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Motorcycle News - 2020 Triumph Daytona Moto2 765 Review
https://ift.tt/3mJxTEG When Triumph introduced the Daytona 675, it became popular for a number of reasons but primarily because it was different. While the rest of the supersport category relied on four cylinders and 599cc, Triumph ditched a cylinder and made the remaining three spit out 675cc of air. It made a wonderful sound unlike anything else in the class, it was narrow, it handled well, and the power was impressive. VIDEO I’m guessing people mainly gravitated towards the bike for the sound, but at the time of its release, supersport racing was a big deal around the world. Racing success was mixed, but nonetheless the Daytona has carried with it a cult-like following. Which is why Triumph’s announcement, at the end of 2018, that it would be supplying the Moto2 class with a new 765cc three-cylinder engine from 2019 onwards, replacing the 599cc Four based on the Honda CBR600RR, got myself (and I’m sure many others) really excited. Surely this meant an updated Daytona road bike was in the works. 
Triumph’s Daytona Moto2 765 is the successor to the previous 675 more people should be excited about. It’s too bad it’s being produced in such limited numbers. Well, not exactlyTriumph basically went silent on updated Daytona announcements, releasing instead an updated Street Triple 765 that, while fun, wasn’t a Daytona. The big announcement came with this, the Daytona Moto2 765, a co-branded effort with Dorna to promote the Moto2 connection. It’s a limited edition model, with only 1,530 models being made – 765, or half of them, coming to North America, while the rest get spread out over Europe. Naturally, imaginations went wild dreaming about what this new Daytona would bring to the table. The 765cc Triple was obvious, but with the Moto2 connection what else was there? New frame and swingarm? Big brakes? Cutting edge electronics? This is the usual chain of events when there’s a new model. But this is also where things get a little weird. 
The obvious main difference between old and new Daytonas is the bigger 765cc three-cylinder engine. However, if the frame looks familiar to you previous-generation 675 owners, that’s because it’s the same as before. Note the carbon fiber bodywork for weight savings. First, let’s go over the cool bits, and it all starts at the engine. It’s 765cc displacement puts it squarely in that engine-size sweet spot bikes like the Suzuki GSX-R750 used to occupy (well, technically it still does, I suppose). Its oversquare nature sees a 78 mm bore, 53.38 mm stroke, four valves per cylinder, two overhead cams, and a 12.9:1 compression ratio. Triumph says it’s the highest-performing version of the new Triple, pumping out a claimed 128 hp at the crank and 59 lb-ft of torque. From there, the Daytona gets another big step up with the Öhlins suspension upgrades front and rear, with the NIX30 fork and TTX36 shock, both of which are obviously fully adjustable. Brembo steps up to the plate next with its latest-generation Stylema calipers, its extra ventilation channel supposedly provides a significant boost in airflow to the pads to help keep them from overheating. Steel-braided lines are a given, but feeding those lines fluid is another Brembo masterpiece, the 19/21 MCS master cylinder. The adjustable ratio of the lever helps fine tune the feel and responsiveness of the brakes to suit rider preferences. 
Premium Öhlins components at both ends ensure proper handling and a wide range of adjustments. You’ll also see the subtle Moto2 co-branding, along with the limited edition numbering on top of the triple clamp. It’s a little confusing as technically there will be two Daytona Moto2 765s somewhere on the globe with the same number out of 765. Triumph is making one set for North America while the rest will spread out throughout Europe. Rounding out the limited edition niceties are Triumph’s Shift-Assist quickshifter that works in both directions, Pirelli Supercorsa SP tires as standard, and the full-color TFT screen with multi-function joystick seen across some of the brand’s other models. The new bike is also lighter than the previous 675 Daytona, thanks to carbon fiber bodywork, a solo seat (meaning passenger accommodations are gone), and the switch to ride-by-wire – a first for the Daytona line. Triumph claims a dry weight of 363 pounds, which really means nothing since nobody rides a dry motorcycle. 
Simply put, the Brembo 19/21 MCS master cylinder is one of the best out there. The adjustable lever ratio will suit braking preferences for virtually any rider. This all sounds well and good, and it is. However, here’s the odd bit – it’s still the same frame and swingarm as before, only now with a clear anodizing coat. I suppose this isn’t necessarily a bad thing, but for a new model – especially one featuring an engine that’s 113% bigger than before – am I the only one who thinks Triumph missed something by keeping the same frame as the 675R predecessor? Enough whining. More riding.Considering the Moto2 connection, it was only natural to bring the Daytona 765 straight to the racetrack. Buttonwillow Raceway, to be exact. Shod with Metzeler’s cool new Racetec TD slicks, after a lap the tires felt like they were ready to attack. For anyone used to the old 675, the 765 will feel instantly familiar. Ergos don’t really feel all too different, and its narrow waistline makes the bike feel very slim. 
Shout out to Metzeler for providing the Racetec TD slicks for our trackday at Buttonwillow Raceway with Let’s Ride Trackdays. Having a slick tire specifically designed NOT to need tire warmers is a game changer for trackday riders everywhere. The biggest difference, of course, is the extra power hit from the 765cc Triple. It’s not a massive difference but a noticeable one, nonetheless – like someone spent a lot of time (and money) modifying their 675 with the usual performance mods one does to sportbikes. The gains are everywhere, but you especially feel the extra jolt down low and in the midrange as you pick the bike up and drive out of corners. The top end does feel beefier than its smaller-engined predecessor, as you would expect, but not enormously so. What I was expecting was more high-rpm overrun, but what happens instead is a sudden meeting with the rev limiter. This in turn gets you instantly familiar with the Triumph Shift Assist (TSA) because you’ll be using it often. Maybe I’ve gotten a bit lazy after riding big literbikes lately, but clicking off shifts on the 765 happens often. Full-throttle upshifts with the quickshifter are especially nice exiting Buttonwillow’s Turn 2, an increasing-radius right turn that has you accelerating while still hanging off the right side of the bike. Using TSA means you don’t have to worry about your hand being awkwardly placed to blip during an upshift. Meanwhile your left toe is reaching to get under the shifter to pop up another gear (this is where a reverse shift pattern comes in handy, but that’s a topic for another time). 
The Triumph Shift Assist (aka quickshifter or autoblipper) is generally seen as a net positive, but during our time at the racetrack it fumbled a few times. Maybe it’s because our particular test bike – number 446 of 765 headed to North America – had less than 500 miles on the clock or perhaps the calibration needs a little more fine tuning, but once the pace picked up, the Shift Assist had trouble keeping up. Both upshifts and downshifts were incredibly hard to engage or missed altogether, so much so that I eventually resorted to shifting the old-fashioned way, feathering off the throttle a smidge on upshifts and using the clutch on downshifts. I’m not so quick to write off the technology since it’s used successfully on other bikes. So, I’ll chalk it up to the freshness of our particular tester. Otherwise, the slim and narrow stature of the Daytona, combined with its sharp 23.2º rake and short 3.6 inches of trail, make for a fun bike to toss around at will. It steers quickly and confidently, even on the brakes. Some might prefer the stability that comes with a little more trail, but I quite liked the agile nature of the Daytona – so much so that I kinda understand why Triumph decided to leave the previous-generation 675 frame and swingarm alone. If it ain’t broke, don’t fix it.
No surprise here, but the Öhlins bits left nothing to be desired during our time on track, as the bump absorption and feedback from both ends were what you expect from the Swedish brand. The TTX shock was especially nice as the rebound and compression adjusters are controlled via clickable dials that are easily manipulated with gloved hands, making quick adjustments just that – quick. So far things have looked pretty rosy for the Daytona 765, but I keep coming back to some questionable decisions on Triumph’s part. First, I wonder why Triumph would keep the frame and swingarm from before, only to realize it wasn’t much of a problem. Now, I’m questioning why, on such a premium motorcycle, Triumph would partner top-shelf Brembo Stylema calipers and a MCS master cylinder with 310mm rotors. 
Öhlins suspension? Check. Brembo Stylema calipers? Check. 310 mm rotors? Check. Wait, what?! The reality is that most people won’t have a problem with this setup, as the master cylinder and caliper combo provide spectacular stopping power, feel, and modulation. But for those who are really going to push the pace on a Daytona 765, the smaller discs (the Yamaha R6 uses 320mm discs, for example) could be prone to overheating and fade. Maybe I’m thinking too much about this. Maybe someone who really does plan on pushing it on one of these will simply upgrade the brake components anyway. Maybe you’ll be just fine. Nonetheless, my critiques continue. This time it’s with the electronics. Specifically ABS and traction control. First the good: the full-color TFT display is really quite nice and legible, and sorting through the menus with the different buttons and joystick becomes pretty simple once you get used to it. 
Ride-mode dependent traction control is a weird move here. But at least you can turn it off entirely if you want. Here’s where things get weird. ABS is always on, which, really, wasn’t as much of a hindrance as I thought it would be. When in Track mode (one of the five different ride modes available, the others being Road, Rain, Sport, and Rider, a customizable setting) the settings for ABS weren’t nearly as intrusive as I thought they would be. Still, not being able to reduce ABS further or turn it off entirely for track use is annoying. I blame Euro5 regs for that. The really annoying bit is TC. While it operates at different levels of intervention, depending on the ride mode, the user can’t adjust the level independently. It’s either on or off. Unlike ABS, which I was pleasantly surprised with, this rigidity with TC settings was a surprise that definitely wasn’t pleasant. Even in track mode I’d occasionally see the TC light flashing on the dash when I didn’t think it needed to be intervening, like exiting a corner, getting on the fat part of the tire, and accelerating. I want a little bit of spin to help point the bike where I want it, and with fresh, slick tires a sudden loss of grip wasn’t a concern of mine. What about on the street?After digesting the diatribe above, the Daytona 765 really (and oddly, considering the Moto2 connection) redeems itself on the street. As much as I’m not a fan of sportbikes as streetbikes, if you insist on doing it, there are definitely much worse options than the Daytona 765. 
Generally not a fan of sportbikes on the street, mainly because of this riding position. However, if you insist, the Daytona 765 is relatively comfortable. Sportbike ergonomics don’t favor tooling about on public roads – that’s why naked bikes exist, and in this case, the Street Triple 765, specifically. Then again, it’s hard to deny sportbikes, including the Daytona 765, are beautiful creatures to look at. So if you insist on riding a sportbike on the roads, the D765 actually isn’t too bad. The bars aren’t terribly low (for sportbike standards), nor is the knee bend too dramatic for my 30-inch inseam. With 4.6 gallons of fuel onboard, you could likely go a decent distance before looking for a gas station, too. Not that I’d want to, personally. With the greater bottom-end and mid-range power, the 765 engine is excellent on the street. Trips to the upper limits of the rev range are few and far between during normal street riding, and the extra boost down low and in the middle means you can carry gears longer and not fret about shifting as much as you would on the track. The lower pace also means the shifting issues I experienced on track with the Shift Assist quickshifter aren’t really issues at all.
Once you get to the fun roads, the chassis will reward you with a quick and nimble performer, though the suspension’s track focus does skew it a little stiff for street riding. Adjusting the clickers on the fly helped in our case, but a preload adjustment tool wasn’t something I had within easy reach. Again, the lower pace also means the brakes are more than up to the task, and though the bike has five ride mode settings, I never felt the need to bump down to the lower ones. Power comes on smoothly and controllably, and it didn’t feel like any of the nannies were intervening.
Sure the easy solution would be a Street Triple, but it’s slightly down on power compared to the Daytona – if you care about such things. The reality is that the Street Triple is likely the better all-around bike, but the Daytona is a thrill. And it’s gorgeous. PriceAnd…it’s also expensive. Starting at $17,500, you really have to love what the Daytona Moto2 765 offers. Yes, it’s a fun package. Yes, it looks great. And yes, you’ll be a part of an exclusive club with 764 other people in North America. But that amount of scratch can go a long way in the middleweight category – or even the liter-class ranks. Price aside, I do like the Daytona 765. It’s a fun motorcycle I wish Triumph would produce in greater numbers, even if it does mean using lower-spec components to bring the price down. Just as I’m fond of the Suzuki GSX-R750 (and other dearly departed 750s) for its (now) unique place in the sportbike world, the Daytona 765 lies in the goldilocks zone that provides a thrill without scaring the daylights out of you.
A real head scratcher, this one…If anything my issue is this: with a name like Daytona Moto2 765, the co-branding with Dorna, and with the clear connection to racing – I expected something more. Like a radical new middleweight race bike with lights. Instead, we get a warmed-over version of the previous bike, which wouldn’t be so bad had it not been marketed with this air of exclusivity. Come into it with the right expectations – more like the ultimate Daytona 675 instead of a Moto2-inspired Daytona 765 – and the cost outlay could seem reasonable.
Motorcycles via Motorcycle.com https://ift.tt/2Std7JO September 21, 2020 at 03:53PM
Motorcycle News - BMW to Announce Higher-Performance S1000RR on Sept. 23
https://ift.tt/2FRlptT BMW is set to announce a new high-performance sportbike on Sept. 23 that we suspect will be called the M1000RR. The announcement will be held on a video podcast on YouTube that will go live at 3am EST/midnight PST on Sept. 23. The description for the video (embedded below) reads: “Experience the ultimate will to win and the pure demand for performance. Don’t miss the upcoming exclusive #RideAndTalk live video podcast as we will reveal something big #BornOnTheRacetrack! #MakeLifeARide” While the description doesn’t mention a model by name, there are some clues that suggest it will be the M1000RR, which BMW filed a trademark for last year. The thumbnail for the video shows a sportbike that looks a lot like the S1000RR shrouded in fog, and right above the words “Born on the Racetrack” is the distinctive M logo used for BMW’s high-performance sub-brand.
BMW M (for “Motorsport”) is a subsidiary that produces modified versions of BMW models. BMW M typically offers higher performance versions of the company’s cars and SUVs, but in recent years, has produced a number of M-branded accessories for the S1000RR, including lever protectors, a lighter battery, adjustable footrests and various carbon fiber components, carbon fiber wheels, lightweight aluminum wheels, and various other accessories. 
BMW M offers a number of accessories for the S1000RR Including carbon fiber bodywork, ergonomic seats, footrests and carbon wheels. An M1000RR is the logical extension of the M Performance Parts program, assembling it all into a single package for a higher-spec S1000RR. Several other manufacturers offer moderately higher performance versions of their superbikes, like the Kawasaki ZX-10RR, or Yamaha YZF-R1M, but there are also examples of more exotic (and significantly more expensive) variants like the Ducati Superleggera V4 or Aprilia RSV4 X. We can’t tell for certain from the YouTube thumbnail, but there does appear to be a dark shape to the right of the nose that could be an aerodynamic winglet jutting from the fairing. It’s worth noting that the bike has mirrors, a tail-mounted license plate holder and lighting, confirming that it is intended to be street legal and not a track-only model like BMW’s last S1000RR variant, the HP4 Race. 
Enhancing the thumbnail gives us a bit more detail, but not enough to do more than confirm similarities to the S1000RR. Thankfully, we won’t have too long to wait before BMW announces the S1000RR variant. If it indeed turns out to be an M1000RR, then we could expect to see more M versions of existing models, as BMW has also trademarked “M1000XR” and “M1300GS“. The post BMW to Announce Higher-Performance S1000RR on Sept. 23 appeared first on Motorcycle.com. Motorcycles via Motorcycle.com https://ift.tt/2Std7JO September 21, 2020 at 03:03PM
Motorcycle News - Blue Wombat: Analog’s ice-cool Hodaka restomod
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“The functionality of taking a vintage off road bike to your local park or trail never seemed practical to me,” says Tony. “However I have always loved the Hodaka brand, and when I had the chance to grab a couple of Hodakas at a swap meet a couple years back I scooped them up.”
Both Hodakas were parked in the shed until last winter, when Tony decided to revive the Wombat 125 as an ice-riding beater for friends to learn on. But as soon as he dragged it into the Analog shop, he realized there was a lot more wrong with it than he thought.
Tony discovered a plethora of other issues—and even though none of them were insurmountable on their own, the project soon evolved into a full-blown shop build. “By the time I sorted out everything that needed to be done, the ice riding season was almost over,” says Tony. “So I switched to a mini enduro build instead.”
The wheels are a mixed bag of parts. The front hub’s from an older Kawasaki dirt bike that PJ Grakauskas at Chi-Jers Vintage Bike Works helped to identify. (Since it’s a more common part, it was easier to source new brake shoes for it.)
The Hodaka’s 123 cc two-stroke motor went off to a friend, Ryan Hunt, for a full rebuild. (He’s also the son of Devlin Hunt, Tony’s metal-shaping mentor, who sadly passed away a few years ago.) The motor went back into the bike with a new coat of wrinkle black, rebuilt carbs and K&N filters.
“We isolated a ground and put a diode big enough to block current on one of the cycles of power,” he explains,” so the LEDs see a positive and a negative—like a DC signal but in half wave form. This causes an on/off effect, but the cycle is so fast you hardly notice it. The longevity of the LEDs in this scenario is suspect… but so far so good.”
Dane Utech at Plz.be.seated handled the saddle upholstery. Tony pulled in his go-to pin striping guy, Brando, to add Hodaka logos to the seat and bar pad, and adorn the air cleaner with a ‘Blue Wombat’ logo. Oh, and the polished front fender and number board were clear coated, “so that I never have to polish them again.”
The final touch comes from friend and CNC expert, Kevin at Free Form design. He surprised Tony with a pair of aluminum Hodaka tank badges for his birthday last year, which were powder coated blue before being added to the build. “They were pretty, but the blue makes it pop on the chrome tank,” says Tony. “He forgave me for coating them later.”
“I am a bit of a stickler for not putting my builds in shows or in the public’s eye before they are roadworthy and ridden,” says Tony. “It’s proof to myself in that everything I build is meant to be ridden, and no one should see it until it has been ridden.”
“The truck is going to a good home, and the Blue Wombat is with me in TN. It may go to a new home as well… but I know it will probably be the most expensive Hodaka ever built.” Analog Motorcycles | Facebook | Instagram | Images by Daniel Peter
Motorcycles via Bike EXIF https://ift.tt/2Mf9b0c September 21, 2020 at 12:22PM
Motorcycle News - How To Clean and Protect Your Motorcycle Without a Drop of Water
https://ift.tt/3mD4SKV We’ve all been there, dragging out the hose to try and get rid of a plague of bugs we collected on our latest ride. The process is always the same: hose down and scrub away at chrome, lenses, and pretty much any surface that has become coated with dust, dirt, and grime from the last ride out. But what if there were a different way? What about doing all that, without any water? The guys at Muc-Off are a bunch of motorcycle obsessives and have been making performance and care products since 1994. So, we shouldn’t be surprised that they have a few tricks up their sleeves when it comes to getting awesome results without any water. Here are the steps Muc-Off recommends for turning your ride from shame to shine without wasting a drop of H2O. First out of the stable is their High Performance Waterless Wash. Yep, you heard right, waterless. When you aren’t in the mode of a full on deep clean, this bottle of pink sorts all manner of light contaminants all over the bike. Simply spray, wipe, and admire.
Next up, the plastic on the lights. Muc-Off ranks the cleaning performance of their Helmet & Visor cleaner as “Ultimate.” Spraying a headlamp made quick work of the bugfest build up, and yet, its ph neutral formula is kind to the lens.
And for those other parts that you want to keep free and easy? Simple, MO94. This is the Muc-Off all around wonder spray. Great for keeping pegs and linkages moving as they should, it lubricates while also leaving a protective layer that reduces dirt adhesion.
When it comes to the time to shine, Muc-Off have covered 3 key angles. When you want an all arounder for metal and plastics, Silicon Shine sorts it. It leaves a protective layer whilst also helping reduce friction on springs (and smells of cherry too). Speed Polish, is all about speed. Its formula contains Carnauba & bees wax which the MotoGP teams love because it’s quick to apply and wicks away water with its hydrophobic barrier. If it’s a high end luxury shine you want for your paintwork, Wunder Shine lays down a layer of wax that’s a breeze to wipe off and leaves your tank looking factory fresh. We learned that the more times you use it, the better the results. So, don’t be shy. If we’ve swayed your opinion, rejoice. Now, exclusively for Motorcycle.com, there is a 15% discount off any purchase at us.muc-off.com when you enter the code MOTO15. Act quickly, though. This deal won’t last forever. The post How To Clean and Protect Your Motorcycle Without a Drop of Water appeared first on Motorcycle.com. Motorcycles via Motorcycle.com https://ift.tt/2Std7JO September 21, 2020 at 11:29AM 9/21/2020 Mir's Misano podium run "overconfidence" from maiden MotoGP rostrum in Austria - MotoGP News
MotoGP News - Mir's Misano podium run "overconfidence" from maiden MotoGP rostrum in Austria
https://ift.tt/32Q1Ues Suzuki's Joan Mir says his back-to-back Misano podiums have come after his maiden rostrum in last month's MotoGP Austrian Grand Prix gave him "overconfidence". Mir has proven to be one of the most consistent riders in MotoGP in recent races, scoring 69 points from the last four rounds and making it the podium in three of them. His maiden podium came when he snatched second in August's Austrian GP, and had been on course for victory in the Styrian race before it was red-flagged. After stealing third from Valentino Rossi late on in the San Marino GP, Mir came from 11th in Sunday's Emilia Romagna GP to finish in runner-up spot. Admitting he "didn't expect" his current form, the Suzuki rider says his Austria podium made a "click in my mind" which has allowed him to become a regular threat for the top three spots in races. "After Austria, I was really competitive there, I made the podium," Mir said. "It was like overconfidence you get when you get your first podium. "So, if I was able to do one podium, why can't I repeat it? That's what we are doing, it's really difficult to maintain this consistency, but it's our goal for all the races. "We are really constant. My impression is the Suzuki is a bike that is really well balanced and more or less is working everywhere. "Especially in the last two tracks I felt better with the bike, also I make one click in my mind after the first podium unconsciously. And this is what is making me be fighting for the podium in every race.
"So, let's continue like this. It's true that in the last four races we got three podiums, but it was only two different tracks. Let's see in Barcelona if we can get another one, or even fight for the victory." Mir is now fourth in the championship and just four points behind leader Andrea Dovizioso. Though he considers himself as a title contender, he admits he is not currently paying much attention to the points - but believes the "season starts here". "I feel that I'm fighting for the championship," he added. "Honestly, I'm not looking at the championship because there remains a lot of points to score. "But it's true that we are halfway and looks like the season starts here because all the top four riders are mostly on the same points. "So, it looks like the championship starts here now. Let's see if we can keep that consistency to the last race." Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei September 21, 2020 at 11:01AM
MotoGP News - Tank Slappers Podcast: MotoGP Emilia Romagna GP review
https://ift.tt/33KYdpn Maverick Vinales became the sixth different winner in the 2020 MotoGP season after scoring victory in the Emilia Romagna Grand Prix at Misano. The Yamaha rider made big changes to his approach and to his Yamaha across the second Misano weekend after a disastrous San Marino GP, in which he went from a dominant poleman to ending up 5.3 seconds off victory in sixth place having threatened much more through practice. Though a somewhat fortunate winner after a late crash for long-time leader Francesco Bagnaia on the Pramac Ducati, Vinales took a giant leap in race pace from the first Misano race and was able to keep applying pressure on the Italian. Now just one point off a championship lead, with four riders covered by four points, Vinales has now pulled himself back into contention. PLUS: How Vinales went from 'kitty' to MotoGP 'beast' at Misano In the latest Tank Slappers podcast, Autosport's International Editor Lewis Duncan and Motorsport.com's Global MotoGP Editor Oriol Puigdemont discuss Vinales' step forward at Misano. They also look at Fabio Quartararo's race, which was affected by a post-race track limits, and identify the strongest championship contender currently. Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei September 21, 2020 at 10:26AM
MotoGP News - Dovizioso "still not able" to adapt braking style to suit 2020 MotoGP tyres
https://ift.tt/3kzMIrz Ducati's Andrea Dovizioso is "still not able" to adapt his braking style to suit the 2020 Michelin MotoGP rear tyre after finishing eighth in a "strange" Emilia Romagna Grand Prix. Dovizioso has struggled with the additional grip the new construction rear tyre is providing, which is pushing the front of his bike on the way into corners and not allowing him to apply his normal braking style. Last month Dovizioso noted that all of the set-up ideas he has deployed in previous years now don't work on the GP20 with the current tyre and has had to adapt his riding style. Though he made a step forward in the test last Tuesday at Misano, Dovizioso was only 10th in qualifying having had to come through Q1 and wound up 13.1 seconds from the win in the Emilia Romagna GP. Caught out by Aleix Espargaro's crash at Turn 8 on the opening lap, Dovizioso admits he didn't have the pace to rise back up the order like Joan Mir who claimed second place having been down in 11th on the Suzuki. "[I'm] frustrated because we are working so hard to try to adapt on the brakes, but still I'm not able to do that," Dovizioso, who leads the championship by a point, explained. "It's very frustrating because on the data it's quite easy to see, but on the track it's so difficult to change that. "The race was very strange. "I lose some positions in the first two corners to other riders and I lose even four more positions in Turn 8 because of the crash of Aleix. I was really on the back and I didn't have the pace to recover like Mir. "I was a bit more consistent and I feel a bit better than Misano 1. But I didn't have the speed to improve the situation. So, really disappointed about that."
Dovizioso found his pace to be better on worn rubber in Sunday's race than what he's able to extract from a fresh tyre, and says Ducati "can't be happy" about that. "One consideration is three quarters into the race when the tyre was completely finished on the left side I was able to do 1m32.9s," he added. "This means when the tyre is in a better shape, I'm not fast. "We have to try to understand this because it will be very important for the lap time in qualifying and during the race. So, very disappointed, we can't be happy about this. "But we're still fighting for the championship and now we go to a completely different track [in Barcelona] in the layout and especially the grip. "I think it [grip] will be very, very low. I don't know if it will be better or worse for us, but we will find a different situation." Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei September 21, 2020 at 07:28AM 9/21/2020 Eifel GP: Up to 20000 fans can attend if coronavirus infections do not rise in Germany - F1 News
F1 News - Eifel GP: Up to 20,000 fans can attend if coronavirus infections do not rise in Germany
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Up to 20,000 spectators will be allowed to attend next month's Formula 1 Eifel Grand Prix in Germany. The race will take place on 11 October at the Nurburgring track, north of Cologne, which normally accommodates more than 100,000 fans. The grandstands will be divided into individual sections, in which there will be designated seating blocks to allow for social distancing. Ticket purchase is contactless and face masks are mandatory around the site. "The permission for 20,000 fans is within the decision of the state that allows up to 20% of stadium capacity for major sports events if infection figures are inconspicuous and the public infrastructure allows for social distancing rules to be met," Ahrweiler district council said. There were 922 positive coronavirus cases reported in Germany on Monday, with the country's overall death toll standing at 9,386. Next month's race is the first time Nurburgring will have hosted a grand prix since 2013. #F1 via BBC Sport - Formula 1 https://ift.tt/OHg7x6 September 21, 2020 at 06:00AM
MotoGP News - Rossi "not competitive enough" for 2020 MotoGP title bid
https://ift.tt/35SgDqT Valentino Rossi believes he isn't competitive enough to fight for the MotoGP title despite dropping only 26 points behind leader Andrea Dovizioso after crashing in the Emilia Romagna Grand Prix. After seven races of the 2020 season, just 27 points cover the top 10 riders in the standings, with four points splitting the top four. Yamaha rider Rossi currently sits ninth in the standings after retiring to the pitlane from Sunday's Misano race following a crash on lap two, but didn't expect much had he stayed onboard as he "didn't have a lot of grip" and wasn't "very competitive". When asked what his crash meant for his title hopes, Rossi replied: "Already we speak a lot about the championship, and it's right because the difference in the points is not a lot. "I lost some points, but doesn't change a lot. There are a lot of riders in a small difference of points and the championship is still open and long. "So, anything can happen. But we need to be stronger, to go faster, and this weekend we tried something to improve. "But at the end in the race I don't feel very well with the bike, I don't have a lot of grip. "I don't know because I crashed after one and half laps unfortunately, because I did a mistake in Turn 4. "But I was not very competitive, not competitive enough to fight for the championship. We need to be faster."
Elaborating on his grip issues, Rossi says he felt Yamaha had made a step forward with this on his bike on Saturday, but that feeling disappeared in Sunday's warm-up. "Trying to improve the grip in acceleration, the rear grip in acceleration because it's not our strong point," Rossi said when asked by Autosport what he was trying to improve last weekend. "So, we tried some different things and looks like [Saturday] I was not so bad, but [Sunday] already from the morning I suffered a little bit more, especially with sliding and degradation of the rear. "Unfortunately, in the race [I lasted] just one and a half laps, so I don't know exactly my potential. But last week I felt more competitive." Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei September 21, 2020 at 03:34AM
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That doesn’t mean we’ll be featuring 200 hp sportbikes, but we will be showing a few more classics, reporting on interesting new gear, and keeping you abreast of upcoming events and shows. Let us know what you think—and drop us a line if you spot anything interesting that you reckon we should cover.
Winners will be judged by the public, with voting open until 14 October 2020. Head over to the Build-Off microsite to explore the bikes in more detail and have your say.
I’ve been testing out Skram’s Moto Threes—a traditional D-frame design, shown below in a ‘Havana’ colorway, with yellow shatterproof and scratch resistant lenses. (They also come in black, with clear lenses, and in three different designs.) Exposure to UV light turns the lenses dark, so the idea is that these are useful in a wide range of light conditions. The yellow tint is ace for night riding, and although the transition is slow at first, once you’ve had them in the sun a few times to ‘break’ them in, it’s a useful feature.
My only gripe? I have a fat head and struggle to find shades that fit me well. So I’d be stoked if Skram added a fourth, oversized model to the lineup. [Buy]
If the end really does come any time soon, this is the kinda bike we’d want for heading into the hills.
Hopefully BMW (and its supplier) will soon release different variants so we can all forget about our chains without feeling guilty about it …
Bonnier Corporation bought Cycle World and its sister mags only nine years ago, but maybe it couldn’t make the brands profitable. That task now falls to Octane, which will use the digital properties to bolster its powersports loan platform and dealer relationships. It’s sad news for American riders who appreciate the long-form, tactile properties of print—but good news for independent publishers like New Hampshire-based Iron & Air, which is now up to its 40th issue and going strong.
At the moment, Iron & Air is offering new subscribers a free back issue of their choice. Get yours here.
Motorcycles via Bike EXIF https://ift.tt/2Mf9b0c September 20, 2020 at 12:23PM |
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