Valentino Rossi’s Special Yamaha XJR1300 Flat Tracker

It is good to be Valentino Rossi. Not only do you have nine world championships to your name, legions of yellow-crazy fans, but you also get pretty nice gifts from your friends. Take “Mya” for example – a special Yamaha XJR1300 custom flat tracker that the folks at VR|46 built for their fearless leader. Now, when you think about bikes that should be the basis for a custom project, the Yamaha XJR1300 doesn’t exactly come to mind. It probably doesn’t help that this decades-old model is only Euro3 compliant, and set to sunset at the end of this year. The XJ1300 certainly doesn’t strike us as the appropriate starting point for a flat track bike either, especially with its 530 lbs weight figure. That all being said, the VR|46 crew have done a pretty good job of spiffing up the old girl.

That Suzuki Katana 3.0 Concept Though…

One of the less-publicized motorcycles on display at this year’s EICMA show was this Suzuki Katana concept, which has since been making the rounds on social media. Rightfully so, we would say, as the “Katana 3.0” is a very intriguing idea into how Suzuki can revitalize one of its most iconic names. A creation by the folks at Motociclismo, with the help of designer Rodolfo Frascoli and Engines Engineering, the Katana 3.0 concept isn’t the “official” concept that many had hoped for from Suzuki. However, the fact that Suzuki hosted the concept inside its EICMA display is a sign that the Japanese manufacturer is certainly listening to the feeback the bike generates.

The KTM 790 Duke’s Killer Feature? Its Price Tag

The KTM 790 Duke launches a new platform for the Austrian brand, based around an 800cc parallel-twin engine. As such, we already know that we can expect the twin-cylinder platform to spawn an adventure version of the bike, with the KTM 790 Adventure R prototype debuting at EICMA as well. We can also expect other “790” models in the coming years, both from KTM and likely from Husqvarna as well. That is a good thing, because the KTM 790 Duke is a potent bike, rich with features. The real kicker though – if early indications about the pricing can be believed – is the KTM 790 Duke’s price tag, as KTM has been quoted as pricing the 790 Duke at below €10,000. This would put US pricing around the $11,000 mark, if not cheaper.

The Three Big Trends That We Saw at EICMA

The 2017 EICMA show has come and gone, and with it our glimpse at the new motorcycles that will arrive for the next model year, and beyond. EICMA week has always been my Super Bowl, as it culminates the year’s work, and also sets the tone for the upcoming riding season. Beyond just my limited world though, EICMA sets the trends and the expectations of the motorcycle industry. There is no trade show in our two-wheeled microcosm that has a larger influence than EICMA. So, while all the new models that we just saw are the week’s big headlines, it is really the trends and movements that will dictate the future of the motorcycle industry. For this round of the EICMA show, three major trends presented themselves in Milan, along with a few more notable occurrences.

ARCH Motorcycle’s Next Bike Won’t Be a Cruiser

ARCH Motorcycle is in Italy right now, and they just took the wraps off three bikes, one of which isn’t so much a cruiser, as it is a naked roadster model. Built using carbon fiber MonoCell chassis technology, a building technique usually reserved for ultra high-end sport cars and Formula 1 racing chassis, the ARCH Method143 features a potent 143ci (2,343) v-twin engine. Though, instead of the performance cruiser layout the company is better known for, the ARCH Method143 will have mid-body rearsets for the feet, and clip-on handlebars for the hands, making for a very sporty riding position. Backing up that notion is the use of Öhlins suspension, which includes a proprietary Öhlins FGRT series front fork with carbon fiber airfoil covers.

No One Seemed to Notice that the MV Agusta Dragster 800 RR Is New for the 2018 Model Year

We had to search high and low for information about the 2018 MV Agusta Dragster 800 RR – it doesn’t help that MV Agusta’s press site is offline right now – but it seems just about every news publication missed the fact that this attractive roadster got some serious changes for the 2018 model year. These unnoticed changes certainly are partially due to the fact that MV Agusta went without a press introduction at this year’s EICMA show, but it is also due to the company’s never-ending line of “bold new graphics” changes, one-off customs, and special livery designs, which only muddy the waters for when actual changes occur.

Kawasaki Ninja Z900RS Cafe Brings Modern to Retro

Kawasaki made an impression at this year’s Tokyo Motor Show, debuting the new Z900RS standard. The premise was simple there: take the potent Kawasaki Z900 street bike, and dress it in retro clothing. The effect was something that looked incredibly like the Kawasaki Zephyr of old, but with modern brakes, suspension, traction control, and even a slipper-assist clutch. Now we see that Team Green plans on already expanding the line, debuting today the 2018 Kawasaki Ninja Z900RS Cafe. Basically the Z900RS with a bikini fairing, this modern café racer should be a perfect fit for those riders that want an older looking motorcycle that doesn’t run like an older looking motorcycle. Mostly a visual exercise, the basic stats of the Z900RS Cafe don’t stray too far from the donor bike from whence it came.

Kawasaki Ninja ZX-10R SE Debuts with Track Goodies

For the 2018 model year, Kawasaki continues to develop its superbike package. As such, the 2018 Kawasaki Ninja ZX-10R SE brings some special new features, to earn those extra letters after its name. The big addition is the new Showa electronic suspension, which is the only semi-active suspension system on motorcycles that includes built-in stroke sensors. These stroke sensors are able to measure the movement of the fork and shock internals, allowing Showa’s suspension to measure and change its damping settings on the fly, as you ride. The Kawasaki Ninja ZX-10R SE also gets the forged aluminum wheels found on Kawasaki’s homologation-spec superbike, the Ninja ZX-10RR, which should help the Ninja ZX-10R SE feel more nimble on the race track, despite its 459 lbs wet weight.

So Many Photos of the New KTM 790 Duke to Drool Over

We are rapidly coming to the conclusion that the new KTM 790 Duke is the bike of this year’s EICMA show. Making a potent 105hp from its 799cc parallel-twin engine, packed into a 418 lbs (wet)steel trellis body, the 2018 KTM 790 Duke brings a host of features to the middleweight sport bike category. In typical KTM fashion, the 790 Duke left no angle behind in its high school honors geometry course, and the LED headlight builds upon the common design features that KTM has been putting together on its street-going machines. Not quite the vision that was the KTM 790 Duke prototype, the production model still evokes the same emotions, and is handsome in its own right – allaying our fears when seeing spy shots of the machine.

Mega Gallery: Husqvarna Vitpilen 701

We have had to wait two years to see it come into production, but the Husqvarna Vitpilen 701 will finally be available to motorcyclists in March 2018. As an added bonus, the street-going machine stays true to its concept design, which wowed the crowd at last year’s EICMA show. This year in Milan, the Husqvarna Vitpilen 701 is all the talk of EICMA, and while “Best in Show” at EICMA almost exclusively goes to an Italian marque, the real winners are surely coming from Austria, as both the Husqvarna Vitpilen 701 and KTM 790 Duke look like winners. A duality from Mattighofen, KTM and Husqvarna approach motorcycles from two opposite spectrums. KTM lives in the extreme, with an edgy focus on its “Ready to Race” mentality. Conversely, Husqvarna is subtle and sophisticated…maybe even understated.

MotoGP Silly Season Begins – Who Goes Where in 2018?

06/20/2017 @ 4:22 pm, by David EmmettComments Off on MotoGP Silly Season Begins – Who Goes Where in 2018?

With all twelve factory riders on two-year contracts, there wasn’t supposed to be a MotoGP Silly Season in 2017, or at least, not much of one. That impression was further reinforced when the Monster Tech 3 Yamaha squad quickly tied up both Johann Zarco and Jonas Folger for an extra year, until the end of 2018.

As usual, reality intervened, of course. Though the factory seats were supposedly taken, there was plenty of interest in the satellite seats once the season got underway.

All eyes turned to the Moto2 class, and especially to the remarkable performances by Franco Morbidelli and Pecco Bagnaia. Alex Márquez, too, raised eyebrows. And so speculation started.

Then there were those factory seats. Yes, all twelve factory riders have two-year contracts, but all contracts have clauses that allow for either side to make an early escape.

Great managers make sure the escape clause benefits their rider. Great factory lawyers make sure the contract is in their favor. The measure of a rider manager is where they end up on that side of the equation.

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Monday MotoGP Test Summary at Catalunya: Yamaha Chassis, Honda Tires, & The First Signs of Silly Season

06/12/2017 @ 9:53 pm, by David EmmettComments Off on Monday MotoGP Test Summary at Catalunya: Yamaha Chassis, Honda Tires, & The First Signs of Silly Season

Why go testing on Monday after a race? Even though riders are pretty drained after a full race weekend, riding on Monday provides really useful feedback. First of all, the track is clean and already rubbered in.

Weather conditions are usually close enough to race day to provide good comparison. But above all, the riders are already up to speed, so no time is wasted.

Johann Zarco put it very nicely: “I enjoy it so much, because you don’t lose half day to find the feeling, you already have the feeling,” the Frenchman said. “You just wake up, warm the bike up and you are ready, and you can start to work.”

“We did the same today. It’s good anyway. Even if you are tired from Sunday, you go on the bike, going over 300 km/h and that’s just a nice life!”

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Friday MotoGP Summary at Catalunya: The Last Waltz?

06/10/2017 @ 2:25 am, by David EmmettComments Off on Friday MotoGP Summary at Catalunya: The Last Waltz?

There are a lot of reasons to visit Barcelona. It is one of the greatest cities in the world, a triumph of the architectural movement known as Modernisme, a vibrant center of culture, a place where you can eat, drink, and sleep well, after a day spent gazing mouth agape at some of the most remarkable buildings created by human hands, and human minds.

Once upon a time, the Montmelo circuit was also a good reason to visit the city. A track full of fast, sweeping corners challenging riders and bikes in equal measure.

That was before the aging asphalt turned the track greasy in the summer heat, and the repeated abuse from fat F1 tires left the surface rippled and bumpy, cracked and patched.

Tragedy struck with the death of Luis Salom – probably the victim of a wayward bump sending him flying towards a patch of gravel-free run off – and the Safety Commission (consisting of MotoGP riders, Dorna, and the FIM) decided to neuter the second half of the track, removing one of the fastest and most furious final sections on the calendar. There is little left to love about Montmelo.

I asked several riders whether it would be possible to race in Montmelo next year if the track had not been resurfaced. The response was unanimous. “No.”

Worse than that, Bradley Smith explained how the Safety Commission had grown impatient with the circuit, which has been singularly unresponsive to their requests to adapt the track to make it safer. Hopefully, MotoGP would not return, Smith told us bluntly.

“That’s finally what it comes down to. This is the only track on the calendar that’s not actually reacting to Safety Commission / rider / organizer’s requests. So at some point, you have to give them an ultimatum, and I think that this is the last year that they’ll be in that situation. We have enough people that want us to go race there, we don’t have to come here.”

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Thursday MotoGP Summary at Catalunya: First Shots Sounded in Satellite Silly Season

06/08/2017 @ 11:21 pm, by David EmmettComments Off on Thursday MotoGP Summary at Catalunya: First Shots Sounded in Satellite Silly Season

Last year, at Jerez or thereabouts, I had a chat with Livio Suppo about the insanely early start to MotoGP’s Silly Season that year.

Suppo bemoaned the fact that so many riders were switching factories so early, with contracts signed as early as Qatar (in the case of Bradley Smith and Valentino Rossi), and the ensuing hullabaloo surrounding Jorge Lorenzo, and whence he was bound.

“Normally, we start talking after a few races, in Mugello or so,” Suppo said. “You want a few races to see how strong a rider is.”

While last year’s Silly Season was nearing its close at Mugello last year, it seems that 2017 is taking a slightly more normal trajectory. This year, Mugello may have seen the early conversations, which kick off the period where riders discuss their future options.

And Barcelona was the first race where they started to discuss – or more accurately, hint at – those options publicly.

Why is this year’s Silly Season so much later (or so much more normal) than last year’s? Put simply, it’s because last year, every single factory rider was out of contract, and every factory seat was up for grabs.

This year, all the factory seats are still taken for 2018 (or at least, unless a factory boss decides that one of their riders is grossly underperforming), and there are only the satellite bikes at stake.

Fewer seats are available, and those which are available have less money attached, and less chance of competing for podiums and victories. All that combined leads to a lower sense of urgency when it comes to negotiations.

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MotoGP Preview of the Catalan GP

06/08/2017 @ 12:40 pm, by David EmmettComments Off on MotoGP Preview of the Catalan GP

From Mugello to Barcelona, with, in most cases, nary a chance in between to head home and wash your smalls. It used to be that the trip from Mugello to Barcelona was a chance to see MotoGP race back-to-back at two of the great motorcycle racing circuits.

Now, it’s one and a half great circuits, with a nadgery little section tagged on at the end to slow everything down. Or as Marc Márquez described it in Mugello, “You arrive [at Montmelo] and you know that it’s kind of two different tracks: the first part is really fast and wide, the last part tight and slow.”

What was a temporary fix to solve the immediate issues exposed by the tragic death of Luis Salom last year – one year on, the paddock will doubtless be full of memorials to the bright young Spaniard – has been turned into a rather horrible bodge job.

The fast sweeper of Turn 12, where Salom fell and found himself on an unexpected trajectory across asphalt, and not gravel which would have slowed him down, is replaced by an even tighter and shorter chicane than last year, made so because of the proximity of the walls on the inside of the F1 chicane used last year.

It is a tragedy – I use that word advisedly, as it cannot compare with the loss of a young man’s life – to sacrifice one of the great sections of a motorcycling track.

But it is also an inevitable consequence of Grand Prix motorcycles getting ever faster, being able to brake later, carry more corner speed. The progress in motorcycle development is pushing their performance beyond the capacity of race tracks to safely host that performance.

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Sunday MotoGP Summary at Mugello: Il Canto Degli Italiani

06/05/2017 @ 1:46 am, by David EmmettComments Off on Sunday MotoGP Summary at Mugello: Il Canto Degli Italiani

Each MotoGP event has its own character. Ostensibly, most Grand Prix are the national races of a particular country. The Grand Prix of Great Britain. The Czech Grand Prix. The Grand Prix of The Americas.

Most, however, are only the national Grand Prix by virtue of taking place in a particular country. A few, a very few, are much more than that.

There are only really two races which fully embody the national character of the country which holds them though: the Spanish Grand Prix at Jerez, and of course, the Italian Grand Prix at Mugello.

This year, Mugello was rendered even more Italian by virtue of the fact that it started on the Festa della Repubblica, the day on which Italy celebrates its founding as a republic at the end of the Second World War. It was a moment for Italian teams and Italian riders to break out Tricolore-themed liveries and helmets.

The Sky VR46 team added a tasteful green, white, and red pinstripe to their mainly black fairings. The Forward Racing team clad their bikes and riders in a particularly well-done green, white, and red fairing and leathers.

Valentino Rossi added a homage to an Italian soccer legend which was only really comprehensible to those steeped in the Italian language and Italian sport.

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Friday MotoGP Summary at Mugello: Unexpected Injuries, Crashes Galore, & The Tire Controversy Lives

06/03/2017 @ 8:51 am, by David EmmettComments Off on Friday MotoGP Summary at Mugello: Unexpected Injuries, Crashes Galore, & The Tire Controversy Lives

Riders never really know how badly injured they are until they get on a MotoGP bike and try to ride. That was what happened to Valentino Rossi at Mugello on Friday.

He had expected to have a lot of pain breathing from the exertion of hustling a MotoGP machine around Mugello. “This track, Mugello, with a MotoGP bike, with this temperature is already very difficult physically even if you are at 100%,” Rossi said.

It turned out that it wasn’t the pain from the chest and abdominal injuries which were giving him the most problems in the morning.

“This morning, I had a problem with my arm, especially in acceleration. When I open the throttle and I had to hold onto the handlebar with all my strength, I had a lot, a lot of pain,” he said.

When you open the throttle on a MotoGP bike, though you push yourself forward on the balls of your feet as hard as you can, you still need to hang on to the handlebars with every ounce of your strength.

The battering Rossi’s body took in the motocross crash just over a week ago took its toll, and made him suffer. “Sincerely, I didn’t expect this, maybe I expected something else.”

Painkillers and physiotherapy, the paddock’s magic medical mix, made a big difference in the afternoon. Doing much more than five or six laps was still beyond him, but the improvement on Friday left Rossi optimistic.

“Usually, Friday is the worst day. After that, your body adapts to the temperature, to the stress, and we hope that I can improve.” He will almost certainly race, and he will almost certainly exceed any expectations he may have had a week ago. But it won’t be easy.

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MotoGP Preview of the Italian GP

06/01/2017 @ 2:05 am, by David EmmettComments Off on MotoGP Preview of the Italian GP

There are a lot of reasons to love Mugello. First, there is the setting: a dramatic backdrop of Tuscan peaks and dales. A place so fecund you need only stretch out your arm to grasp the riches of the earth: nuts, fruit, wild mushrooms, stag and boar.

To the south, Florence, one of the marvels of the Renaissance and a city so beautiful it breaks your heart to look upon it alone. At every bend in the road on the way to the circuit, the view takes your breath away. And there are a lot of bends. Hypoxia is a real concern.

Then there’s the track itself. It snakes across the landscape like a discarded shoelace, a thin filament of tarmac hugging the hillsides of the valley into which the track is wedged.

It has everything a motorcycle track needs to make it truly majestic: long, fast corners like the Arrabbiatas; fast combinations like Casanova/Savelli or Scarperia/Palagio; a terrifyingly fast front straight where the braking point is blind; and a corner where front brakes and front tires are tortured, as riders dump their speed into San Donato.

No pass at Mugello is ever a done deal, there is always an opportunity to counterattack. No bike has outright superiority at the track, for the nature of motorcycle dynamics is compromise, and each manufacturer chooses to make their compromises in different areas.

Mugello rewards only perfection, and perfection is almost impossible to sustain for 23 laps at such blistering speeds.

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Sunday MotoGP Summary at Le Mans: An Age of Champions

05/22/2017 @ 12:04 am, by David EmmettComments Off on Sunday MotoGP Summary at Le Mans: An Age of Champions

It sucks being the best rider in the world. Just as you believe you have everything under control and can dominate your rivals, along comes some jumped up kid with ideas above his station, determined to administer a king-sized kicking to your behind.

That kid has answers to all the tricks you learned to use to beat your rivals, and now you have to reinvent yourself, push harder than you wanted just to stay in the game.

Back in 1998, for example, a cocky Italian swaggered into the 500cc class and threatened the supremacy of Mick Doohan. Doohan finished Max Biaggi off at the end of that year, but he had to dig deep.

After Doohan retired, another cocky Italian took his place to rough Biaggi up, just as the Roman Emperor thought he owned the premier class. After a string of titles, Valentino Rossi, the cocky Italian in question, found himself facing a couple of rookies giving him real trouble.

Casey Stoner beat him at the second time of asking in 2007, then Jorge Lorenzo took the fight to him inside Rossi’s own team, getting the better of him in 2010.

Just as Lorenzo was settling in to take what he considered as his rightful place atop the MotoGP pile, along came a cheeky-faced Spanish youngster on a record-breaking spree, winning his second race and the title at his first attempt.

After winning two titles in a row, then an impressive third last year, Marc Márquez suddenly finds himself grappling with an improbably fast Yamaha rider with steel in his soul and the name of a warrior (albeit a fictional one).

And in addition to Maverick Viñales, Márquez has to contend with Johann Zarco, who has sprung from Moto2 like a jack-in-the-box, scaring the living daylights out of the regulars.

This is the circle of racing. Every racing series is in a state of permanent revolution, where the newcomers dream up new ways of usurping the established riders, and the old guard have to adapt or die.

The moment you get comfortable is the moment your era has passed. The ultimate reward for being top dog is to ride around with a massive target on your back.

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Friday MotoGP Summary at Le Mans: Wasted Day in the Wet, And Tire Wars Revisited

05/20/2017 @ 12:49 am, by David EmmettComments Off on Friday MotoGP Summary at Le Mans: Wasted Day in the Wet, And Tire Wars Revisited

“A wasted day, again at Le Mans,” was Cal Crutchlow’s verdict on the first day of practice at the French circuit. He had a point: the first session of practice started wet but dried out towards the end, though the track was never really fully dry.

FP2 started completely wet, with plenty of rain, but again the rain stopped and the track improved a little. At no time did the track ever really become consistently one thing or another. And with dry weather forecast for Saturday and Sunday, there was not much to learn.

“It’s just a joke,” Crutchlow complained. “I don’t know why we come here again at this time of the year. First of all, obviously I really believe we should have a race in France, I like coming to France, the fans are completely mad and I have a good rapport with them.

But I don’t know why we come here and I don’t know why we come here now. No idea. Every year, I can’t tell you a year I’ve raced in MotoGP where it’s been sunny all weekend, I don’t think.”

Naturally, this kicked off a heated debate among the various nationalities of journalists over whose country has the worst weather, with Silverstone and Assen the candidates giving Le Mans a proper run for their money. Crutchlow remained firm.

“I love Le Mans, the history is superb, bike racing at Le Mans is massive as well as car racing. But the circuit’s no good. It’s stop-start and the time of the year’s always raining.” It isn’t ‘always’ raining at Le Mans, of course. But it feels like it does.

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