Ducati Desert Sled ADV Alaska Prototype by Earle Motors

Just the other day, I was lamenting to a Ducati person about how the Desert Sled should have been the first model from the motorcycle makers Scrambler sub-brand…since, you know, it goes off-road quite well. Built for the hard hits and jumps that come with taking a production street bike scrambling through the woods, the Desert Sled pretty much lives up to its name. But, if you really want to do the business, some changes need to be made. This is where Alex Earle comes in the picture, with his Ducati Desert Sled “ADV Alaska” Prototype. A designer for Audi by day, Earle is known better in motorcycling circles for his street-tracker inspired custom Ducatis. You’ve probably seen them before.

Randy Mamola Named A “MotoGP Legend”

Randy Mamola will be the newest edition to the list of “MotoGP Legends” – an honor roll that serves as the World Championship Hall of Fame for motorcycle racing. Racing alongside some of the greatest names in Grand Prix motorcycle racing, Mamola is known best as the winningest GP rider never to win a GP championship, with 13 race wins and 57 podiums credited to his name. Mamola is as famous for his aggressive on-track riding style during the 1970s and 1980s, as he is for his generous contributions to the sport and world at large, which continue to this day as a co-founder to the Riders for Health charity. A GP staple, you can often find Mamola in the MotoGP paddock, rider-coaching for several racers, interacting with his legion of fans, and occasionally brow-beating unwieldy motorcycle journalists.

It’s Official, John McGuinness Jumps Ship to Norton

Check the weather, because hell might have frozen over. Confirming rumors from late last year, John McGuinness has switched from Honda to Norton for his 2018 Isle of Man TT campaign. The move is a bit of a surprise, as McGuinness has made his career as a diehard Honda rider, which has lead to 23 TT race wins at the Isle of Man. But, things started to get interesting last year, when in December McGuinness wasn’t named as one of Honda’s road racing riders. To further fuel the fire, McPint was seen on social media checking out the Norton SG7. Now officially official, John McGuinness will campaign on the Norton in the Superbike TT and Senior TT races at the 2018 Isle of Man TT. Boom goes the dynamite.

Harley-Davidson Recalling 174,000 Motorcycles Because Owners Might Be Bad at Basic Bike Maintenance

Yup. You read that headline correctly, and thus here is our second recall notice of the day, and as you might expect, it is an interesting one. Harley-Davidson is having to recall over 174,000 motorcycles because their brake components may form deposits internally if the brake fluid is not replaced after a prolonged period of time, i.e. beyond the two-year maintenance schedule specified by Harley-Davidson. In total, 31 Harley-Davidson models are affected by this recall, namely the Touring, CVO Touring, and VSRC models that have ABS brakes equipped.

This Week’s Suzuki Hayabusa Rumor

A new Suzuki Hayabusa is coming, this much we know. What that bike will be, what features it will have, and what it will look like though have been open to much speculation. Unsurprisingly then, the rumor mill surrounding the Suzuki Hayabusa continues to churn out ideas about what this hyperbike will be, and today’s latest tidbit of gossip comes courtesy of Italy’s Insella publication. In it, the Italian journos wager that the Suzuki GSX-1300R will in fact become the GSX-1400R for the 2019 model year, with the venerable Suzuki Hayabusa getting a displacement increase to the tune of 1,440cc for its four-cylinder engine. The folks at Insella go on to say that the 2019 Suzuki Hayabusa will be an-all new machine (that much is a given), with features like traction control, semi-active suspension, and cornering ABS rounding out the package.

Details Emerge about the FIM MotoE World Cup

After announcing the 2019 FIM MotoE World Cup roughly a year ago, details have been slow to emerge about this electric motorcycle series, which will run in parallel to the MotoGP Championship. Late last year we learned that Italian firm Energica had won the contract to supply MotoE with race bikes, which would be based off the Energica Ego production superbike, and now today we learn a little bit more about this fledgling series. In a press event announcing Enel as the title sponsor (more on that in a minute), Dorna and the FIM laid out the basics for MotoE, in terms of teams, bikes, tracks, and race format. As such, Dorna envisions 10-lap races for the MotoE World Cup, with little desire to increase the race distance as the series continues beyond its 2019 start date.

Introducing the MOTR Podcast

Today we are announcing the third podcast that Asphalt & Rubber is involved with, the Motorcycles on the Record Podcast…or as we like to call it: the MOTR Podcast. The concept is pretty simple, as the MOTR Podcast is designed to compliment our popular Two Enthusiasts Podcast production. For those who don’t listen to it aleady, on the Two Enthusiasts Podcast, myself and co-host Quentin Wilson take an outside perspective on what is happening in the motorcycle industry. So, to contrast that with the MOTR Podcast, this new show will provide an insider’s view of what’s going on in motorcycles, with a focus on interviews and discussions with the industry’s leading figures.

Say Hello to the New Triumph Speed Triple RS

Back in 1994, Triumph created the streetfighter segment with the Speed Triple. But, the bike of 20 years ago is very different from the one debuting today, however the basic ethos remains: an aggressive sport bike for the city streets. In this time span though, the streetfighter segment has changed. Brands like KTM and Aprilia rule the roost, with high-horsepower bikes that come competently packed with high-tech electronics. Hoping to stay relevant with the same basic 1050cc platform, the British marque shows us now the 2018 Triumph Speed Triple RS – which boasts over 100 “new” parts just in the engine alone. The changes are subtle to the outgoing model though, but the highlights do stand out.

2018 Alta Motors Redshift MXR Officially Debuts – More Power, More Torque, Less Weight, and “Overclocking”

Here it is. After we broke the story that Alta Motors would be debuting an R-spec machine for its motocross line, we get our first glimpse of the 2018 Alta Motor Redshift MXR. A souped-up version of the 2018 model, which already gets some upgrades over last year’s bike, the Redshift MXR boasts some impressive features, in the pursuit of a no-compromises MX race bike. As such, Alta is quoting a stout 50hp and 42 lbs•ft of torque for the Redshift MXR, while the “wet” weight of the machine has been reduced by 8 lbs, to 259 lbs ready-to-ride. Recharge times have also been reduced, to just 1.5hrs on a 220v system – a savings of 30 minutes over the standard model.

Harley-Davidson Electric Motorcycle Coming in 18 Months

Harley-Davidson CEO Matthew Levatich dropped more than a few bombs during today’s earnings report, first saying that the Bar & Shield brand would close its Kansas City factory and consolidate production around its York, Pennsylvania plant. The American brand isn’t stopping the news there though. Offering a carrot of good tidings, Harley-Davidson reports that it will make its first production electric motorcycle within the next 18 months, effectively bringing its Livewire concept into production. The Livewire was a purpose-built concept done by Harley-Davidson in order to gauge the market reaction to the Bar & Shield brand going electric. Offering limited test rides, Harley-Davidson got positive responses to the Livewire experience, and the project has been internally green-lit ever since.

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The Grand Prix Commission, MotoGP’s rule-making body, met last week to make a few minor updates to the rules for MotoGP in 2016. The two biggest changes to the rules relate to the two biggest changes to the series for next year: the change of tire suppliers and the switch to spec-electronics.

The change that will most please the fans will be the official end of the Open class. All references to both the Open and Factory classes are to be removed from the regulations, as the switch to spec electronics, all teams running both the standard Magneti Marelli hardware and official Dorna unified software, mean there is only one class in MotoGP again.

This does not mean that all factories are equal, however. Special concessions remain for factories that have not won a race and have not yet accrued six concession points (based on podium positions).

Manufacturers with concessions will be allowed to use twelve engines for a season instead of seven engines, they will be allowed unlimited testing with factory riders instead of test riders, and engine development will not be frozen.

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Buy a MotoGP Bike, Just in Time for Christmas

12/12/2014 @ 4:24 pm, by Jensen Beeler4 COMMENTS

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Are you having a hard time finding that special gift for the motorcyclist in your life? We might have just the thing for you. Paul Bird Motorsports is unloading their MotoGP equipment, now that the British team is leaving the premier class of motorcycle racing.

Up for sale are various pieces of machinery, spare parts, a team transporter, garage pieces…and of course, PGM’s race bikes — four PBM-built CRT machines and two Aprilia ART bikes.

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DR Moto – The Ultimate Yamaha R1 Track Bike

08/25/2014 @ 12:55 pm, by Jensen Beeler14 COMMENTS

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The Yamaha YZF-R1 is a fantastic machine, in just about any iteration you can find. A potent weapon on the track, the R1 might not have all the bells and whistles that are found on European superbikes, but the Japanese liter-bike makes up for it with precision handling, great reliability, and gobs of tractable power.

This is great for two-wheeled enthusiasts, who ride the twisties or at local track days, but Yamaha’s crown jewel poses as a tough mark to beat when someone goes looking for something “more” from the design. DR Moto might have that answer though, for track enthusiasts who want something closer to what they see on Sunday’s race day, without the compromises that come with production/street machines.

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Rating the Riders of MotoGP: Edwards & Petrucci

01/13/2014 @ 5:11 pm, by David Emmett4 COMMENTS

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After rating the top ten finishers in the championship, it is time to turn our gaze to those outside the top ten worthy of note. Here is a view of Colin Edwards and Danilo Petrucci, two riders who both exceeded expectations in 2013.

Colin Edwards – Championship Position: 14th – Rating: 7/10

Colin Edwards was thirty-nine years of age when he lined up on the grid for the first race of 2013, and facing questions over his ability to keep competing.

His performance had been slipping since losing his spot in the factory Yamaha team, reaching a low point in his first year with the NGM Forward team on the Suter BMW. Was he perhaps too old? Did he really have the motivation to compete at this level?

The former question is still open, but the switch to the FTR Kawasaki gave Edwards the chance to show that he still cared enough to keep racing. Much better handling and above all, being freed from the shackles of the BMW’s electronics made the FTR Kawasaki a much easier package to ride.

Edwards looked much more at home on the bike, regularly making it into Q2 in the second half of the season. The Kawasaki CRT bike was still lacking too much power to take the fight to the factory prototypes, but Edwards was the only rider to challenge the outright dominance of Aleix Espargaro among the CRT riders.

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Rating the Riders of MotoGP: Espargaro & Iannone

01/13/2014 @ 2:01 pm, by David Emmett2 COMMENTS

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After rating the top ten finishers in the championship, it is time to turn our gaze to those outside the top ten worthy of note. Below is a look at the seasons of Aleix Espargaro and Andrea Iannone, in the news in 2013 for very different reasons.

Aleix Espargaro – Championship Position: 11th – Rating: 8/10

Aleix Espargaro became the poster boy for the CRT class in 2012, beating out his teammate Randy De Puniet. The two Aspar riders showed that even with less than a year of development, a slightly modified Superbike could compete with the slower of the satellite prototypes. 2013 saw the Aprilia ART take another step forward, but it was a step only Espargaro could follow, De Puniet complaining of a lack of feeling all year, his performance plummeting.

Espargaro shone in 2013, regularly making it into Q2 under the new two-part qualification system, and even starting from the second row at the Sachsenring and Misano.

The race was always a different matter, the underpowered Aprilia no match for the prototypes, and even after the great start he got in German, running in the top three in the first few laps, Espargaro dropped back through the field as the race progressed.

Despite his disadvantages, he still bagged a bunch of top tens, consistently finishing ahead of the Ducatis. Espargaro demonstrated that the rider is still a key part of the equation in motorcycle racing.

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When it was announced that the claiming rule was to be dropped and the rules would be changed for 2014, one of the main questions was what to call the new class. After some complaining early on, MotoGP fans had become used to the CRT name, and understood what was meant by it.

With the choice of software now determining how much fuel and how many engines a team can use – 24 liters for the spec Dorna software, 20 liters for factories using their custom software with the spec Magneti Marelli ECU – there was no easy and obvious nomenclature for the bikes.

Under the first draft of the rules, the bikes were divided into two categories: “MotoGP” and “MotoGP with factory option”. That appears to have encountered resistance, however, and so a new name has been found for the non-factory bikes: for 2014, non-factory bikes will be referred to as ‘Open’ entries.

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With so much happening at the front of all three races at Silverstone last Sunday, it is easy to overlook the battles behind. Especially when those battles seem to be falling into a fixed pattern, repeating the results of previous races.

A glance at the results of the MotoGP race Silverstone gives you a sense of déjà vu. While the top three swapped places, positions four to six were identical to their finishes at Brno, places seven to nine differed only in the riders who crashed out, and Aleix Espargaro took tenth spot, as he did in the Czech Republic. A pattern is definitely starting to form here.

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With all of the prototype seats occupied for 2014 – barring a contractual bust up between Ducati and Ben Spies, which is only an expensive theoretical possibility at the moment – battle has commenced for the rest of the MotoGP seats regarded as being most competitive. While the factory bikes – the bikes in the factory and satellite teams being raced as MSMA entries – are all taken, the privateer machines – using Dorna spec-ECU software and extra fuel – are still mostly up for grabs.

The three most highly sought after machines are the 2013 Yamaha M1s to be leased by the NGM Forward squad, Honda’s production racer (a modified RC213V with a standard gearbox and metal spring instead of pneumatic valves) and the Aprilia ART bikes, which are a heavily modified version of Aprilia’s RSV4 superbike.

Of the three, only the ART machine is a known quantity, with Aleix Espargaro and Randy de Puniet having raced the bikes with some success in 2012 and 2013, joined by Yonny Hernandez and Karel Abraham this year. Teams and riders will have to guess about the performance of the Yamahas and Hondas, though given the basis of the two machines, it is a safe bet they will be relatively competitive.

The most popular machine among riders is the Yamaha M1, naturally enough. The bike is a near complete 2013 machine, with a few parts excluded, such as the fuel tank, and will utilize the spec-ECU software from Dorna, being developed by the current CRT teams.

Given just how good the 2013 M1 is – Jorge Lorenzo and Valentino Rossi have won races on it, Cal Crutchlow has scored regular podiums – it is expected to be the best privateer machine on the grid next season, and anyone hoping to advance in the series is angling for a ride on it.

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With the 2013 MotoGP season at its halfway mark, now is a good time to take a look back and examine the engine usage for the teams and riders.

In 2012, with the engine durability regulations in their third full season, the factories appeared to have the situation pretty much under control. The only excitement arose when something unexpected happened, such as Jorge Lorenzo have an engine lunch itself after he was taken out by Alvaro Bautista at Assen last year.

For 2013, the engine allocation was reduced from six to five engines per season. Each rider now has five engines to last the entire season, for use in all timed practice sessions during each race weekend. With three seasons already under their belt, no real drama was expected, yet that is not quite how it has turned out.

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There was a small flurry of excitement when the minutes of the last meeting of the Grand Prix Commission, including rules on the spec-ECU and factory entries were announced last week. That was then followed by a bout of confusion, as everyone tried to figure out what all of the various changes meant, and what impact they may have on the series. It appears that the answer to that question is “not as much as you might think,” so let us take a look at what has changed.

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