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.

Saturday MotoGP Summary at Sepang: Grip Gives Lorenzo Confidence in the Wet

10/29/2016 @ 6:36 pm, by David Emmett1 COMMENT

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The riders may have been complaining that the new surface of the Sepang circuit takes too long to dry out, but about one thing, they are all agreed. It has fantastic grip.

“We have this problem of the track drying up, it’s very difficult,” Jorge Lorenzo told the press conference, agreeing with his teammate. “But the grip is perfect, it’s amazing the grip.”

That was obvious in the afternoon, when the MotoGP riders took to a track still soaking after the tropical downpour, which had caused the preceding Moto3 qualifying session to be red flagged.

The lean angle the riders were still getting despite standing water was remarkable. That was even true after the Moto3 downpour had ended, and the track was awash. The top Moto3 riders were still improving their times on a track which was wetter than at the start of the session.

The same grip had helped in the morning, when there were still a few wet patches on the track. As the sun started to burn the water off, Maverick Viñales dipped under the two-minute mark, posting two laps of 1’59.9.

That was on a track which was still not completely dry, the riders able to power through almost as if it had never rained.

Friday MotoGP Summary at Sepang: Wet Patches, And Why Pedrosa Isn’t Retiring

10/28/2016 @ 6:36 pm, by David EmmettComments Off on Friday MotoGP Summary at Sepang: Wet Patches, And Why Pedrosa Isn’t Retiring

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The weather has not been kind to MotoGP in 2016. At the nine events since Barcelona, it has rained at some point or another at five of them. At two more, Austria and Motegi, it was the cold rather than the rain that was a factor.

Even Sepang, where in most years, it only rains once the riders have finished practice, has seen the rain ruin riders’ plans.

Heavy rains overnight left the track covered in damp patches, despite the resurfacing of the circuit, which was done to address the issue of standing water in some corners.

More rain at lunchtime meant the afternoon sessions were done on a wet track that dried slowly, despite the tropical sun beating down.

The track should have been dry in the morning, after the sun had had four hours to burn off the water. But patches remained at various points around the track, most away from the racing line, but there were some spots where the water remained on the racing line.

“The dampest part of the track is Turn 3 –that’s the slippiest,” Scott Redding said. “Turn 3 still had a lot of patches. Turn 4 had some too, especially on that acceleration point. There were a few into Turn 14. The angle that you have most, where Zarco went down, it was just everywhere around there. You had to work out a line, the way through there, without hitting any puddles.”

Preview of the Malaysian GP: A Year Is a Long Time in Motorcycle Racing

10/28/2016 @ 12:42 am, by David EmmettComments Off on Preview of the Malaysian GP: A Year Is a Long Time in Motorcycle Racing

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Two down, one to go. The last of the flyaways is always the hardest, in many ways. Three races on three consecutive weekends means that riders never have time to heal from even the small injuries they receive each weekend, from minor falls, or the blisters on their hands.

Spending many hours cloistered in aircraft flying long distance makes catching colds, flu, or other respiratory diseases inevitable. Team members being cooped up together for nearly four weeks means relationships are at best strained, at worst verging on violent.

Then there’s the contrast in climate. Even at its best, Phillip Island can be chilly, so traveling from there to the sweltering tropical heat of Malaysia is a physical shock. To step on a plane in the freezing cold, then step off it to be drenched in sweat is tough for people already drained from so much travel and racing.

Then to race for 45 minutes in punishing heat and humidity, at a track which is physically very challenging, because of the heavy braking zones around the track. The stress, mental and physical, is enormous.

Perhaps it was that stress that caused the MotoGP series to explode at Sepang last year.

Smarting from being beaten into fourth place at Phillip Island by Marc Márquez, Jorge Lorenzo, and Andrea Iannone, Valentino Rossi seized upon the theory apparently put forward by his friend and business partner Alessio ‘Uccio’ Salucci, that Márquez had decided to conspire against Rossi to hand Jorge Lorenzo the 2015 MotoGP title.

Márquez had attempted to accomplish this by beating Lorenzo in Australia. And in the press conference at Sepang, he launched his accusations against the Repsol Honda rider.

Sunday MotoGP Summary at Phillip Island: What Is an Alien, Anyway? And Who Is One?

10/23/2016 @ 11:57 pm, by David Emmett6 COMMENTS

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Is there such a thing as an Alien? The provenance of the term is uncertain, though most people believe that it was coined by Colin Edwards in 2009, after he kept finishing in fifth place behind Valentino Rossi, Casey Stoner, Jorge Lorenzo, and Dani Pedrosa.

Whatever he tried, he could not stay with them. “They are riding out of this world,” he said.

The term has stuck. Since then, the term Alien has been applied to the top four riders, the only difference being that Marc Márquez has been swapped for Casey Stoner now that the Australian has retired.

The reality is that since Jorge Lorenzo entered the class until the start of the 2016 season, the five MotoGP Aliens had accounted for all but two of the 143 MotoGP races held.

The two non-Alien wins were by Andrea Dovizioso (Donington 2009) and Ben Spies (Assen 2011). Both of those races came in unusual conditions. The five Aliens dominated the podiums throughout that period as well.

2016 looks like becoming the year the Alien died. Or perhaps more realistically (and less dramatically) the year we had to readjust the concept of a MotoGP Alien. The season was going very much to plan up until Assen, when Jack Miller won an interrupted race in the driving rain.

Then in Austria, Andrea Iannone finally did what everyone has been waiting for, won a race with a Ducati. Cal Crutchlow used a drying surface to his advantage to win at Brno, and then Maverick Viñales won at a dry but cold Silverstone. Questions were asked whether Maverick Viñales was the next Alien.

Saturday MotoGP Summary at Phillip Island: Why Hondas Thrive & Yamahas Struggle in the Cold

10/22/2016 @ 7:14 pm, by David EmmettComments Off on Saturday MotoGP Summary at Phillip Island: Why Hondas Thrive & Yamahas Struggle in the Cold

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There are plenty of ways of explaining the results of qualifying at Phillip Island. Lack of setup time in consistent conditions make the qualifying order a bit of a lottery.

Rain and wind coming in off the Bass Strait, and the weather changing every minute or so, meant getting your timing and strategy right was crucial.

Changing track conditions and unpredictable weather meant that some teams gambled right on whether to have their bikes in a wet set up, on intermediates, or on slicks. Or even on the correct mixture of tires front and rear.

In reality, though, the main factor in determining the qualifying order was this: the temperature in the front tire. Riders who could generate it had confidence in the front and could push hard in the sketchy and cold conditions.

Riders who couldn’t, languished well down the order, unable to feel the front and unable to lap with any confidence or feedback from the tires.

That explains why Marc Márquez and Cal Crutchlow are on the front row of the grid at Phillip Island, while the factory Yamahas languish back in twelfth and fifteenth place – or “on the fourth and fifth row of the grid” as it is known in press release speak.

The Hondas have a tendency to overheat the tires due to the way they brake and their geometry. The Yamahas lean heavily on the front tire to generate corner speed, and on the edge of the rear tire to maintain it. At Phillip Island, it was too cold and too windy to do either.

Friday MotoGP Summary at Phillip Island: Rossi’s Tire Troubles, & Lorenzo’s Woes in the Rain

10/22/2016 @ 2:12 am, by David EmmettComments Off on Friday MotoGP Summary at Phillip Island: Rossi’s Tire Troubles, & Lorenzo’s Woes in the Rain

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Though I am not one to blow my own trumpet, my Phillip Island preview turned out to be prophetic – of course, it helped that my prediction was written just a few hours before the start of practice in Australia.

The Southern Ocean imposed its will on the Australian Grand Prix, and heavy rain and strong winds hampered morning practice, then caused the afternoon practice to be called off.

All three classes used their sessions in the morning, and the Moto3 class set off boldly for FP2, despite worsening conditions. They battled through to an increasingly damp finish, but the rain intensified, postponing MotoGP FP2 for some 40 minutes.

Eventually, the session was given the green light, but only a few riders went out to attempt a few laps. After thirteen minutes, Race Direction decided it was too dangerous. FP2 was red-flagged, and all action canceled for the rest of the day.

The poor weather made most of the day’s action meaningless, but it also had an upside. Hector Barbera finished the red-flagged FP2 session as fastest, while Mike Jones, his replacement in the Avintia team ending in second.

Whatever the circumstances of the session, that goes down in the record books forever. Just as Josh Hayes timed his fast lap in morning warm up at Valencia in 2011 to perfection, and ended up quickest, Mike Jones can say he was second fastest in a MotoGP practice.

Preview of the Australian GP: A Wild Weekend at the Greatest Track in the World

10/20/2016 @ 8:58 pm, by David Emmett8 COMMENTS

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If you needed to find a time and place to organize a MotoGP race, then Phillip Island in October is among the worst combinations in the world.

A track located on the edge of the freezing Southern Ocean, with nothing between it and the South Pole but the brief blip of Tasmania.

Held while the southern winter still has a firm grip on the track, wracking it with blasts of icy wind and soaking it in freezing rain. And yet it is the best race on the calendar.

The answer is simple. Phillip Island is arguably the purest motorcycle racing circuit in the world. Like all great circuits, it follows the lines dictated to it by the landscape. The track ebbs, flows, dips, and rises its way around the rolling hills which sit atop the cliffs overlooking the Bass Strait.

It is fast, the second fastest track on the calendar, but unlike the Red Bull Ring, which knocked it off top spot, its speed is all in the corners, brutally fast turns which require courage, balance, and bike feel in equal measure. It is above all a test of the rider, rather than machinery.

That makes Phillip Island beloved of every rider on the grid. The love of the place is nigh on unanimous, up there with Mugello, and the uncastrated part of Assen. It encapsulates the reason motorcycle racers ride: a chance to surf the wave of inner terror, face it down, and overcome it.

The flood of adrenaline that engulfs the senses, knowing that you are teetering on the brink of disaster, and if you step over, it is going to hurt. Controlling the bike, sensing its movement, riding the edge of the tires and the limits of adhesion. This is what it means to feel alive.

Sunday MotoGP Summary at Motegi: The Path of the Sensei

10/17/2016 @ 4:33 am, by David Emmett8 COMMENTS

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Chasing down a championship lead can be both liberating and extremely stressful. On the one hand, your objective is simple: beat the rider who is leading the championship, and try to outscore them by as much as possible.

On the other hand, you have to take more risk, as riding conservatively means you risk not scoring enough points to close the gap to the leader. Finding the balance between the two is always difficult.

Defending a championship lead is just as stressful. The best way to defend it is to keep trying to win races, and make it as hard as possible for your rivals to catch you.

But winning races means taking risks, and a crash can mean throwing away a big chunk of your lead in a single race. Riding conservatively is not necessarily an easier option: it is paradoxically harder to ride just off the pace than right on the pace, requiring more focus and concentration to manage the race.

Giving away points every race can be like Chinese water torture, your rivals closing the gap with each drip. Tension rises every race, and containing it without bursting is extremely stressful.

The Motegi MotoGP race provided a perfect example of both of these situations. Valentino Rossi and Jorge Lorenzo came into the Japanese Grand Prix knowing that they had to win the race if they were to retain any hope of keeping the 2016 MotoGP title out of Marc Márquez’ hands.

The job was significantly easier for Rossi than for Lorenzo. Outscoring an opponent by 52 points in four races is easier than trying to make up a deficit of 66 points. Conversely, that put more pressure on Rossi: keeping an achievable target within reach makes winning paramount.

Jerez World Superbike Debrief – Sunday

10/17/2016 @ 4:17 am, by Kent Brockman1 COMMENT

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Jonathan Rea stands on the verge of defending his World Superbike title, after finishing second at Jerez in Race 2. The Northern Irishman came out on top of a tussle with his Kawasaki teammate, Tom Sykes, and will enter the final round of the season with an almost unassailable 48-point lead.

Rea and Sykes had a typically spirited fight for second, but once the champion was in front, it was difficult to see him being beaten. Sykes, despite having a faster bike in different areas of the track, was consistently unable to get past his teammate.

As has been the case so often in the past, when the Kawasaki riders fought on track, it was Rea who gained the upper hand, and in doing so he has almost certainly claimed the title.

Saturday MotoGP Summary at Motegi: Highsides Return

10/16/2016 @ 1:53 am, by David Emmett1 COMMENT

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If anyone was nostalgic for the days of 500cc two strokes, they got a glimpse of what the dark side of that era was like this weekend at Motegi.

Rider after rider has been flung from his bike, spat into the air as a rear tire slipped then bit again, snapping the bike around, suspension compressing and then explosively decompressing, catapulting the rider into the sky.

It has kept the medical helicopter busy: Eugene Laverty and Jorge Lorenzo have been flown to and fro for medical examination, with the second helicopter kept on standby having to take its place.

On Friday, the victims had been Eugene Laverty and Dani Pedrosa. Pedrosa had paid the heaviest price, snapping his right collarbone and flying home to Spain for another operation – his fourteenth, by all counts.

Laverty had escaped relatively lightly, but was still forced to sit out the morning session on Saturday as a precaution. Jorge Lorenzo was even more fortunate. He was launched at Turn 3 at the end of FP3, and had to be flown to hospital for checks, before being allowed to return and take part in FP4.

He feared he had damaged his left ankle, but checks revealed it was just bruising.