the EICMA show they clarified what exactly would be available from Aprilia Racing. Coming up with five trim-levels for the RSV4 superbike, Aprilia has basically answered every track day enthusiast’s / amateur racer’s wet dream, and distracted us from the fact that the Noale company has a woefully aging product lineup.

Here is What the 2017 Suzuki GSX-R1000 Will Look Like

As we predicted, Suzuki has debuted a new Suzuki GSX-R1000 superbike at the EICMA show, though before you get your hopes too high, we should preface that the model is actually the Suzuki GSX-R1000 concept. Suzuki clearly isn’t ready to bring the GSX-R1000 to market in-time for the 2016 model year, and our sources tell us that the Suzuki GSX-R1000 Concept will in fact be the 2017 Suzuki GSX-R1000, which will debut in the second half of 2016. That being said, the news is an exciting development from Suzuki, which says that the new Suzuki GSX-R1000 is the lightest and most powerful superbike ever from the Japanese manufacturer. To our eye, it looks to be the most advanced as well.

Erik Buell Racing Deal Falls Thru – Will Be Sold…Again

The situation around Erik Buell Racing is rapidly becoming comical, as the American motorcycle brand is headed back to auction, after its sale to Bruce Belfer failed to close. The Milwaukee Journal-Sentinel reports that Erik Buell Racing will go back to the auctioning block on December 10th, because Belfer was unable to secure financing on his $2.25 million purchase price for Erik Buell Racing. As has become the trend among Buell-loyalists, Belfer blames Hero MotoCorp for the failure of his deal to close. “They (Hero) went in before we closed and started to remove things, to the point where an entire warehouse was moved,” Belfer said to the Milwaukee Journal-Sentinel.

The Yamaha MT-10 Is Not Your Grandpa’s FZ-1

Perhaps a model whose debut is obvious to us now, hindsight always being 20/20, Yamaha has just dropped the 2016 Yamaha MT-10 on us at this year’s EICMA show. The Yamaha MT-10 helps round out Yamaha’s MT brand, with affordable and edgy models available from 125cc all the way up to now 1,000cc. Without even riding the Yamaha MT-10 we are fairly certain that this street bike, with its Yamaha YZF-R1 race track DNA, is a hoon to ride with its over-abundance of personality – it would have to, with a face like that. There is no word yet if the 2016 Yamaha MT-10 will come to the USA, potentially supplanting the Yamaha FZ-1 from its perch. Considering how different those two bike demographics are though, we have a hard time seeing it.

2016 Ducati Multistrada 1200 Enduro – More ADV

This is Ducati’s first real foray into the adventure-touring segment of motorcycles, and the 2016 Ducati Multistrada 1200 Enduro promises to up the ante on the Multistrada 1200’s off-road ability, with a purpose-built trail stomper. As we can see from the photos, there have been several changes to the Multistrada 1200 to make it more ADV capable, the most important of which is the double-sided swingarm, for added strength and rigidity. Other changes include a 19″ front wheel, shod with knobby tires, a skid plate, and a higher-mounted single exhaust can. We are told the fuel tank has been punched out to 30 liters, which is almost 8 gallons – certainly enough fuel to get you properly lost in the great outdoors.

Bimota Impeto “Hyper-Naked” Debuting at EICMA

In addition to the Bimota Tesi 3D RaceCafe that will debut at the EICMA show in Milan next week, the boutique Italian brand has another new model for our two-wheeled consumption, the Bimota Impeto. Bimota is calling the Impeto a “hyper-naked” model, which we take to mean a nasty-fast streetfighter machine, which will take over from the Bimota DB9. We say this because sometimes things get lost in translation when it comes to Bimota press releases. Bimota does clearly say though that the Ducati Testastretta 11° DS engine will power the Bimota Impeto, which should mean that the Impeto will make around 162hp with its dual-spark engine.

Analysis: Ducati’s Non-MSMA Entry Machines for MotoGP – A Great Gamble with the New Regulations

07/01/2013 @ 4:15 pm, by David Emmett16 COMMENTS


At Assen, Ducati MotoGP Project Director Paolo Ciabatti revealed that they too will be offering bikes for non-MSMA teams in 2014. While Honda is selling a simplified production racer version of the RC213V, and Yamaha is to lease M1 engines, the package Ducati is offering could turn out to be very interesting indeed.

Instead of producing a separate machine, Ducati will be offering the 2013 version of the Desmosedici to private teams, to be entered as non-MSMA entries, and using the spec-electronics hardware and software package provided by Magneti Marelli.

Although the current 2013 machine is still far from competitive – at Assen, the two factory Ducatis finished 33 seconds behind the winner Valentino Rossi, and behind the Aprilia ART machine – the special conditions allowed for non-MSMA entries make the Desmosedici a much more interesting proposition.

MotoGP: A Ducati Desmosedici GP13 Production Racer?

06/29/2013 @ 12:51 pm, by Jensen Beeler12 COMMENTS


Speaking with, Ducati’s MotoGP Project Director Paolo Ciabatti has revealed that the Italian factory is considering making a production racer version of the Ducati Desmosedici GP13 that will be made available to privateer MotoGP teams.

Conceived along the same vein as Honda’s RC213V-based production racer, the Ducati race bike would be available only to privateer teams in MotoGP, and would fall under MotoGP’s new rules, which make distinctions between factory and privateer bikes.

“Since the new rules came out for next year, where it is actually possible for a full MotoGP bike to run in what would have been the CRT class – using the single ECU and single software – we are considering to make available the 2013 bike with this package,” said  Ciabatti while talking to

Wednesday Summary at Assen: Of Weird Wednesdays, Difficult Ducatis, & MotoGP’s Long-Term Future

06/26/2013 @ 8:35 pm, by David Emmett11 COMMENTS


Wednesday at Assen is always a rather odd day. At most rounds, Wednesday is a travel day, and the paddock regulars spend the day in airports, planes, and hired cars. But because the race at Assen is on Saturday, the events that normally take place on Thursday such as the pre-event press conference, happen a day earlier.

That leaves everyone with the racing equivalent of jet lag, their bodies and minds 24 hours behind events. Mentally, we are all prepared for a day of torpor and inaction. What we are greeted with is a day of rushing around to talk to riders, team managers, and anyone else foolish enough to cross our paths. Mind battles physical reality, and both come out losers.

Even focusing on the upcoming race is hard. Rolling into the circuit under bright skies and cheery temperatures – not warm, but not freezing either – feels slightly surreal after having studied the weather forecasts for the coming days.

While race day is likely to be dry, Thursday and Friday look like being full wet days. What that means is that practice may not be much of a guide to what actually happens on race day, rendering practice and qualifying relatively meaningless.

MotoGP Sepang Test – Day 1: CRTs Meet Magneti Marelli

02/03/2013 @ 12:18 pm, by David Emmett1 COMMENT


The first day of the extra two-day test for the CRT teams laid on to allow the teams using the new Magneti Marelli spec-ECU has been almost entirely wasted. A lack of parts and above all, a lack of data with the new system meant that the day was spent mostly in the garage, with very few laps turned out on the track.

Only CAME Ioda’s Danilo Petrucci got in any serious track time, the Italian posting a total of 27 laps. All of those laps were set without any assistance from the electronics, however: with no data, the team had no base set up to work from, and Petrucci was lapping without any electronic aid.

“It’s really hard to ride a bike without any electronic controls,” Petrucci posted on Twitter afterwards, a fact that is borne out by his times. Petrucci’s fastest lap was a 2’06.841, two seconds slower than his best time from the race weekend at Sepang, and four seconds behind the best CRT time set back in October of last year.

Saturday Summary at Valencia: Of Lap Records, Hunger For Success, & Giving Factories Enough Rope

11/11/2012 @ 1:12 am, by David Emmett1 COMMENT

The last of the 990cc pole records finally went at Valencia, along with the last record held by Valentino Rossi at any of the tracks currently on the calendar. Dani Pedrosa’s astonishing last lap was inch perfect, and put him 0.158 seconds faster than Rossi’s time, set in 2006 at the infamous season finale in which Rossi got a dismal start, then fell off trying to catch Nicky Hayden, handing the American the world championship in the process.

Pedrosa’s lap really was something special, though the Spaniard was not as impressed as the onlookers. He had had a few good laps in his career, he told the press conference, and this was definitely one of them. Pedrosa has looked ominous all weekend – actually, since Indianapolis – and if it were going to stay dry, then you would be hard put to think of anyone who could beat the Repsol Honda man.

Jorge Lorenzo is keen to try, and is fast all the way round the circuit to the final sector, but is losing a couple of tenths just in the acceleration out of the final corner and towards the line. The Hondas dominate there, good round the long left before the final corner – both Casey Stoner and Dani Pedrosa were hanging the rear out all round that turn, showing a hint of the old tire-smokin’ 990 days – but absolute missiles on acceleration.

That has been Lorenzo’s complaint all year, not sufficient acceleration and not the wheelie control which the Hondas appear to have. If Lorenzo arrives at the final corner with a Honda behind him, he will fear for his position.

New MotoGP Rules for 2014: Spec-ECU, Spec-Software, Fewer Motors, Less Fuel, & Combined Weight for Moto2

11/10/2012 @ 10:57 pm, by David EmmettComments Off on New MotoGP Rules for 2014: Spec-ECU, Spec-Software, Fewer Motors, Less Fuel, & Combined Weight for Moto2

After an almost interminable period of discussions and debate, agreement has at last been reached over the technical regulations to be applied in MotoGP for the 2014 onwards. The agreement has been a compromise, with both sides of the table being given something to satisfy them.

The new rules see the introduction of a compulsory spec ECU and datalogger, and the ECU now acts as a divide between the two classes of teams in the paddock. MSMA members will be allowed to use their own software for the spec ECU, but the punishment for doing so will be a reduction in the fuel limit from 21 to 20 liters for a race.

Teams electing to use the spec software supplied by Dorna will be allowed 24 liters. The MSMA members will also be limited to 5 engines a season, while the rest will be allowed 12 engines. The reduction in fuel and engines was made at the request of the factories, to give themselves an engineering challenge to conquer.

Moto2: Marc Marquez Accused of…What Exactly?

11/06/2012 @ 2:34 pm, by David Emmett27 COMMENTS

The Moto2 paddock in Phillip Island was awash with rumors of cheating, and not for the first time. There have been accusations of cheating by Marc Marquez’s Monlau Competicion team running around the paddock for most of the two years the young Spaniard has been racing in Moto2, accusations which we have been reporting on since earlier this year.

The rumors in Australia centered round illegal manipulation of the spec HRC ECU fitted to all Moto2 machines. The German magazine Speedweek suggested that Marquez’s team had been able to load an illegal map on to the ECU, capable of overriding the quickshifter function and preventing fuel from being cut when the quickshifter was used. This, Speedweek claimed citing an unnamed technician, is what the Monlau team had been doing, and this explained his superior acceleration.

Debunking Honda’s Specious Argument Over The Spec ECU

10/17/2012 @ 12:58 pm, by David Emmett23 COMMENTS

The battle which has been raging rather politely between Honda and Dorna over the introduction of spec electronics continues to simmer on. The issue was once again discussed at Motegi, with still no resolution in sight. HRC boss Shuhei Nakamoto reiterated Honda’s opposition to the introduction of a spec ECU in an interview with the Japanese journalist Yoko Togashi, which was published on

The reasons for introducing a spec ECU – or more accurately, a spec electronics package, including ECU, sensors, wiring harness and data logger – are twofold: the first issue is to cut the costs of electronics in the sport, an area where spending is rampant and where gains can always be found by throwing more money and more engineers at a problem. The second issue is to improve the spectacle; racing in the modern era has become dull, with the electronics and the Bridgestone tires contributing to produce races where it is unusual for there to be more than one pass for the win.

While Nakamoto did not comment on improving the show via electronics – it could be argued that radically changing the tires would have a greater impact on the spectacle than merely introducing a restricted spec electronics system – he did repeat the claim he has made in the past that merely adopting a spec ECU would not help to cut costs, claiming that if anything, it would actually increase costs.

The ECU Endgame: Will MotoGP Survive Motegi?

10/09/2012 @ 9:48 pm, by David Emmett13 COMMENTS

This may very well turn out to be the biggest week in MotoGP since the decision to replace the two stroke 500s with large capacity four stroke machines. This week, Dorna CEO Carmelo Ezpeleta is set to have meetings with each of the MSMA members at Motegi, to hammer out once and for all the technical basis for the 2014 season.

If they succeed, the ground will be laid for a set of technical regulations which can remain stable for the long term, the goal being at least five years. If they fail, then one or more manufacturers could leave the series, reducing the number of factory bikes on the grid and potentially removing two of MotoGP’s top riders from the grid. There is much at stake.

So much, in fact, that neither side looks prepared to back down. On the one side is Dorna, who see the costs of the championship spiraling out of control thanks to the increasing sophistication of the electronics, and the racing growing ever more clinical as fewer and fewer riders are capable of mastering the machines these electronics control.

On the other side are the factories, for whom MotoGP, with its fuel-limited format, provides an ideal laboratory for developing electronic control systems which filter through into their consumer products and serves as a training ground for their best engineers.

Dorna demands a spec ECU to control costs; the factories, amalgamated in the MSMA, demand the ability to develop software strategies through the use of unrestricted electronics. The two perspectives are irreconcilable, at the most fundamental level.

Infront, Dorna, & Bridgepoint: Where The Coup Came From, And What Next For World Superbikes?

10/07/2012 @ 10:33 pm, by David Emmett19 COMMENTS

Sunday was a big day for World Superbikes at Magny-Cours. Not just because the 2012 title was settled in what was a fascinating showdown, helped in no small part by the weather, but perhaps most of all because on Sunday morning at 9am local time, Infront Motor Sports CEO spoke to the media for the first time since the announcement that Bridgepoint, the private equity firm which owns both Infront and MotoGP rights owners Dorna, has decided to bring both series under a single umbrella, and that umbrella is to be Dorna.

That news has sent a shockwave through the motorcycle racing world. The World Superbike paddock is hardest hit of all: the mood there is somber, with everyone from Infront staff to team mechanics fearing the outcome of what amounts to a coup by Dorna CEO Carmelo Ezpeleta. Optimists are few, especially as Ezpeleta is one of the most reviled characters among denizens of the WSBK paddock, because of what he represents: the perceived arrogance of the Grand Prix paddock, and a culture which is anathema to everything which World Superbikes stand for. MotoGP is truly the Beatles to WSBK’s Rolling Stones.