KTM Finally Brings the Freeride E-XC to the USA

KTM was the first major motorcycle manufacturer to debut a production-ready electric motorcycle, all the way, way back in 2011. In true KTM fashion though, it has taken six years for the “Ready to Race” brand to be ready for the US market with its electric motorcycle design. This is because KTM North America is finally bringing the KTM Freeride E-XC to the United States, starting with a handful of dealerships (11, to be precise) who will carry the electric dirt bike, reportedly in limited quantities. Your guess is as good as ours as to why it took so long for KTM to bring the Freeride E-XC to the USA, though we have a pretty good idea why its debut is happening at this particular point in time. Even still, today’s news is just the first step to a full rollout.

“Ducati 959 Panigale Corse” Spotted in CARB Docs

If you dumpster dive through filings with the California Air Resources Board, you will find that Ducati has a new variant of its “middleweight” superbike ready for us, as the paperwork reveals a Ducati 959 Panigale Corse is on the way for the 2018 model year. The Ducati 959 Panigale Corse has the same emission figures, and is on the same filing as the current Ducati 959 Panigale, so we don’t expect any radical mechanical differences between the two motorcycles. But, looking at Ducati’s past with “Corse” models, there are a few pieces of information that we can glean from the news. The first piece of information is pretty obvious: the Ducati 959 Panigale Corse will be a special edition version of the 955cc sport bike, likely fitted with special parts (suspension, brakes, electronics) and a unique livery (bold new graphics).

Ducati Debuts New Aero “Hammerhead” Fairing at Brno

Ducati Corse has returned to using aerodynamic fairings, after packing up its “Hammerhead” design (as fans like to call it, Ducati not so much) at the preseason Qatar Test. As such, fans at the Czech GP were treated to the debut of a new fairing design at Brno. Featuring on the Desmosedici GP of Jorge Lorenzo during free practice, the new aerodynamic fairing design is an evolution of Ducati’s original winglet shape and its preseason attempt at replicating the winglets efficacy, while still adhering to the set of rules in MotoGP, which ban winglets. While the Hammerhead debuted to disappointing results, and thus has left Ducati Corse without an aerodynamic fairing so far this season, the new fairing design appears to be getting the nod from Lorenzo.

BMW HP4 Race Engine Life Set at 5,000km

If you’re in the market for a BMW HP4 Race – the carbon fiber clad superbike from Bavaria – the $78,000 price tag might not be all that you’re spending on, as BMW Motorrad has a few items in the fine print that you might want to be aware of – the first being the engine life. According to documents sent to BMW Motorrad dealers in the United States, the 212hp inline-four engine for the BMW HP4 Race comes with an expiration point of 5,000km (roughly 3,100 miles), at which point the entire engine will have to be replaced. There is no word yet what a new HP4 Race engine from BMW Motorrad will cost, but we do know that it will come from the factory with performance certification and already broken-in for immediate use.

Check Out This Aprilia RSV4-Powered Race Car

If you are in the market for a track-only race car, might we suggest the Griip G1. Though featuring double the wheels that we’re used to, this carbon fiber clad Formula 1000 cart is powered by a very familiar power plant: the Aprilia RSV4 superbike’s V4 engine. The RSV4 engine on the Griip G1 remains fairly stock, though it uses a drive shaft, instead of a chain drive, as it would on a motorcycles. As such, it makes roughly 201hp in this form, though the real value of the Griip G1 is the weight of the vehicle, which tips the scales at 860 lbs wet and fully fueled. Designed in Israel, and built in Italy, the Griip G1 will set you back a cool €52,900 if you are interested in owning one. To frame the figure on that price tag, the cost of a G1 is about the cost of three Aprilia RSV4 RR superbikes, over in Europe.

Bonnier Closes Sport Rider Magazine

It has been speculated in the motorcycle community for quite some time now, and the day has finally come, as the Bonnier Motorcycle Group (BMG) announced today that it is ceasing production of Sport Rider Magazine. The news about Sport Rider comes wedged into a larger announcement, which involves BMG restructuring its motorcycle publishing and sales departments “in order to deliver more specialized content and provide better solutions for the motorcycle industry to engage with enthusiasts.” There is a lot to be said with how Bonnier is “restructuring” media, marketing, and editorial amongst its brands – perhaps better left for an article of its own – but the big shock today is how the closure of Sport Rider ends a 25-year tradition of covering the sport bike market in the United States.

Ducati V4 Superbike to Debut in September?

Italian media is reporting an invitation to a Ducati event at the Misano circuit, the Thursday before the MotoGP race weekend held on the Adriatic Coast. The event has surely something to do with Ducati’s new V4 superbike, with Ducati claiming it will be “the sound of a new era” for the Italian manufacturer. That sound surely will be of the new V4 powerplant, which will not only replace the company’s iconic v-twin superbike lineup, but also power future large-displacement sport bikes from Ducati – something Claudio Domenicali told A&R at the Ducati 1299 Panigale R Final Edition launch. What we will see at Misano is up for speculation, however. A strong guess would be that Ducati only unveils its 90° V4 engine, teasing for us the interesting technical bits that Domenicali hinted at during the Laguna Seca WorldSBK weekend.

Lucky Strike Ducati Multistrada 1200 Enduro by MotoCorsa

Though it is known better for its exploits on race tracks, many two-wheeled enthusiasts should know that Ducati’s history extends well into the sand dunes of the Dakar Rally. Nestled in the Ducati Museum in Borgo Panigale, there is proof of Ducati’s racing history in the Dakar Rally. And while the bike says “Cagiva” on the outside, it was an air-cooled Ducati engine that powered Edi Orioli and his Elefant to two Dakar Rally wins. That machine was painted in one of the most iconic paint schemes ever to grace a racing motorcycle: the Lucky Strike cigarette company’s red, white, black, and gold livery. So, to pay homage to Ducati’s off-road racing history, the folks at the MotoCorsa Ducati dealership have taken the Ducati Multistrada 1200 Enduro and linked it to its racing pedigree, creating a unique motorcycle in the process.

Speed vs. Stamina, For 220 Laps at the Suzuka 8-Hours

The day is done and the battle is won. Yamaha claimed its third-consecutive Suzuka 8-Hours on Sunday. The victory put a stamp on their dominance of the one race each year that the Japanese manufacturers place more emphasis on than any other. As such, Asphalt & Rubber takes a look at the winning machine, the Yamaha Factory Racing Team’s YZF-R1. It’s often said that endurance racing is the last bastion of design and technological freedom in motorsport. Whether it was Audi’s decision to use a diesel engine on four wheels, or the current breed of two-wheeled endurance bike, i i’s clear that there is plenty of innovation on the grid.

Carbon Fiber BMW HP4 Race Priced at $78,000 for USA

Before the machine officially debuted in China, we got our first taste of the carbon-clad BMW HP4 Race at the 2016 EICMA Show in Milan. At that time, all we knew about this track-only motorcycle was that it would be built in limited quantities, and thus would not be cheap. In China, we learned that pricing across “the pond” had been set at £68,000 / €80,000 for the UK and EU markets, respectively. And now, we finally get word regarding how much the BMW HP4 Race will cost American buyers, as BMW Motorrad USA has set an asking price of $78,000. Only 750 units will be made worldwide, so it’s hard to say how many will even make the trip to the United States, but for that price tag you get quite the machine.

We were promised a storm on Friday, and we got one. But it was a media storm, rather than a thunderstorm, with riders finally free to speak about the situation at Aprilia.

That’s not to say the weather wasn’t an issue: rain fell during Moto2, wreaking havoc on the field. That would have as many repercussions as the fallout from Aprilia’s decision to dump Sam Lowes. It was an eventful day indeed.

First, to get the Aprilia story out of the way. Last night, it emerged that Aprilia had finally made a decision on Sam Lowes. The Italian factory had decided to drop the Englishman after just a single season, rather than keeping him for the full two years of his contract.

It was a move that had been telegraphed at the Barcelona test, when Aprilia Corse boss Romano Albesiano admitted that dropping Lowes was a possibility they were considering. So for it to be announced in Austria was hardly a surprise.

In part because Lowes’ contract stated that Aprilia had until August 15th to make up their minds.

There was little surprise at Aprilia’s move. Sam Lowes and Alex Rins have been vastly outclassed in their rookie years by Johann Zarco and Jonas Folger. Rins has had an excuse, having spent so much of his first year in MotoGP being injured.

But viewed from the outside, Lowes has no such excuses. He is on a factory team, and his teammate is showing him up badly. Aleix Espargaro is regularly in Q2, and has shown pace to challenge for the top 5 on occasion. Lowes has been in Q2 only once, and has just two points to his name.

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MotoGP is back, and so naturally, so is the rain. The weather continues to plague Grand Prix motorcycle racing, the weekend starting off in the pouring rain making for a wet FP1.

Despite the heat, Brno is slow to dry, and so the MotoGP bikes started FP2 on a damp track with a dry line, the track ending the session almost completely dry. Hardly an ideal start to the weekend, if you are focused on finding the best setup possible for the race on Sunday.

Not everyone sees it that way, however. For Johann Zarco, it was nice to ease himself gently back up to speed. “Restarting the season in wet conditions was good for me,” the Frenchman said.

“This way we start the season slowly, and that’s good for the feeling.” It also reduced the advantage of the big teams who can eke out an advantage in stable conditions.

“Also because we didn’t do a test here, maybe it was better, because if we have a dry track for all the weekend, there are many teams which can work, work, work and be so strong at the end of the weekend. And for our situation as a rookie, it’s good to have this tough weather.”

The wet weather also made it a little easier on bodies which had not ridden a MotoGP bike for four weeks. “Especially it’s difficult about physical condition,” Valentino Rossi said on Friday.

“Because it’s one month without the bike, in the beginning you have some pain in the hands, in the legs. But it was not so hard to arrive to a good level, especially in the wet.”

The training he had been doing for the past couple of weeks – including running a VR46 Master Camp for Yamaha’s riders in the WorldSSP 300 class – had helped him prepare.

“It’s a long break, but in the last weeks I train a lot on the bike, and sincerely, in the last ten days you always think about FP1. So you watch video, try to understand, try to remember the way to ride.”

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I should call this the “going left” gallery, as there isn’t much diversity in perspective, as all of the photos attached here were taken from the same vantage point: the inside portion The Corkscrew (Turn 8) at Mazda Raceway Laguna Seca.

A popular feature to this coastal Californian track, The Corkscrew provides plenty of spectacle for fans, but it finds its true zenith when World Superbike riders are in circulation.

The approach to Turn 8 is a fast uphill stretch, about as much of a “back straight” as Laguna Seca has to offer, and the crest of the hill sees the faster rider’s lofting the rear wheel ever so slightly, as they begin to get on the brakes.

As they get closer to the entrance of the iconic turn – a mostly blind approach I should point out – the late-brakers will again bring the rear wheel off the ground, as they threshold brake into first apex, which only reveals itself at the very last moment.

Hitting the left-hander at the top of the hill, and the right-hander on the way down, there really isn’t a chance for the suspension pieces on these bikes to react, add in a quick downshift during the left-right transition, along with some trail-braking at the top of hill, and it is easy to see why this corner is so highly regarded.

Seemingly proving the point, in just the single session I shot here, we had two red flag moments, as both Red Bull Honda riders threw their bikes down The Corkscrew’s drop in elevation. For newer riders, the challenge is even greater.

Apologies in advance for the late posting, as I spent the better part of Saturday battling an uncooperative Adobe Lightroom. I hope you enjoy these high-resolution shots from Friday at Laguna Seca.

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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.”

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Just how clever has Honda been with its fairings? At Assen, Cal Crutchlow spent Friday going back and forth between bikes with and without the addition of aerodynamic side pods on the outside of the fairing.

That led to some confusion among the media. Had Honda homologated the aerodynamic fairing already? Or was this something new?

I went to see Danny Aldridge to ask what the situation was, and the MotoGP technical director explained the situation.

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MotoGP got off to an inauspicious start at Assen. Just a couple of minutes into FP1 on Friday morning, the red flags were already out.

The cause? Andrea Dovizioso’s Ducati Desmosedici GP17 had started spewing oil all over the track on his out lap, causing first Jonas Folger to take a massive tumble through the gravel at Duikersloot. It also took down Dovizioso’s teammate Jorge Lorenzo.

“I felt some movement a few corners before,” Folger said of his crash. “I had a highside, and then the bike hit me as well.” After a brief check up at the Medical Center, Folger was sent on his way again.

Fortunately for the Tech 3 rider, it took the best part of half an hour to clean up the oil left on the track by Dovizioso, so he had plenty of time to get back to the garage and get ready again.

Surprisingly, the crash left him with few ill consequences. Folger was able to get back out, and build up his confidence again. So much so, in fact, that he ended the day as second fastest, with only a masterful Maverick Viñales ahead of him.

Where had his speed come from? Confidence mainly. He had gained confidence from the past couple of rounds, and especially at Barcelona. Being fastest during warm up in Barcelona, and seeing Marc Márquez struggle to match his pace had given Folger a boost.

This, and working out that he needed to brake later, had made a world of difference.

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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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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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Friday at Donington Park with Tony Goldsmith

05/27/2017 @ 12:37 am, by Tony GoldsmithADD COMMENTS

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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