Erik Buell’s Newest Project Is an Electric Street Bike

Erik Buell, we have missed thee. It has been almost a year since we last reported on the demise of Erik Buell Racing, but it has been over two years since we talked about the man himself. What has Buell been up to? Well, from the look of things, making a pivot into the electric motorcycle arena, it seems. Teaming up with New York City boutique bike brand, Vanguard Motorcycles, as well as Formula E car supplier, SPARK Racing Technologies, Buell is part of the new VanguardSpark venture. For its debut, VanguardSpark has two machines on offer. The first is an electric motorcycle (above), called the VanguardSpark Commuter. It’s a simple design, which we don’t find terribly appealing, though one should always reserve some judgments when only looking at a concept machine.

This Week’s “Ducati for Sale” Rumor

The Volkswagen Group got a new CEO last week, and in less than seven days, that news has already sparked renewed rumors in the German automobile conglomerate divesting itself of Ducati Motor Holdings. For those who have been following Ducati’s saga, there was much talk last year of Volkswagen selling off a number of its other brands, all under the reasoning that the German company would need to raise capital to cover its mounting Dieselgate liabilities. The logic for that reasoning wasn’t sound, but the actions were certainly there, with Volkswagen tendering offers from a number of would-be suitors. There was a fly in the ointment though: Volkswagen’s labor unions, who control half of the VW Group’s board seats, and were vehemently opposed to any brand divestitures.

Battery “Thermal Events” Lead to Zero Recall & Buy-Back

Zero Motorcycles is reporting a very serious defect with its 2012 model year bikes, specifically affecting the Zero S, Zero DS, and Zero DSP (Police) models. The recall concerns Zero’s battery architecture for the 2012 model year, which may cause cells to fail, and thus create a runaway “thermal event” (read: catches on fire) within the battery pack. In total, this recall affects 218 motorcycle units – the entire volume of Zero S, Zero DS, and Zero DPS motorcycles that were sold for the 2012 model year. In its recall documents, Zero cites three instances (one in Hong Kong, and two in the USA) where the battery packs on the affected 2012 model bikes have failed and lead to a thermal event.

Benelli’s Grom-Killer Debuts for the US Market, A Review

For years, Benelli has lain dormant, at least in the US market. That changes with the Chinese owned, but Italian-run, firm releasing the first of many street bikes for American consumption. It kicks things off with the 2018 Benelli TnT 135 ($2,499). US importer, SSR Motorsports, hosted a quick day ride that began atop Southern California’s Ortega Highway, and concluded in Newport Beach. Renowned for its twists and turns, Ortega Highway is an amusing, but also very high-traveled ribbon of blacktop that links the bustling inland and beach communities. This stretch of roadway is known for accidents as well – would the tiny TnT be able to keep up with “always in a hur

UK Salary Data Shows Gender Gap at Triumph

The United Kingdom has a new law, requiring companies with 250 or more employees to report to the authorities the earnings of its workers, by gender. The topic has been a sticking point in the British news cycle right now, with woman across the company showing median earnings that are 12% lower than men, which is a sizable gap in income equality. Where does the British motorcycle industry falls into place in all this? Well as Visordown initially reported, that is more difficult to say, as it appears that only Triumph Motorcycles meets the reporting criteria, amongst motorcycle manufacturers. Technically, it is two brands that meet reporting criteria for gender pay gap, as Triumph Motorcycles Limited and Triumph Designs Limited split their duties for the British marque.

What Caused Jorge Lorenzo’s Crash at the Qatar GP?

After a poor start, which saw him drop from ninth on the grid to thirteenth at the end of the first lap, Jorge Lorenzo was making steady progress through the field at Qatar. His lap times were starting to come down to match, and on some laps even beat, the pace the leaders were running. As the halfway mark approached, and less than four seconds behind the leaders, Lorenzo started to believe he was capable of salvaging a decent result from a difficult start. That all ended on Lap 13. The Spaniard crashed out of the race at Turn 4, when his front brake failed and he had to drop the bike in the gravel. “I just felt that the level of the front brake was getting closer to my fingers and I didn’t have brake,” Lorenzo described the incident afterwards.

The Ducati Panigale V4 Looks Good Wearing Termignoni

For a long time, the name “Termignoni” was synonymous with “Ducati exhaust”, with the popular scarico-maker being a constant fixture in the Ducati Performance parts catalog. So prevalent was the brand, that if you see a turn-of-the-century (21st century, that is) Ducati clacking down the street with its dry clutch, chances are the exhaust you are also hearing was made by Termignoni. But that has changed in recent years, with Slovenian marque Akrapovič supplanting Termignoni in Ducati’s good graces. To find out why, all one had to do was examine the products themselves – where Termignoni’s pieces were poorly fabricated and over-priced, Akrapovič was infinitely better built and often cheaper.

Honda CBR1000RRW Debuts for Endurance Duty

What you are looking at here is the bike that Honda hopes will win the Suzuka 8-Hours endurance race this year. It is called the Honda CBR1000RRW. It is not all that different from the WorldSBK-spec model, the one that Leon Camier and Jake Gange are competing with currently (and that PJ Jacobsen is helping develop), save for some interesting changes. For starters, the Honda CBR1000RRW dumps its Cosworth boxes, and instead runs the Magneti Marelli electronics package that Jacobsen is using in WorldSBK. Also, there are some obvious bodywork changes, namely where the exposed front spars of the frame would be, which are now covered by a silver painted panel.Then of course, there are the mechanical changes for endurance duty, like quick-change wheel pieces and functional lights.

Honda CB300R Coming to USA with Retro-Modern Looks

One of the surprise pleasures at last year’s EICMA show was Honda’s family of “Neo-Sports Café” street bikes, which brought a retro-modern look to Big Red’s approach road bikes. While the new Honda CB1000R tickled our fancy the most, we were delighted to see that the theme extended all the way to the Japanese brand’s small-displacement platform, the Honda CB300R. An attractive and affordable entry-level bike, the Honda CB300R looks like it was designed in Europe, rather than Nippon, which is probably why the 286cc commuter is doing so well in the European market. Seeing that success, American Honda has confirmed the CB300R as an early 2019 model for the US market – available in July 2018.

Motorcycling’s April Fools Round-Up for 2018

Another year, and another April Fools Day is done and dusted. I am fairly certain that for journalists, April 1st is better than Christmas, as it marks the one day where media outlets make the news they wish they could report on daily. And as usual, the imaginations of the motorcycle media pool didn’t fail to disappoint. My colleague David Emmett had a nicely done story about the MotoGP World Championship. For my own part, I took advantage of the long-con approach, and fit a story into our ongoing series about the upcoming Suzuki Hayabusa, which seems to have no shortage of weekly rumors about this bike’s supposed features and technical specifications. How about from the rest of the industry though? In case you missed them, the highlights of April Fools Day are after the jump.

There is a lot to love about the Grand Prix of the Americas in Austin. As an event, it is fantastic: the facilities at the track are great, the city of Austin is a wonderful place to visit, with a lively party atmosphere downtown, and a million other things to do.

The landscape the track sits on is great for spectators, and the surrounding countryside is charming.

It is a race the riders love, and they have grown to love the track. “I like this track very much, it’s very good,” Valentino Rossi says of the Circuit of the Americas. “It’s good to ride because it’s very difficult, you have emotional corners, so it’s good.”

The bumps around the track have made it much tougher to ride, but the layout is still a favorite among many of the MotoGP paddock. It is highly technical and has a bit of everything: hard braking, hard acceleration, fast corners, slow corners, flowing combinations of corners which reward precision.

As great at the track is, it still produces rather lackluster races. The average margin of victory over all six editions has been 3.458 seconds, and that is discounting the time lost to the inevitable easing off to celebrate in the certain knowledge that victory is in the bag.

The gap has never been under 1.5 seconds, and there has never been a closely fought battle for victory, or even the podium spots, in the history of racing at the track. The result of the MotoGP race in Austin is usually set in stone before the halfway mark.

Even the normally mental Moto3 races are decided by seconds rather than hundredths. Only two of the six Moto3 races run so far were won by a margin of less than a second.

In Moto2, the winning margin has only once been under two seconds. That was in 2015, when Sam Lowes beat Johann Zarco by 1.999 seconds. The result in Moto2 has never been close.

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Paddock Pass Podcast #70 – Argentina GP

04/12/2018 @ 8:14 pm, by Jensen BeelerADD COMMENTS

Episode 70 of the Paddock Pass Podcast is hot off the presses, and it is the episode that you surely have all been waiting for, as the Argentina GP was in no shortage of action, drama, and consequences for the 2018 MotoGP Championship season.

As such, we have gathered around the microphones David Emmett, Neil Morrison (who calls in from Argentina), and Steve English.

The guy obviously talk about the incident between Marc Marquez and Valentino Rossi, and examine the words said in the aftermath in the larger perspective of MotoGP’s political arena.

Words are also spent talking about Cal Crutchlow’s performance, both on and off the track, as well as the fortunes of riders like Dani Pedrosa, Johann Zarco, and Jorge Lorenzo, the latter being tipped to take Andrea Iannone’s ride inside the ECSTAR Suzuki garage.

Of course the show ends with the guys picking their biggest winners and losers from the weekend’s events, which isn’t as obvious this week as one would think.

We think you will enjoy the show. It is packed with behind-the-scenes info, and insights from teams and riders in the paddock.

As always, be sure to follow the Paddock Pass Podcast on FacebookTwitter and subscribe to the show on iTunes and SoundCloud – we even have an RSS feed for you. If you like the show, we would really appreciate you giving it a review on iTunes. Thanks for listening!

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On Friday, the Hondas were looking pretty strong at the Termas De Rio Hondo circuit in Argentina. Dani Pedrosa led FP1, with Cal Crutchlow just behind him. In FP2, Marc Márquez opened a big lead over Crutchlow, with the rest some distance behind.

On Saturday, Marc Márquez looked just about unbeatable, despite his slip up in qualifying. Six tenths quicker than Johann Zarco, and effortlessly quick in a wet FP3.

Over a second quicker than his teammate Pedrosa in FP4, an advantage that was almost embarrassing. The portents were clear on Saturday night: this was Marc Márquez’ race to lose.

And that is exactly what he did, before the lights had even gone out. A combination of ignorance of the rules and panic meant he blew his chance of winning the race as soon as he jumped off his bike to try to restart it on the grid.

From there, he piled error upon error to make the situation worse. By the end of Sunday, he had managed to throw away any chance of salvaging points from the Argentina round, and run up a 15-point deficit to Andrea Dovizioso.

He had also managed to create a public relations disaster, though to be fair, he had more than a little help doing that.

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MotoGP Preview of the Argentina GP

04/06/2018 @ 1:43 am, by David EmmettADD COMMENTS

It is a good job that the Termas De Rio Hondo circuit in Argentina is one of the finest on the calendar. Because actually getting there would test the patience of Odysseus.

For most of the MotoGP paddock, it is at least a 24-hour journey to get to the track. If everything goes according to plan, that is, which, as any experienced traveler will tell you, things tend not to do.

This year, as usual, a sizable portion of the paddock found themselves taking the better part of two days or more to get to the circuit. Poor weather, a diverted flight, or a missed connection meant that some paddock folk found themselves rerouted via Montevideo in Uruguay.

Pol Espargaro got bumped off his overbooked flight to Buenos Aires. Members of the Marc VDS MotoGP team took 48 hours to get to Termas, with team press officer Ian Wheeler the current record holder, taking 50 hours to get from Dublin to the Argentinian track.

It took him 28 hours to travel just 500km, an average speed that even I, an overweight, aging journalist manage to exceed while out cycling.

It’s worth it once you get there, though. The atmosphere at the track is phenomenal, and the circuit layout is one of the best of the season.

The circuit has a bit of everything, and a lot of the thing which racers love: fast, flowing, challenging corners which test rider courage and skill equally. Though there is no real elevation change, the circuit has enough dips and crests to require precision in braking.

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Once upon a time in MotoGP, the life of a journalist was easy. At the end of every day, and after every race, there were four or five riders you absolutely had to speak to, plus another couple who would be either entertaining or worth listening to on occasion.

The rest of the field could be safely ignored, unless they happened to get lucky and The Big Names would crash out in front of them.

Then, a few things happened. Dorna cajoled the factories into accepting spec electronics and providing better bikes to the satellite teams.

Michelin replaced Bridgestone as official tire supplier, and supplied user-friendly tires to the riders. And a new generation of talent entered MotoGP through the Moto3 and Moto2 classes.

As a consequence, there are no longer just three or four stories that need to be told at each race, but a dozen or more. Journalists need to speak as many of the twelve factory riders as possible, plus another half or dozen satellite riders.

Factory PR bods add to the complexity by scheduling their riders to speak to the press five minutes apart, despite the fact that each rider debrief will go for at least fifteen minutes or more. Even the lower priority riders have genuinely fascinating tales to tell.

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Paddock Pass Podcast #69 – Qatar GP

03/22/2018 @ 12:47 pm, by Jensen BeelerADD COMMENTS

Episode 69 of the Paddock Pass Podcast is out, and welcomes the start of racing for the 2018 MotoGP Championship. As such, David Emmett and Neil Morrison are on the mics, talking about the Qatar GP.

With close racing, there is a lot to cover, and to do so we are rolling out a new show format that covers the big takeaways and bullet points from the race weekend.

As such, the guys talk about the pace of Dovizioso, the Zarco kid, the rise of the Honda, the progress in the Yamaha garage, and much, much more (including a little silly season maneuverings for 2019 as well).

Carrying over from last season, the show ends with David and Neil picking their biggest winners and losers from the weekend’s events.

We think you will enjoy the show. It is packed with behind-the-scenes info, and insights from teams and riders in the paddock.

As always, be sure to follow the Paddock Pass Podcast on FacebookTwitter and subscribe to the show on iTunes and SoundCloud – we even have an RSS feed for you. If you like the show, we would really appreciate you giving it a review on iTunes. Thanks for listening!

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Qatar is always a strange place to kick off the MotoGP season: a windswept circuit in the middle of the desert (though not for long, as the suburbs of Doha are rapidly approaching the track), racing under the floodlights, around a circuit with just a single grandstand and a VIP pavilion.

It is an odd location with a weird atmosphere. The race feels surreal, part of a science fiction spectacular, an impression reinforced as you drive back to Doha afterwards, the huge Blade Runner-esque skyscrapers awash with ever-shifting patterns of blinking lights.

You would think that the season opener couldn’t get much odder, but series organizer Dorna has found a way. In response to complaints of dew forming after 9pm in the evening, rendering the track treacherous.

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It seems safe to say we are living in a new Golden Age of MotoGP. The stomach-churning tension of 2015 was followed by an unimaginably wild 2016 season, the racing turned on its head by the combination of Michelin’s first season back in MotoGP and the switch to fully spec Magneti Marelli electronics.

2017 saw the surprises keep on coming, with new and unexpected names such as Andrea Dovizioso and Johann Zarco becoming serious factors in the premier class. The field got deeper, the bikes more competitive, domination a thing of the past. All the signs are that this trend is going to continue in 2018.

Preseason testing has shown that there is now little to choose between four or maybe five of the six different manufacturers on the grid, while the sixth is not that far off being competitive as well.

Where we once regarded having four riders capable of winning a race as a luxury, now there ten or more potential winners lining up on a Sunday. This is going to be another thrilling season, with the title likely to go down to the wire once again.

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What We Learned from a Preseason of MotoGP Tests

03/05/2018 @ 3:58 pm, by David EmmettADD COMMENTS

The phony war is finally over. The last MotoGP test has finished, with riders completing their final day of testing at Qatar. The next time the MotoGP grid assembles, it will be for something of real value: race wins, and world championship points.

Did the last day of the test offer any clear indications as to what might happen in two weeks’ time? Plenty, though they were as confusing as all of testing has been this year.

Johann Zarco managed to be both blisteringly fast and worryingly slow simultaneously. Danilo Petrucci managed to do exactly the same, though in a diametrically opposite manner.

Valentino Rossi managed to impress both in terms of race pace and a single fast lap, but he was still worried whether his pace would last race distance.

Maverick Viñales was terrible for the first six hours of the test, then brilliant in the last forty minutes, after basically wasting a day and a half.

Underneath the surface drama, the two biggest winners of the preseason just got on with their work. Their headline times were great but not breathtaking, but the race pace of Andrea Dovizioso and Marc Márquez was impressive.

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