Nike Makes Air Force 1 Shoe for 12 O’Clock Boys

The Nike Air Force 1 shoe is perhaps the most iconic piece of footwear ever created. It spurred an entire industry of sneakerheads – people who collect and trade shoes – and the Nike AF1 is one of the most collectible items for this genre of collector. So, it’s not surprising that there is industry buzz about a new Nike Air Force 1 being created. With each release, Nike has kept AF1 brand in line with its urban roots, where playing basketball on the street gave rise to young kids who would dream of following their heroes, like Michael Jordan, onto the courts of the NBA. Now having more of a cult following, Nike has been branching out with its AF1 offerings, and last month the sport brand debuted a special AF1, which pays tribute to Baltimore’s 12 O’Clock Boys.

Unions End Partnership Agreement with Harley-Davidson

Two labor unions have ended a partnership agreement with Harley-Davidson, citing differences with how the Bar & Shield brand handles staffing issues at its factories (Harley has been accused of replacing hourly union workers with temporary seasonal workers). The move comes after a meeting on Monday, which saw leaders from the International Association of Machinists & Aerospace Workers (IAM), United Steelworkers (USW), and Harley-Davidson President & CEO Matt Levatich unable to agree on how to handle staffing issues going forward. While the disagreement ends an accord that has existed between the unions and Harley-Davidson for the past two decades, it does not affect the collective bargaining agreement that the unions have with Harley-Davidson, which has been incorrectly reported elsewhere.

US House of Representatives Passes Self-Driving Car Bill

Say what you will about American politics, but the US House of Representatives has passed the “SELF-DRIVE Act” (H.R. 3388) – a bipartisan bill that would open up autonomous vehicle regulation for manufacturers. The big advantage of the SELF-DRIVE Act is that it would supersede the varying and ad hoc state rules that manufacturers must currently adhere to while developing their autonomous platforms. The bill would also do away with some safety standards put in place for vehicles with drivers, such as where the steering wheel and foot pedals must be located. Lastly, the SELF-DRIVE Act would require the Department of Transportation (DOT) to research and develop a way of conveying to consumers the level of automation a vehicle possesses.

Is the MV Agusta Brutale 800 the Best Bike on the Market?

In early 2016, I was fortunate enough to ride the revamped and Euro4 version of the MV Agusta Brutale 800. On paper, the Brutale 800 lost power and gained weight, but the reality is that MV Agusta improved upon already one of its best-selling machines, in subtle and clever ways. Now a year-and-a-half later, the 2017 MV Agusta Brutale 800 is finally available in the United States, and I have been reunited with one of the best street bikes on the market. Spending almost all of last month with this motorcycle again, it is clear that not much has changed from a rider’s perspective, though internally improvements have been made to some of the weaker elements of the design, like the sprag clutch and valve train. While not much has changed with this year’s edition of the MV Agusta Brutale 800, I am mostly fine with that.

Lin Jarvis Talks Rossi’s Injury, Replacement, & Training

What happened when Valentino Rossi crashed? How serious is his injury? When will he be back? Who will replace Rossi, if he doesn’t return at Aragon? And what does Yamaha think of Rossi’s training methods? Yamaha boss Lin Jarvis spoke to a small group of journalists at Misano on Saturday morning, to answer these questions and much more. Jarvis knew about the accident very shortly after it had happened. “I knew before he got to the hospital,” Jarvis told us. “Albi [Tebaldi] called Maio Meregalli as soon as he got the news that Vale was on the way to the hospital. Maio called me straight away.” The good news was that Rossi’s injury was not as bad as the last time he broke his leg, at Mugello in 2010. “It’s much less serious,” Jarvis told us, “but probably just as irritating.

Aprilia Debuts Augmented Reality Helmet for MotoGP

While the launch of the Ducati’s Desmosedici Stradale V4 engine and leaked photos of the Ducati Panigale V4 dominated the news on Thursday, Aprilia Racing was quietly changing the sport of motorcycle racing, as it debuted an augmented reality helmet that its mechanics will wear in MotoGP. Aprilia has partnered with DAQRI and Realmore to make the augmented reality helmet come to fruition – DARQI is making the hardware, while Realmore is responsible for the software. As followers of augmented reality (AR) tech may already have guessed, Aprilia Racing’s AR helmet will allow its mechanics to visualize and share information, overlaid on what is occurring in the pit box. Aprilia Racing sees two major scenarios where using augmented reality could be of benefit.

More Leaked Photos of the 2018 Ducati Panigale V4

Apparently today is Ducati Day, as news continues to come from Italy about the Ducati Panigale V4 and its Desmosedici Stradale engine. Ducati has already spilled the beans on the new 210hp V4 engine it has been developing for its next superbike, but now we also get more spy photos of the Panigale V4 that will carry it. These latest spy photos show quite clearly the 2018 Ducati Panigale V4 that will debut later this November, at the EICMA show in Milan. Ducati CEO Claudio Domenicali confirmed the Panigale V4 name today, and for our A&R Pro members, we have gone into a lengthy analysis as to why Ducati is choosing to keep the styling and name of this machine so similar to the previous model.

Ducati Reveals the 210hp Desmosedici Stradale Engine

Hello and welcome to a new era of Ducati motorcycles, which is starting with a very special engine. Named the Desmosedici Stradale, this road-going version of the company’s MotoGP power plant is what is going to power Ducati’s next superbike, the Ducati Panigale V4. Debuting today in Misano, at a special event ahead of the San Marino GP, the mystery around the Desmosedici Stradale engine has finally be revealed, to the tune of 210hp (@ 13,000 rpm) and 88.5 lbs•ft of torque (@ 12,250 rpm). Dropping details on the 90° V4 engine with desmodromic valves, we now know that Ducati will continue to play the displacement game with its superbike, as the street version of the Panigale V4 coming with a 1,103cc displacement.

Verdict Reached in Alpinestars/Dainese Airbag Patent Case

A verdict has finally been reach in the German patent law dispute between Alpinestars and Dainese, concerning their respective airbag suit technologies. In the ruling, the “Landgericht” court in Munich found that Alpinestars violated two Dainese patents concerning its D-Air technology, and thus issued a verdict that sees Alpinestars forbidden from selling its Tech-Air products in Germany. Alpinestars will also have to pay Dainese restitution for damages incurred from Alpinestars selling Tech-Air products in Germany. The monetary amount of the damages will depend on how much Tech-Air product the Italian firm sold in Germany, which has yet to be determined. After the verdict, both companies issued press releases touting their side of the patent dispute story, with clearly no love lost between the two parties.

Ducati Divestiture Seemingly Stalls Out

For the past few months, talk of Ducati’s divestiture from the Volkswagen Group has grabbed the attention from news outlets and Ducatisti alike, as the future of the Italian motorcycle company seemed uncertain. Internally, a power struggle was a play, with Audi keen to unload Ducati from its books, but lacking the support from upper management in the Volkswagen Group. Talks reportedly hit the skids once it was realized that the Volkswagen labor unions, which control half of the seats on the Volkswagen Group management board, weren’t onboard with divesting Ducati from the holding group. This is probably information that investors would have liked to know, before they spent the time and resources putting together purchase proposals for Audi’s consideration.

2014-Qatar-GP-MotoGP-Saturday-Scott-Jones-03

The Grand Prix Commission met at Misano to agree a couple of steps on the long road towards creating a single, unified MotoGP class from 2016.

The four parties to the GPC agreed that the minimum weight in the MotoGP class would be reduced from 160kg to 158kg, and agreed to freeze development of the software for all Factory Option class bikes from 30th June 2015.

From that point on, work will switch to the spec, or unified software, ready for the start of 2016.

Continue Reading

Minimum Weights To Be Reduced Soon in MotoGP

05/28/2014 @ 3:32 pm, by David Emmett8 COMMENTS

2014-MotoGP-Thursday-Qatar-Scott-Jones-16

The news that 340mm carbon brake discs are to be allowed once again in MotoGP has rekindled a debate that has been going on behind the scenes for some time.

The move to allow the discs at all tracks, and not just Motegi where they are already compulsory, has come as both power and weight of the MotoGP machines has grown over the past three years. But the real solution lies in reducing the minimum weight.

There was a certain irony in the moment chosen by the Grand Prix Commission to ban carbon discs larger than 320mm. The move – made for reason of cost savings and rationalization – came just as MotoGP was to return to 1000cc, meaning the bikes were about to reach higher top speeds.

Compounding the problem, the minimum weight was also increased. The initial proposal was to raise the minimum from 150kg, the weight of the old 800cc machines, to 153kg. However, to make life easier for the CRT machines, the weight limit was raised even further, in two steps, to 157kg in 2012 and 160kg in 2013.

In the space of two years, engine capacity had been increased by 25%, leading to a power increase of around 10%, while weight had also been increased by nearly 7%. It was a recipe for brake problems, and that is precisely what occurred.

Continue Reading

carbon-brake-disc-ducati-corse-motogp-scott-jones

MotoGP riders are to get some help with braking. From Mugello onward, all riders will be able to choose once again between running 320mm and 340mm brake discs on the front wheel. Use of the 340mm discs had been made compulsory at Motegi for safety reasons, but now, they will be available at all circuits.

The 320mm brake discs had been made compulsory at the end of the 2011 season, in an effort to cut costs. At that point, teams were free to choose from multiple sizes and masses of brake disc, meaning they were forced to purchase and transport sizeable numbers of discs to each race, while only using one or two sizes. Limiting choice was meant to rationalize the process, and cut costs for the teams.

Unfortunately, the compulsory brake disc size was imposed at the same time as bike capacity and weight were increased. In 2012, the first year of the restrictions, capacity of MotoGP machines was increased to 1000cc, and weights were increased to 157kg, and a year later to 160kg. With more power and nearly 7% more weight, braking forces were growing very large once again.

Continue Reading

Scott-Redding-Qatar-2012-Moto2-Scott-Jones

One of the more intriguing things about spending a few years in a racing paddock is watching people grow and mature. Young riders come in to the Grand Prix paddock as exuberant 15 and 16-year-olds, certainly with the anachronistic maturity of all dedicated sportsmen and women; but still clearly young teenagers, that explosive mixture of energy, hormones, and sheer joy driving them into paroxysms of hyperactivity. A few years later, those young boys (and now girls as well) turn into young men, and a fuller, more mature personality emerges.

Such is the case with Scott Redding. Three years ago, when he first moved to Moto2, he was still a teenager with an impish grin on his face, looking like he was either planning trouble, or just returning from it. At the launch of the Marc VDS Racing program last night, at the Belgian team’s workshop a stone’s throw from Charleroi airport, a different Scott Redding was on display, calmer, more mature, more serious but without having lost his sense of fun. More focused, too.

Redding knows that this year, he is playing for keeps. The goal is to either win the Championship, or go down trying. This is his best chance, perhaps, with the introduction of a combined rider/bike minimum weight removing some of the advantage of the lighter riders, though the new limit of 215kg for both rider and bike still favors riders closer to 60 kg than to 70kg. His preparation has changed, spending the winter in Spain, riding, rather than in the dull English winter, where MX tracks are open on Saturdays and Sundays only, for a couple of hours each day.

Scott Redding is ready to become Moto2 champion. A conversation with the young Englishman follows after the jump.

Continue Reading

Why the MotoGP Weight Limit Was Changed

03/07/2012 @ 11:16 pm, by David Emmett7 COMMENTS

The weight increase in the MotoGP class introduced for 2012 – from 153kg, as originally agreed when the 2012 regulations were drawn up back in August 2010, to 157kg – has had many repercussions. The addition of 4kg to the 1000cc MotoGP machines has been blamed for causing the chatter that Honda’s RC213V suffers from, and for complicating the pursuit of the ideal weight distribution for both Honda and Yamaha, which the two Japanese factories had spent most of 2011 perfecting ahead of the 2012 MotoGP season.

The decision was taken in a Grand Prix Commission meeting held on December 14th of 2011 in Madrid, and though it drew little comment at the time, once the MotoGP paddock reassembled at Sepang for the first test of the year, some intriguing details started to appear. Crash.net’s Peter McLaren has an excellent reconstruction of the decision process, from which it is clear that the path to adoption the proposal faced was far more complex than usual. It also reveals some of the underlying tensions in both the Grand Prix Commission and the MSMA which will go on to play a major role in the rule-making process for 2013 and beyond.

Continue Reading

AMA Pro Racing has  announced a change in  the minimum weight requirements for both the Daytona SportBike and SuperSport classes, biasing the weights to be more of a disadvantage for two-cylinder machines, i.e. Ducati 848 Superbikes. Decreasing both the four and three-cylinder minimum weights by 5 lbs (to 355 lbs & 365 lbs respectively), two-cylinder machines conversely get a 5 lbs increase (to 385 lbs), thus making the spread from four to two cylinders now a total of 30 lbs (it was a 20 lbs difference before this rule change).

The move is presumably to reel in the Ducati 848 race bikes that shocked the paddock with their speed early-on in the season at the Dunlop Test, though in terms of race results, the change in rules seems to be due more because of the domination by Jason DiSalvo, than anything else. The Team Latus Motors Racing racer has won every race thus far this season, with a close finish at the Daytona 200, and a blow-out double at Infineon Raceway.

Confounding though, Ducati’s results in the SuperSport class have been less impressive, with the 8th and 13th being the finishes for the Italian brand at Infineon.

Continue Reading

WSBK: Ducati Gets Another Weight Reduction

07/13/2010 @ 7:31 am, by Jensen Beeler11 COMMENTS

From the official results of World Superbike’s stop at Brno, the FIM has once again determined that twin-cylinder motorcycles, i.e. Ducatis, will get another minimum weight reduction. Averaging more than a five point deficit over the last three WSBK events (Miller Motorsports Park, Misano, and Brno), WSBK rules require that twins be given another 3kg weight reduction, as the rules have been deemed to “favor” the 1000cc 4-cylinder motorcycles too heavily.

Continue Reading

After public pressure from Althea Ducati and surely private pressure from Ducati Corse, the FIM has agreed to allow twin-cylinder motorcycles in World Superbike to have a 3kg lower minimum weight allowance. Effective at the Miller Motorsports Park round of WSBK, twins (essentially the Ducati’s) will be allowed a minimum weight of 165kg (363.7lbs), down from the previous 168kg minimum weight allowance. The mode of this change in rules comes about from how the rules were drafted, which allow for a continuous revision of basic components to the rules as the season goes forward. More on that after the jump.

Continue Reading