Ducati CEO Dishes on V4 Superbike Details

Talking to us at the launch of the Ducati 1299 Panigale Final Edition, Ducati CEO Claudio Domenicali gave us some details on the Italian company’s upcoming, and long-awaited, V4 superbike. Much has already been speculated and rumored about the successor to the v-twin Panigale, but Domenicali paints a pretty clear picture of what we can expect to see unveiled at the upcoming EICMA show, in Milan. The big news is perhaps not the fact that Ducati is moving to a four-cylinder format for its superbike program (though that is big news indeed), but instead the focus should be on what is inside the V4 engine, and how it operates. He also teased us with some news on a few other upcoming Ducati motorcycles, which should start a new chapter for the Italian brand.

Up-Close with the Suter MMX 500

By my nature, I am a critical person. This isn’t exactly a desirable personality trait, but it serves me well in my chosen profession. Accordingly, I rarely ever use words like “perfect” or “flawless” when describing something. It’s just not in my nature. From my lens, there is always room for improvement. But, when it comes to seeing the Suter MMX 500 up-close and in person, I had to rethink my usual choice of words. I will sidestep superlatives and simply say that the Suter MMX 500 is a true rider’s motorcycle. On the Suter MMX 500, there are no electronic rider aids, no ride-by-wire throttles, no kickstands, mirrors, or lights. There is nothing on this machine that doesn’t serve a purpose, and the only acceptable purpose is to go as fast as possible.

Up-Close with the Ducati 1299 Panigale R Final Edition

As far as venues go, there might not be a better place on Earth to launch a new motorcycle than Pebble Beach, California – that is, if you are into the whole breath-taking view sort of thing. The party of course was for Ducati’s last v-twin superbike, the aptly named Ducati 1299 Panigale R Final Edition, which is part Superleggera, part road bike, and part spaghetti dinner. Clad in a the an Italian tricolore livery, the Ducati 1299 Panigale R Final Edition puts out a potent 209hp, and features some of the best pieces of Ducati’s v-twin superbike lineage – part of a long goodbye to the desmodromic v-twin platform. For American Ducatisti, owning one will mean a $40,000 commitment, which isn’t such a lofty price tag, if you considered its half the cost of the carbon-fiber-everything Ducati 1299 Superleggera.

Ducati 1299 Panigale R Final Edition Finally Debuts

Ducati has finally released its Final Edition of the Ducati 1299 Panigale superbike, and the aptly named Ducati 1299 Panigale R Final Edition packs a punch. Sharing engine parts with the Ducati 1299 Superleggera (sans its aluminum sleeved engine cylinders and sand-cast casings), the Ducati 1299 Panigale R Final Edition makes 209hp on Ducati’s chassis dynamometer. The FE also tips the scales at 419 lbs wet at the curb. For those keeping score, that mass is just a pound lighter than the Ducati 1299 Panigale S; and 13 lbs heavier than the Ducati Panigale R, which uses the 1199 motor. Priced at $40,000 for the US market though, this “half a Superleggera” still packs a considerable punch, and of course it holds the distinction of being the last of Ducati’s v-twin superbikes.

Suter North America Formed, To Bring Two-Stroke Hotness

If you are a fan of two-stroke motorcycles, then the Suter MMX 500 surely ranks highly on your list of bikes to have in your dream garage. And now for American motorcycle enthusiasts, owning a Suter MMX 500 just got easier, as the Arch Motorcycle Company has been named the exclusive importer for Suter’s motorcycle business. Establishing Suter North America in the process, Arch will begin selling these 195 horsepower / 280 lbs (wet) machines to the American public…assuming you can afford the 120,000 CHF (~$125,000 USD) price tag. Similarly, Suter will begin selling Arch Motorcycle’s power cruiser in Europe, which means the two brands are joining forces to expand their relevant markets.

Don’t Call It a Recall, BMW Issues Worldwide Service Campaign for BMW R1200GS Motorcycles

Water-cooled BMW R1200GS owners will soon be getting a call from their local dealership, as the popular adventure-touring machine is getting a worldwide service bulletin that affects models made between November 2013 and June 2017. The service bulletin concerns the fixed fork tubes on the BMW R1200GS and BMW R1200 GS Adventure models, which can suffer damage from high stress incidents (going over an obstacle, riding through a pothole, etc), and subsequently fail. By our math, this service bulletin affects over 150,000 motorcycles, making it a massive global undertaking for the German motorcycle brand, for its flagship model.

MV Agusta Brutale 800 America Debuts for USA

Ahead of the World Superbike round at Laguna Seca, MV Agusta is releasing a special limited edition machine for the American market. Called the MV Agusta Brutale 800 America, only 50 examples of this red/white/blue street bike will be made, one for each state of the union. As the name implies, this special edition machine is built off the MV Agusta Brutale 800 street bike, with a unique livery and color scheme being the key defining features of the MV Agusta Brutale 800 America. MV Agusta says the livery tries to tie a connection back to the 1973 MV Agusta 750 S, with the two models sporting a similar color scheme. The Italian brand says the key features of the unique paint job are the rear fender and side radiator panels, which are decorated with the “America Special Edition” logo.

Ducati’s Secret Weapon: Carbon Fiber Öhlins Fork Tubes

They are hard to spot, but if you look closely at the 2017 Ducati Desmosedici GP (a bevy of photos are after the jump) you will see something very unique going on with the front suspension. This is because Öhlins and Ducati have teamed up to develop new fork technology, namely carbon fiber fork tubes. The Öhlins carbon fiber fork tubes can be seen on the machines of Andrea Dovizioso and Jorge Lorenzo, starting from the season-opener in Qatar, and are noticeable for their matte black tube finish, with gold ends. Öhlins is coy about how much weight savings are involved with the forks tubes, but they are noticeably lighter when they are in your hands, something we have first-hand knowledge of, as we had one to pass around at the Two Enthusiasts Podcast live show at Austin, Texas this year.

MotoGP Dashboard Messages Approved, Starting in 2018

On the eve of the German Grand Prix at the Sachsenring, the Grand Prix Commission, MotoGP’s rule making body has allowed a system which was first mooted at the same race last year. In Assen, the GPC gathered to discuss various minor tweaks to the MotoGP rules, but among them was a major upgrade: permitting the use of dashboard messages by the teams from 2018. The ability to send messages is piggybacking off the system put in place to aid Race Direction. With spec ECUs and spec dashboards in Moto3 and MotoGP, Race Direction had long wanted the ability to send messages to the bikes on track.

Ducati V4 Superbike Spotted Again, More Details Revealed

For the second time in a week, we have spy photos of the Ducati V4 superbike. Like before, the new superbike model is still in its unfinished state, with testing equipment strapped to its frame and bodywork. Even in its pre-production state though, the new V4 machine reveals some of its secrets, the most notable of which is its frame/chassis design. It also teases us that the V4 model will look very similar to its predecessor. Ducati appears to be continuing its “frameless” chassis design, though with a twist. The headstock noticeably attaches itself to the rear cylinder head on the V4 engine, and presumably does the same on the forward cylinder head as well.

MotoGP Qualifying Results from Assen

06/24/2017 @ 2:31 pm, by Jensen BeelerADD COMMENTS

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

06/12/2017 @ 9:53 pm, by David EmmettADD COMMENTS

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 EmmettADD COMMENTS

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 EmmettADD COMMENTS

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 EmmettADD COMMENTS

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 EmmettADD COMMENTS

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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Saturday MotoGP Summary at Mugello: Rossi’s Recovery

06/03/2017 @ 11:12 pm, by David EmmettADD COMMENTS

Imagine you find yourself at the start of a 40-minute session of track time, at one of the greatest racing circuits in the world, sat astride one of the most sophisticated racing motorcycles in the world, with the Tuscan sun beating down from clear skies, and the hillsides echoing to the roar of tens of thousands of delirious fans. What would you do?

If you’re a Moto3 rider competing at the Italian Grand Prix, then the answer is simple: you sit in your pit box for five minutes, then pootle out into pit lane, spending all your time looking backwards.

You are finally persuaded to head out of pit lane over the crest and down towards one of the most challenging corners of the season, so you potter around at a miserable 30 km/h, constantly looking behind you in the hope of finding a faster rider coming up behind you at speed. You repeat this for the full session, interspersed with the odd hot lap.

The situation got so bad that in one of the hospitality units after the day was over, one person came over to us and asked if the Moto3 qualifying session had been red-flagged. They had been working through the session, and had noticed that the track had gone completely quiet.

But it was not red flags that stopped the action, it was the desperate search for exactly the right tow. The trouble is, when all 31 Moto3 riders are waiting for a tow, there is no one left to be giving them.

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MotoGP Preview of the Italian GP

06/01/2017 @ 2:05 am, by David EmmettADD COMMENTS

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 EmmettADD COMMENTS

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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Maverick Viñales Wins French GP Thriller

05/21/2017 @ 2:05 pm, by Jensen BeelerADD COMMENTS