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Episode 58 of the Two Enthusiasts Podcast chronicles a busy week in California, as we head down to Laguna Seca for the World Superbike and MotoAmerica racing rounds.

The weekend involved getting the first glimpse of the Ducati 1299 Panigale R Final Edition, the last v-twin superbike from the Italian brand. We also got to talk to Ducati CEO Claudio Domenicali about the company’s new V4 superbike, with more than a few surprises being told about the new machine.

Of course there was the on-track action, which includes yours truly getting a some seat time the Monday after the races, riding at a no noise restriction track day (something that almost never happens) with the good folk at Pirelli tires.

While there, we sat down with Giorgio Barbier, the Director of Pirelli’s Motorcycle Racing program. We talked a bit of shop while at the track day, and have included that conversation towards the end of the show, for your listening pleasure.

The audio isn’t perfect, since we’re right on the track – did I mention there was no noise restriction for the bikes? – but you should be able to hear Giorgio with no problems.

You can listen to the show via the embedded SoundCloud player, after the jump, or you can find the show on iTunes (please leave a review) or this RSS feed. Be sure to follow us on Facebook and Twitter as well.

Every race weekend, there are dozens of things I either miss, or don’t have time to write about. Here’s what I missed from the German Grand Prix at the Sachsenring:

About Those Chassis

Since the Barcelona test, the paddock has been awash with gossip about Yamaha chassis. Valentino Rossi was particularly enamored of one of the chassis tested at Barcelona, though his teammate Maverick Viñales appeared to be a lot less enthralled by it. At Assen and the Sachsenring, both riders had one each of the “new” chassis and one of the “old” chassis.

The new chassis is said to be a development of the chassis used last year – some even say last year’s chassis – which was itself a slight revision of the 2015 chassis. The “old” chassis was a new chassis based on the chassis used last year, meant to save the rear tire, but sacrificing corner entry as a result.

Valentino Rossi was constantly clear about which chassis he favored, and which chassis he used. Yet Viñales consistently refused to answer questions on the subject, claiming he had been banned from doing so by Yamaha. So how can one rider answer and the other refuse?

Episode 57 of the Two Enthusiasts Podcast helps us celebrate America’s birthday, by talking about some freedom-loving motorcycles.

Our first topic of interest is a teaser to a project that we are working on here at Asphalt & Rubber. If you’ve been following us on social media, you might already have an idea about what it is.

That conversation quickly moves into a rabbit hole about racing though, and how closed-circuit motorcycle racing can evolve for the 21st century.

Our attention then turns to some news items, like how Honda is getting more serious about electric motorcycles, how Harley-Davidson might buy Ducati Motor Holding, and what we can expect to see from Ducati with its Final Edition Panigale superbike.

You can listen to the show via the embedded SoundCloud player, after the jump, or you can find the show on iTunes (please leave a review) or this RSS feed. Be sure to follow us on Facebook and Twitter as well.

If the 2017 MotoGP season has been anything, it has been entirely unpredictable. After two races, we were declaring the season over, and penciling Maverick Viñales’ name on the trophy.

A race later, and we were conceding that Valentino Rossi had taken over the lead of the championship, and that meant that whoever won the title would be riding a Yamaha.

After four races the top four were within ten points, and we gave up on there being a favorite, only to change our minds again after Le Mans, where Valentino Rossi crashed out trying to beat his teammate, and Viñales took a 17-point lead again.

After Mugello, when Andrea Dovizioso won his first dry MotoGP race, Viñales led by 26 points, and was ahead of reigning champion Marc Márquez by 37 points. We had our favorite once again.

Three races and two changes in the championship lead later, and we have given up again. The top four are back within ten points of each other again, and making predictions is looking increasingly foolish.

There was one certainty we could cling to, and would not allow ourselves to let go: At the Sachsenring, Marc Márquez takes pole, and then goes on to win the race.

It has happened the last seven years Márquez has raced at the Sachsenring, from 125s to Moto2 to MotoGP. Surely he would repeat that again? Surely, Marc Márquez would break the unpredictability of MotoGP in 2017?

Another domino has fallen in the MotoGP satellite team Silly Season. Danilo Petrucci has signed on to remain with the Pramac Ducati squad for the 2018 season. Petrucci had been courted by Aprilia, but Petrucci has elected to stay with the team and the factory with which he has scored his most recent successes.

Petrucci has been key to the early progress made with the Ducati Desmosedici GP17. The Italian won the right to use the sole GP17 in the Pramac garage after outscoring his teammate at the end of the 2016 season.

At the start of the season, that had more downsides than he had realized, as Ducati were using Petrucci to test parts and setup for the new bike, and then filtering that data back to the factory squad.

Well, we knew the weather was going to be a factor at the Sachsenring, and we weren’t disappointed. (Or perhaps we were, depending on your point of view.)

The MotoGP riders started off on a bone dry track in the morning, spent an extended 55 minutes on slick tires, then suffered through a couple of full on rain showers in the afternoon. They had time on a dry track, and time on a wet track, and time on a track with a dry line forming.

It was the perfect preparation for what promises to be a weekend of mixed weather. The chances of making it all the way to the race on Sunday without another wet session are very small. But they are also not zero.

Riding in both weather conditions gave the riders a chance to assess the grip of the new surface. The response was overwhelmingly positive. Aleix Espargaro summed up the general impressions, and entirely in character, he also summed it up with the most enthusiasm.

“It’s unbelievable,” the Aprilia rider said. “They did a super job, a fantastic job. The tarmac has zero bumps, nowhere. The grip is super high. Actually, I think we finished five seconds from the dry times, which is very very very fast. So, German style, they did a great job!”

The grip was generally judged to be good in the dry, but absolutely phenomenal in the wet. “Honestly, in the wet you can’t believe it,” Cal Crutchlow told us.

“I left the pit lane. I was late because we were messing around in the garage. Marc had done three laps. I saw the blue flags, sit up and I looked down and Marc’s got his elbow on the floor! When I see someone’s got their elbow on the floor it means you’ve got to push.”

From Assen to Sachsenring, 700 kilometers in 7 days. One of the shorter hauls between back-to-back races, but a tight schedule nonetheless.

Sachsenring’s weird split paddock was full of tired looking faces on Thursday, as truck drivers and hospitality staff rushed to tear the entire paddock down in Drenthe, then build it all up again in Saxony.

It is hard to think of a greater contrast in circuits, too. Assen is flat, fast, and sweeping, the Sachsenring tight, slow, and with massive changes in elevation. There are similarities too: the bikes spend a lot of time on the edge of the tire at both tracks.

At Assen, it’s especially the right side of the tire, as riders sweep through the succession of right-handers from Mandeveen all the way to the Ramshoek.

At the Sachsenring, it’s all left-hand side of the tire which takes the punishment, as the bikes come out of the Omegakurve, pitch into Turn 4, then hustle their way all the way down and then up and over the hill before Turn 11.

Turn 11 is a vicious beast, laying in wait for the unwary, its voracious gravel trap waiting to claim anyone who flicks the bike just a little too enthusiastically right after spending so much time on the left-hand side of the tire.

The opposite right-hand side has had 40 seconds to cool off, while the right-hand side of the tire takes all the punishment. The transition from left to right, from scorching hot to cool rubber, from one of the hardest tire compounds of the year to one of the softest, is tricky.

Switching between two very different feeling rubbers catches plenty of riders out, in both MotoGP and Moto2.