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.

This Week’s Suzuki Hayabusa Rumor, Part 3

We know to expect a Suzuki Hayabusa reboot in the coming months, and in a way, that is all that we know. The iconic superbike is in its 20th year of production right now, and an all-new machine is set to take its place, for the 2019 model year. Will it be turbocharged? Will it have a larger displacement? How about a dual-clutch transmission? That remains to be seen. Safe bets are that the 2019 Suzuki Hayabusa will have updated electronics, likely powered by an inertial measurement unit (IMU). Euro4 emissions homologation is a must, and Suzuki will presumably be building the new Hayabusa with the Euro5 standard in mind as well. Beyond these givens though, it seems that every week there is a new rumor regarding the next Hayabusa generation, and this week is no different.

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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Responding to the backlash in the media from this weekend’s Argentina GP round, Dorna CEO and MotoGP boss Carmelo Ezpeleta issued a statement via the MotoGP.com website, where he backed the decisions made by the MotoGP Race Direction officials.

Notably though, Ezpeleta’s statement focuses mostly on the decisions made during the starting procedure of the MotoGP race at the Argentinean round, and not the on-track action, which also gained the scrutiny of Race Direction.

Interesting too, Ezpeleta pleads the case for Dorna, noting how the media right holder for MotoGP is not involved in picking the FIM Stewards (that is the job of the FIM and IRTA), thus trying to absolve the Spanish firm from any controversial decisions, and the appearance of bias.

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There has been a trend over the past decade for rider contract negotiations to get earlier and earlier.

Where once, talks about new contracts would start sometime in June, and agreements finalized and signed during August, now, initial discussions start at the Valencia Grand Prix the year before a contract is due to end, and deals are signed in the first few races, or as in the past two contract cycles, before the season has even begun.

The underlying causes for this trend are numerous, but at its heart, it comes down to the glut of talent that is in MotoGP these days, both in terms of riders and in terms of bikes. The best riders have more choice of competitive machinery, and there are more talented riders for the factories to choose from.

This has forced the factories into pursuing and signing up the riders they want as early as possible.

As former HRC team principal Livio Suppo told ace French journalist Thomas Baujard, “In the MotoGP class, the manufacturers are the slaves of the top riders.”

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Sometimes decisions are a long time in the making. Tech3’s decision to leave Yamaha and sign with KTM may have been made in the space of a few months, but the genesis of that choice, the process that made it all possible is ten years in the making.

If MotoGP hadn’t switched from 990cc to 800cc at the start of the 2007 season, if the ban on tobacco sponsorship in sports hadn’t been enforced from 2005, if the financial system hadn’t collapsed under the weight of tranches of “ninja” loans, Tech3 would be a Yamaha satellite team for the foreseeable future. Whether they wanted to be or not.

How did MotoGP get to a place where Tech3 could switch to KTM? To make complete sense of the story, we have to go back to the end of the last century.

Through the last 1990s, the popularity of Grand Prix racing was waning, while the World Superbike series went from strength to strength. The manufacturers were losing interest in the 500cc class, as two strokes were gradually disappearing from the road.

Big-bore four-strokes were the flavor of the month among motorcycle buyers, and the factories were investing less and less in their two-stroke racers.

The manufacturers expressed an interest in racing four-strokes in the premier class, and Dorna sketched out a contract with the MSMA, the organization representing the manufacturers, and MotoGP was born.

From 2002, 990cc four-stroke machines would enter the class, and go up against the 500cc two-strokes. (The 990cc capacity was chosen to avoid any perceived encroachment onto the territory claimed by World Superbikes, then owned by rival promoters the Flammini brothers, which had bikes with a maximum capacity of 1000cc at the time).

From 2003, MotoGP would be completely four-stroke, the two-strokes banished forever. The agreement was made for five years, Dorna promising stability in the technical rules to allow the factories to get a return on their investment.

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KTM and Tech3 Team Up in MotoGP for the 2019 Season

03/05/2018 @ 10:20 pm, by Jensen BeelerADD COMMENTS

It was a shock to hear that the venerable Tech3 team would be leaving the Yamaha family, come the 2019 MotoGP season, after all Tech3 boss Hervé Poncharal cut his teeth with Yamaha.

But, once the news of his move sunk in, we are not surprised to hear that he is headed to KTM for the 2019 season, as was officially announced today (and rumored for well over a week).

That is right, for the 2019 MotoGP Championship, the Tech3 team – one of the most regarded satellite teams in the GP Paddock – will be racing the KTM RC16 MotoGP race bike, with full-factory machines from Austria.

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GP Commission Restricts MotoGP Testing from 2018

10/18/2017 @ 3:37 pm, by David EmmettADD COMMENTS

MotoGP testing is to be further restricted from next season. At the meeting in Motegi of the Grand Prix Commission, MotoGP’s rule-making body, the teams, factories, FIM, and Dorna agreed to limit the amount of testing which can be done next year and in 2019.

The 2018 testing season will look largely familiar, with a two-day test at Valencia on Tuesday and Wednesday after the race, then three three-day tests at Sepang, Thailand, and Qatar ahead of the start of the MotoGP season, and one-day tests after three of the European rounds (Jerez, Barcelona, Brno).

In 2019, the number of preseason tests will be reduced, with testing taking place only at Sepang and Qatar before the start of the season.

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When you lose the first day of a MotoGP weekend to rain, the remainder of practice becomes incredibly hectic. FP3, especially, becomes insane. Teams and riders are trying to force 90 minutes of practice into half an hour, and then throw soft tires at the last 15 minutes in an attempt to avoid Q1.

Unfortunately, the constraints of temporal physics make it impossible to put the best part of race distance on the different compounds of tires, try different bike balance and electronics settings to measure their effectiveness, try to follow a rival or two to figure out where you are stronger and weaker than they are, and finally throw a couple of soft tires at a quick lap, all in just a single session of free practice.

Sure, there’s another 30 minutes of FP4 to try to figure things out, but usually, that is where you are trying to nail down the fine details, not evaluate radically different bike setups.

So on Saturday evening, when riders are asked what their strategy is and which tire they will be racing, there is a lot of shrugging of shoulders. Andrea Dovizioso was a case in point at Aragon.

“Still we don’t know,” he said. “Still there is a lot of work to do about setup and also the decision of the tires, because we didn’t really have time to work on them. The temperature was so cold in FP3, and in the afternoon the temperature change a lot. In the morning you can’t work on the tires.”

“We have only 30 minutes in the afternoon to try and understand something. I think for everybody, the decision is not clear. Still we have to study a lot of data and take a decision about the tires and the set-up. Maybe all three are an option but I don’t know.”

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I, along with almost every photographer and a good part of the journalists present at Aragon, made my way down to the pit lane on Friday morning, to watch Valentino Rossi’s first exit on the Yamaha M1 since breaking his leg in an enduro accident.

It was overcast but dry, and there was a real sense of anticipation as Rossi limped to his bike, swung his leg awkwardly over it, then exited the garage smoothly and headed off down pit lane.

Before he and the rest of the MotoGP field had reached the exit of pit lane, the rain had started to fall. Not hard enough to leave the track properly wet, but enough rain to make using slicks impossible. FP1 was a wash. Fastest man Marc Márquez was 13 seconds off lap record pace.

The track dried out again during the lunch break, but once again, just as the MotoGP riders were about to head out, the rain started to fall.

They found the track in FP2 much as they had left it in FP1: too wet for slicks, not really wet enough for a proper wet test. And with Saturday and Sunday forecast to be dry and sunny, any data collected was of very little use indeed.

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Discussions are currently underway to review the schedule of the MotoGP event at Qatar.

The current time schedule, with all three classes taking place after sundown, creates significant headaches for the class, as was apparent at the opening race of the 2017 season, when rain caused qualifying to be canceled and threatened to postpone the race to Monday.

We have learned that discussions opened at Jerez on alternative time schedules for the event. At the moment, nothing is decided and IRTA, who are tasked with organizing the event, are fielding proposals from everyone. They are at the very beginning of the process, one source told us. 

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MotoGP-2016-Brno-Rnd-11-Tony-Goldsmith-1823

The Grand Prix Commission has introduced a range of measures at their meeting in Brno. Among the most important are the switch from selling Moto3 engines to leasing them, and changing the flag-to-flag procedure, in an attempt to improve safety in pit lane.

Starting from next year, the flag-to-flag procedure has been revised. The number of mechanics assisting has been reduced, with only four allowed to assist in the bike swap. Those mechanics must now wear approved helmets, which will also make them easier to identify.

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