Motorcycle News - Supreme Court Sides With Motorcyclists Rights In Virginia Search Case
https://ift.tt/2LbcXTR Although the motorcycle in question may have been stolen, the AMA defended the motorcyclist’s rights against being subject to unreasonable search and seizure. The Supreme Court agreed. Begin press release: The U.S. Supreme Court has ruled that the warrantless police search of a motorcycle on private property was an “invasion of the sanctity” of the area around the house, even though authorities believe the motorcycle may have been stolen. The 8-1 decision bolsters the protections for outside areas around a home when law enforcement agencies do not have a search warrant. The American Motorcyclist Association filed an amicus brief in the case in November, stating that “there is nothing inherently suspicious-and no inherent justification for a search-in the use or ownership of a motorcycle.” “This was a very important case, and it was not a surprise that the court ruled to protect citizens from unreasonable search and seizure,” said AMA Vice President of Government Relations Wayne Allard. The case is No. 16-1027, Ryan Austin Collins v. Commonwealth of Virginia. The Supreme Court of Virginia ruled that, because Collins’ vehicle was a motorcycle and not a car or truck, the officers who searched under the motorcycle cover did not need a warrant to do so. The AMA brief argued that the judgment of the lower court should be reversed. AMA President and CEO Rob Dingman said in November that the Virginia case is an example of how motorcyclists’ rights can be threatened at all levels-and branches-of government. The brief points out that a motorcycle cover is commonly used to protect motorcycles from the elements, to provide privacy and to prevent theft. “By removing and looking beneath the cover of the motorcycle parked in the curtilage of the home, the police conducted a warrantless search in violation of the Fourth Amendment,” the brief stated. While the AMA’s brief expresses no opinion regarding the petitioner’s ultimate guilt or innocence of the alleged crime, it emphasizes that motorcycles should not be subjected to unreasonable searches and seizures. The consequences of the erosion of motorcyclists’ protections under the Fourth Amendment would be severe. Supreme Court Sides With Motorcyclists’ Rights In Virginia Search Case appeared first on Motorcycle.com News. Motorcycles via Motorcycle.comMotorcycle.com https://ift.tt/Xzx9iy May 30, 2018 at 04:33PM
Motorcycle News - Piaggio Patents Design for Moto Guzzi V85 Production Model
https://ift.tt/2kDcNJz Last November, Moto Guzzi presented its V85 concept, an adventure-touring model powered by a new air-cooled 850cc V-Twin. Based on the comments in our EICMA show coverage, the V85 concept was very well received by MO readers. If you’re one of those who liked the concept, you’ll be happy to learn that Piaggio has filed a design patent for what looks to be the final production model, and it does not stray too far from the original concept. Lodged May 1 in Australia, the design patent looks a lot like the concept but has some changes including a different exhaust and front brake master cylinder that look more realistic for a mass-produced vehicle. Here’s a look at the right side of the concept and the patent filing. We’ve increased the contrast on the filing and scaled the two so their engines line up. Move the slider left and right to see the difference between the two. And here’s a look at the left side: While keeping the concept’s general aesthetic, there are some drastic changes. The fuel tank has a different shape and looks smaller than the one on the concept. The rear of the tank has a noticeably gentler slope up to the filler cap. The seat was changed accordingly to match the new slope angle, and looks quite a bit thinner than the saddle used on the concept. The side panel below the seat also has a different design, losing the concept’s slits for a more sculpted, geometric design. The rear shock remains offset to the right side, connecting the swingarm to the frame, but there is now a cover over top mounting point. The rear brake caliper was also repositioned, now located under the swingarm instead of above. As we noted earlier, the exhaust design looks more production ready, but still keeping the rising angle on the left side of the tail. The concept had a cylindrical see-through master cylinder while the patent illustrations shows a more typical black rectangular design. The blocky tires, bash plate, hand guards, front fender, tall windscreen and headlights all look similar to the concept. The design patent does add a center stand. Piaggio hasn’t filed any new trademarks that suggest a potential name for this new adventure-tourer, so it’s possible it will retain the Stelvio name and be called the Moto Guzzi V85 Stelvio. Expect to see the final production version at this fall’s big motorcycle shows, more likely at EICMA in November than the Intermot show in October. We’ll have the latest information here on Motorcycle.com as it becomes available. The post Piaggio Patents Design for Moto Guzzi V85 Production Model appeared first on Motorcycle.com. Motorcycles via Motorcycle.comMotorcycle.com https://ift.tt/Xzx9iy May 30, 2018 at 01:55PM
F1 News - Williams: Head of aerodynamics leaves after disappointing start to season
https://ift.tt/2srHlBx Williams' head of aerodynamics has left the team after a disappointing start to the Formula 1 season. The departure of Dirk De Beer, who joined the team from Ferrari early last year, follows that earlier this month of chief designer Ed Wood. Williams finished fifth last season but have slipped down the grid with an uncompetitive 2018 car and are ninth in the championship after six races. Chief engineer Doug McKiernan has been given full design responsibility. McKiernan, who worked for McLaren from 1999 to 2015, joined Williams in February this year. Williams have discovered that a major aerodynamic flaw is responsible for the car's lack of pace this year. When the front wheels turn, they disrupt the intended airflow to the back of the car, and the critical rear floor area suffers an aerodynamic 'stall', robbing the car of downforce and grip on corner entry. The problem is particularly acute on long corners, which is why the car performed better at Monaco last weekend, where short corners predominate, than at the previous race in Spain, where nearly all the corners are long. A Williams spokesperson said De Beer, who had previously worked at Sauber, Renault and Lotus, had "stepped down, effective immediately". Under McKiernan, who reports to chief technical officer Paddy Lowe, Dave Wheater has become head of aerodynamics. #F1 via BBC Sport - Formula 1 https://ift.tt/OHg7x6 May 30, 2018 at 12:54PM
Motorcycle News - Ghost Dog: A BMW R nineT with Samurai style
https://ift.tt/2xyv6sq
That sounds like bad news, but it’s not. Rob van der Heijden and Maarten Timmer aren’t downing tools for good, they’re just not working under the same banner any more.
Cinephiles will recognize the name Ghost Dog: it’s a nod to Jim Jarmusch’s 1999 crime flick, starring Forest Whitaker as a hitman who follows the ancient code of the Samurai.
It was clear from the get-go that the modern Beemer needed a brutal and muscular stance. So Smokin’ started by swapping out the tank for a custom-made unit.
The team cleaned up the tail end of the bike next, by ditching the nineT’s removable passenger support subframe. The cast aluminum side pieces that normally sit under the seat at the tank junction are gone, replaced by a tidier set of black CNC milled ones.
The BMW’s right-side air duct was ditched too, in favour of a carbon fiber arrangement. Smokin’ also modded the intake to accept a K&N filter up front, for a more aggressive vibe. There’s a carbon throttle valve housing cover on the left side to match things up.
And then there’s that beefy exhaust system. Out back are two Spark MotoGP mufflers, connected via a custom-designed manifold. RvD Exhausts painstakingly put the system together, and the guys tell us it sounds “deep and warm.”
That sort of consideration is everywhere—like on the front forks, which were stripped, refinished in black and built up again. Little bits like the cylinder head guards, fender brackets and CNC machined exhaust brackets all got the black anodized treatment.
If you’re as curious as we are, keep Robbies Motorcycles and Timmer Motorcycles firmly on your radar. We’ll be watching too. Smokin’ Motorcycles | Facebook | Instagram | Photos by Mark Meisner Motorcycles via Bike EXIF http://www.bikeexif.com May 30, 2018 at 12:06PM
MotoGP News - Aprilia has pledged to increase its MotoGP resources - Espargaro
https://ift.tt/2IUz3x7 Aprilia has pledged to put more resources into its MotoGP project for the 2019 season, according to Aleix Espargaro Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei May 30, 2018 at 11:44AM
Motorcycle News - MO Tested: Bell SRT-M Helmet Review
https://ift.tt/2sqeLjY Bell SRT-M HelmetEditor Score: 84.75%
I am an unabashed fan of modular helmets. Once I discovered the freedom they allowed while riding, I began using them for the majority of my street rides. The option to flip up the chin bar at stoplights or gas stations makes communicating much easier. Then there’s the relieved look that convenience store clerks have when they realize they can actually see your face as you walk into the store to buy a bottle of water. Bell Helmets recently hosted the moto-press on a ride to sample the company’s newest entry in the modular helmet market, the Bell SRT-M. While quick, reasonably accurate opinions can be made after just a few hundred miles in a new helmet, I was fortunate enough to be given advanced access to a SRT-M for several weeks before the event, allowing me to become quite familiar with the new lid. MO Tested: Bell Race Star Flex Helmet Review Bell Helmets DOME R&D Lab Tour The SRT-M features a lightweight fiberglass composite shell in one of two sizes, XS-L and XL-3XL. The EPS protective liner has an oval head shape that comfortably fits my long-oval XL noggin. Inside the protective layers, the anti-bacteria comfort liner is removable and washable to help prevent helmet funk that can develop in hot weather riding. The liner is also eyewear compatible, which means you can wear your prescription glasses or your favorite shades without pain. The fit for my glasses is just snug enough to keep them from sliding down my nose if I hit a bump while in a sport riding position. As with many helmets currently in production, the SRT-M has speaker pockets molded into the EPS liner so that one of the many helmet communicators can be easily fitted. However, unlike some manufacturers, the speaker pockets are located exactly where my ears are, making optimal speaker placement possible. At the top of the helmet’s main body, an internal sun shade drops down for on-the-fly adjustment. The shade is operated by two cables and a sliding lever on the lower left edge of the helmet. The shade action is fluid and easy. However, the sun visor did occasionally droop a quarter inch or so into my field of view if I didn’t make sure to slide the lever into the full-open detent. Unlike some sun visors, the SRT-M’s comes down to fully cover my face, leaving no room for glare to reflect up off the road and under its tinted protection. Finally, the lower edge of the internal visor has a lip that looks like it will help guide the airflow to prevent fogging in cold/wet weather – neither of which I’ve experienced here in SoCal lately. The SRT-M’s wide visual field comes from Bell’s class 1 Panovision Shield. For the most part, the Panovision Shield and the helmet body makes a solid seal with the helmet’s and chin bar’s gaskets. However, the portion of the shield that is closest to the visor/helmet pivot point has a slight gap. While this may allow water into the helmet during rain, the gap is well out of the rider’s field of vision. Although I didn’t get to test the visor’s anti-fog coating (which, according to Bell, passes the stringent ECE standard), the visor can be cracked open slightly above the locked position to allow shield-clearing airflow when needed. Venting from the SRT-M comes courtesy of two chin bar ports just below the visor and one centrally-located opening at the top of the helmet. Operating the vents is easy to do with a gloved hand. Hot air is pulled out into the low pressure zone directly behind the helmet at speed via two always-open vents. The venting was good and didn’t increase the helmet’s noise level when open. The chin bar opens easily by pressing a lever under the front edge forward, which meshes nicely with the natural motion of lifting it open. In the fully open position, a detent prevents the chin bar from falling closed if you are one of those people who likes to ride with an open-face helmet at times. Additionally, there is a small gray sliding lock at the left temple that further prevents the chin bar from falling down, though I rarely used it. Donning the SRT-M is easy with the chin bar up, and as you close it, the cheek pads give a comforting squeeze as the helmet locks closed. The interior of the helmet has the premium feel of one costing hundreds of dollars more. Once underway, the helmet shape keeps the SRT-M from interacting with the wind in any way – even during head-checks before changing lanes. In fact, the only place where I felt the SRT-M was a bit lacking was in its propensity for wind noise. Starting at about 45 mph and getting more intense at higher speeds, the noise level was noticeably higher than the Shoei Neotec II that I frequently wear. This comparison is important since modular helmets are usually noisier than full-faced helmets. However, I accidentally discovered a way to dramatically lessen the noise. I noticed that, when I installed the latest CardoSystems PackTalk Bold communicator (for a future review), filling the pockets in the EPS liner with the speakers (and additional spacer required to get them as near to my ears as possible) pressed the helmet’s comfort liner close to my ears, resulting in a much quieter fit. So, SRT-M owners can fill this space with soft open-cell foam padding and reduce the helmet’s wind noise! Over the course of the last month, I’ve ridden quite a bit in the Bell SRT-M helmet and have come away impressed – that was even before I knew what the MSRP would be. When I received the press release that listed the retail price as $349.95, I was shocked. I fully expected the helmet to come in at the $500 range. Also, that price is for all the SRT-M styles, not just the solid colors, like the white one that I tested. Really quite impressive. I have more good news, too: The Bell SRT-M will be available to the public in just a few weeks. At the end of June, dealers nationwide will begin selling this new offering from Bell.
The post MO Tested: Bell SRT-M Helmet Review appeared first on Motorcycle.com. Motorcycles via Motorcycle.comMotorcycle.com https://ift.tt/Xzx9iy May 30, 2018 at 10:57AM
Motorcycle News - SPACE INVADER. BCR’s Svelte ‘Lane Splitter 54’ Yamaha SR400 Cafe Racer
https://ift.tt/2Jb6fjl Written by Andrew Jones There’s nothing like a little lane splitting to raise the ire (and jealousy) of our four-wheeled brethren. While the practice in Australia, as in the US, is only legal in some states and frowned upon in others, you’d be hard-pressed to find a rider anywhere in the world that hasn’t tried it. Hell, in some South East Asian countries it’s the national passtime. But for BCR Design’s Benjie Flipprboi, a traffic jammed pick-up truck gave him a little time to daydream about lane splitting. Specifically, he wondered what a bike designed to lane split might look like? Funnily enough, it would probably look a lot like this svelte belter, BCR‘s new ‘Lane Splitter 54’ Yamaha SR400 cafe racer. A few month‘s back, Benjie and his New Jersey team were asked by a local Yamaha dealer to do some custom work on their Yamaha SR400. “On the way to the meeting where we were going to discuss the logistics of the rebuild, I got stuck in morning rush hour traffic in my pickup truck,” says Flipprboi. “One of the few benefits of being in stand-still traffic is that it is fertile territory for creative thinking. For example, ‘How cool it would be to build a bike that’s narrow enough to go between the cars during rush hour traffic?’ Who would have thought something creative could come out of all that noise, congestion and pollution?” smiles Benjie. So with that genius gem of an idea, and a revolutionary new use for traffic jams, Benjie sealed the dealer’s deal, rolled up his sleeves, and got to work. “When it was time to build the cafe racer, one of our goals was to make it as narrow as we could. With all the calibrations, we were able to trim down the donor 2016 Yamaha SR400 EFI to a tiny 54 centimeters (21 inches); hence the name, ‘Lane Splitter 54.’“ This width-first approach wasn’t just a pie-in-the-sky idea, either. They planned the whole build around it. “For most builds, we would usually start with the gas tank but with this project we started with the subframe. We wanted the bike to be light and open, and to minimize the use of body panels. The stock tail and seat frame were too wide for what we had in mind and the lines of the frame made the bike look too bulky.” “After taking the bike apart, we cut off the rear frame and fabricated a new, triangular subassembly. Then we raised the bottom support as high as possible so that the rear wheel would be noticeably exposed, architecting a vision of simplicity and weightlessness. Next, the tail section was formed from stainless steel and bolted to the main frame.” After completing the subframe, the team moved on to the gas tank. With aluminum as their substrate of choice, a teardrop-shaped design was given the thumbs up. This was done in order to capture the essence of the stock Yamaha SR400 tank, while still giving the bike a bespoke look overall. “When fitting the tank out, we reused the stock petcock, mounted the tachometer in the centre of the tank and then custom-machined a gas cap which we mounted on the upper right side of the tank.” “The shape of the seat was designed to match the tail of the tank. We added a teardrop-shaped tail light, wrapped the seat with black distressed cowhide leather, and added a cut out on the right side for the integrated exhaust tip.” Killer touch, huh? “The scalloped-shaped front fairing is constructed of aluminum and is mounted directly to the frame.” In order to dress up the front end of the Yamaha racer, BCR fabricated some beautiful stainless fork shrouds. To match these, they chose a pair of wrap-around, low-style handle bars and added an old-school steering damper to stop the wobbles. “Then we custom fabricated the hand controls and an internal cable throttle. Finally, to capture a little of the art deco look, we made the front brake disc cover out of aluminum, adding air vents to provide the necessary aesthetic detail.” “The foot pegs and controls are made of stainless and aluminum,” says Benjie. But it’s his next point that has us on tenterhooks; what about that amazing exhaust and intake? “The bike’s teardrop shape conveys a sense of speed even at standstill, so it was used in the design of the velocity stack and the exhaust tip.”
“The bike’s teardrop shape conveys a sense of speed…so it was used in the design of the velocity stack and the exhaust tip.”
“This cafe racer project was an exciting artistic challenge. We were given the opportunity to work with the Yamaha SR400, which in our opinion is the best foundation to use for customization. There were a variety of design paths to pursue, from which we had to choose only one. Our final decision was to use the bike’s teardrop silhouette to inspire the downstream design decisions chosen for the subcomponents.” The irony here was that several other design paths were deemed equally inspiring and also worthy of pursuit. Can you imagine? “Perhaps one day, we will have the opportunity to pursue those other options,” says Benjie. Here’s hoping. [ Benjie’s Café Racers – Facebook – Instagram | Photos by Ben Chan & Dante Dizon ] Motorcycles via Pipeburn.com http://www.pipeburn.com May 30, 2018 at 08:07AM
Motorcycle News - CSC San Gabriel Cafe Racer: $1,995
https://ift.tt/2sk6sa0 For the money, these CSCs are not bad motorcycles at all (read how we liked the CSC RXR250 adv bike here) and now, well, this new San Gabriel Cafe Racer is even more ridiculously inexpensive. CSC Press Release: AZUSA, Calif. – May 18, 2018 – PRLog — CSC Motorcycles announced today that it is now taking deposits on its new San Gabriel motorcycles for summer delivery. The San Gabriel is a café-racer-styled motorcycle with an air-cooled 16.1 hp 250cc engine, 5-speed transmission, wire wheels, and four color options (white, black, blue, and mocha). The 270-lb San Gabriel has full instrumentation including a fuel gauge, a speedometer, a tachometer, and a gear position indicator. As is the case with all CSC motorcycles, the San Gabriel will include a complete shop manual, extensive online maintenance tutorials, complete parts support, and the superior reliability that defines CSC motorcycles. “We built the CSC brand based on offering exceptional value to our customers and the San Gabriel is based on the same approach we’ve used with the RX3, the RC3, and the TT250,” said Steve Seidner, CSC’s President and CEO. “Our customers love our direct sales approach and our pricing. We’ve built a rider-friendly approach with our online maintenance tutorials, our parts availability, and our one-year, unlimited mileage warranty.” “When we first offered the RX3 motorcycle nearly 4 years ago, people questioned the quality and reliability of a Chinese motorcycle,” Seidner said. “That perception is no longer an issue for us. Our bikes are built to our specs by Zongshen, one of the largest motorcycle manufacturers in the world. We and our customers have ridden these motorcycles across America, up and down the Baja peninsula, across China, and though the Andes Mountains. Our quality is great. Zongshen builds parts and sometimes complete motorcycles for many of the more-well-known motorcycle manufacturers. Our motorcycles are great machines.” “With the San Gabriel, we’re doing several things to bring even greater value to our customers,” Seidner continued. “The San Gabriel has a low seat height and it’s a very light motorcycle, which makes it ideal for new riders. This is the bike that’s going to bring more people into motorcycling.” Seidner explained that the bike relies on proven technology and offers great performance. “The San Gabriel uses a CG engine, which is a simple but very reliable overhead valve engine designed with reliability and low maintenance in mind. It’s quick, too. Originally, this bike had a 125cc engine; we specified our larger TT250 engine. It’s a real hot rod. We ride in the San Gabriels, and I knew that’s what we had to call this motorcycle. With its light weight, short wheelbase, and torquey 250, the handling is fantastic.” “CSC will emphasize personalizing the San Gabriel for customers who wish to do so,” Seidner said. “We are encouraging our riders to personalize their bikes. We’ll have an extensive line of custom parts and accessories, and we’ll sponsor custom San Gabriel bike shows.” Riders can pre-order a new San Gabriel motorcycle for $1995, with free shipping (a $500 deposit is required with order placement). Seidner explained that CSC encourages the camaraderie inherent to motorcycling, and the company will actively support clubs based on the new San Gabriel. Seidner added that CSC will organize rides like they do with the RX3 and TT250 motorcycles, including both multi-day and single-day rides. “We’ve done multiple customer rides now through Baja and the US, and our friends love them,” Seidner said. “Our objective has always been to not just sell you a motorcycle. We want to bring you into motorcycling. We want you as customers and friends.” The pre-production San Gabriels are on display now at CSC corporate headquarters in Azusa, California. CSC will host events later this summer to show the motorcycles elsewhere in the United States (times and locations will be announced on the CSC website at www.CSCMotorcycles.com). CSC San Gabriel Cafe Racer: $1,995 appeared first on Motorcycle.com News. Motorcycles via Motorcycle.comMotorcycle.com https://ift.tt/Xzx9iy May 29, 2018 at 07:36PM
Motorcycle News - Whats the Range of an Electric Motorcycle?
https://ift.tt/2IWOtg7 Trying to figure out the range of an electric motorcycle is like competing in an eating contest: You think you know the limits, but you’re never quite sure until you’ve gone too far. Nonetheless, we at Motorcycle.com are fortunate enough to have ridden many of the electric motorcycle offerings out there, and at the very least, this gives us a starting point when discussing the range you can expect from an electric. To go over the range of each electric motorcycle available today would be a daunting task. Instead, let this serve as a broad overview of what you can expect. The short answer to the range question, of course, is that it’s complicated. Manufacturers will claim one thing, but in reality, the mileage you actually get is vastly different. Companies like Zero Motorcycles try to be relatively helpful by listing mileage figures for certain riding conditions like City, Highway, and combined, but just as it is with internal combustion engines, your mileage may (and most likely will) vary. We can, however, draw some parallels with internal combustion engines. Ride with the throttle pinned everywhere, and that’s a sure-fire way to deplete your available electrons as quickly as possible. Conversely, if you ride like grandma, it’s possible you might even surpass the manufacturer-suggested mileage. Find a happy medium, and you’ll average out to what the manufacturer claims. However, the types of roads you ride on will affect your range, too. Sustained, high-speed riding, like on your average freeway, eat battery power quickly while low-speed traffic is ideal for maximizing an EV’s range. As a bonus, if you find yourself in plenty of stop-and-go, it’s also possible to add back a tiny bit of range, depending on the regenerative braking settings of the vehicle. What about some numbers? Fine. For the purposes of this summary let’s take a 2018 Zero S with the ZF13.0 battery pack as our sample. This means our sample Zero’s battery has a max capacity of 13.0kWh, and a nominal capacity of 11.4kWh. Zero claims city mileage to be 161 miles, which includes stop-and-go traffic and “operation typically found in urban areas,” at least according to the SAE J2982 Riding Range Test Procedure for On-Highway Electric Motorcycles. We’ve never had the opportunity to fully explore this mileage claim, mostly for the fact that doing so would be incredibly boring. What we have done, however, is ride a number of Zeros in real-world situations, including highway riding, a situation Zero also has a mileage number for, under “Combined.” In this scenario, 50% of the urban riding mentioned earlier is mixed with another 50% of highway riding that allow for “quasi-steady speeds of 70 mph.” Again, each of these tests are performed to the SAE J2982 standard. Here, Zero claims 60 miles, and in our experience this number has been fairly accurate. For numbers that aren’t from Zero, we turn to the 2018 BMW C Evolution. The urban mobility scooter, as BMW prefers to call it, is an excellent use for an electric as scooter riding encompasses the perfect scenarios for an electric. Here, BMW says the C Evolution can travel up to 99 miles on a charge. We never came close to that number, but could routinely ride 70 miles under normal conditions – as in, riding like we normally would any other motorcycle. From what we’ve seen, electric motorcycle manufacturers aren’t trying to trick the motorcycling public about how far their motorcycles can travel on a full charge. In fact, being as accurate as possible gives the potential customer as much knowledge as possible for their purchase, and credibility is huge for the electric market, as the industry tries to fight for viability among many critics who have written off the technology. The availability of on-site charging opportunities at your destination can have a big impact on whether electrics are right for you, but for many – but not all – electric motorcycles have more than enough range for their one-way daily commute. Then the question becomes: Where Do You Charge Your Electric Motorcycle? The post What’s the Range of an Electric Motorcycle? appeared first on Motorcycle.com. Motorcycles via Motorcycle.comMotorcycle.com https://ift.tt/Xzx9iy May 29, 2018 at 07:36PM
Motorcycle News - Home Track Hero Jeffrey Carver Jr. Triumphant at AFT Springfield Mile I
https://ift.tt/2IWrLVv Not only does everyone love an underdog story, but when the underdog is also the hometown hero, you’ve got yourself one helluva celebration! Congrats Jeffrey! This past weekend also marked the first round of the AFT Production Twins Class series. AFT: SPRINGFIELD, IL – May 28, 2018 – It may have come a day later than originally planned due to Sunday’s weather postponement, but American Flat Track made good on its Memorial Day tradition. The world’s greatest dirt track motorcycle racers once again put on a spectacular show for the crowd who came back out to the Illinois State Fairgrounds on Monday for the series’ crown jewel event – the Harley-Davidson Springfield Mile I. First, the stars of tomorrow set them up with the first-ever AFT Production Twins race. And then the stars of today knocked ’em down with an epic AFT Twins presented by Vance & Hines Main Event. And to the delight of the fans, the star that shined brightest was none other than Illinois native Jeffrey Carver Jr. (No. 23 Roof-Systems/Indian of Metro Milwaukee Scout FTR750). In the early going, Carver was involved in an intense five-rider fight for the lead that also included some of the sport’s living legends – Jared Mees (No. 1 Indian Motorcycle Rogers Racing SDI Scout FTR750), Kenny Coolbeth (No. 2 Nila Racing/Columbia Avionics Indian Scout FTR750), and Bryan Smith (No. 4 Indian Motorcycle Racing backed by Allstate Scout FTR750) – as well as an on-form rising star in Davis Fisher (No. 67 Double D Performance/RMR/Bob Lanphere Indian Scout FTR750). Carver, who was seeking his first-ever AFT Twins Mile victory, seemed to have history stacked against him. After all, Mees had won the most recent running of the Springfield Mile last fall and had yet to be beaten in a straight fight all season long. As for Coolbeth and Smith, the two boasted a combined 13 Springfield Mile wins between them. Rather than be intimidated, Carver just continued to throw down fast lap after fast lap. He gradually shook free from the pack and had a response ready each time one of his rivals took a run at him in hopes of cutting into his gap. At one point, up-and-comer Fisher actually looked like the rider with the best hope of successfully doing so, narrowing the advantage to back under a half-second deep into the contest. However, Fisher ultimately found himself swallowed up by Mees and Coolbeth in the final push to the checkered flag. Following 25 blistering miles, Carver claimed victory with 0.819 seconds in hand as the grandstands roared in approval. Mees edged Coolbeth at the line by 0.058 seconds to finish as the runner-up. Davis came home another 0.205 seconds back in fourth as he continues to knock on the door of his first AFT Twins podium, while Smith cruised home to round out the top five. The triumph was Carver’s third-ever premier-class win, leaving him just a Short Track victory short of a career Grand Slam. Additionally, he’s only the second rider from Illinois to win the Springfield Mile. The only other Illinois native to win the race was Dave Camlin from Rock Island, Ill., who won both races in 1996 aboard a Harley-Davidson. A jubilant Carver said, “I just love it. Springfield is one of the places [I’ve always wanted to win]. I watch old videos of Scotty Parker, Ricky Graham and Chris Carr out here, just trying to learn their moves. And chasing [Mees and Coolbeth] and watching them, it’s just been a big learning curve. My team is putting everything together, and it’s really starting to show. That’s giving me that extra bit of confidence I need. “I love the challenge of just going in a circle. It’s simple, but it’s so perfect. You can focus so much on just that, and you can always continue to learn. I’m going to just try to keep winning races. If I put too much pressure on myself, sometimes I get a little nervous and mess up. We’re a little bit down on points, so my plan is to just go out and have fun and learn the motorcycle and try to go faster. These guys have won 30-some nationals for a reason. I’ve got a long way to go, but I’d love to get in the history book a little bit myself.” Chad Cose (No. 49 Indian Motorcycle of Oklahoma City Scout FTR750), Henry Wiles (No. 17 Bandit Industries/Wilco Racing/Willing Built Indian Scout FTR750) and Mikey Rush (No. 54 G&G Racing/Machete Energy Yamaha FZ-07) finished sixth, seventh and eighth, respectively. 57-year-old Ronnie Jones (No. 266 Tim Estenson Racing/Rod Lake Indian Scout FTR750) not only increased his record as the oldest rider to make an AFT Twins Main Event by a week, he finished in ninth place while doing so. Jay Maloney (No. 12 Indian Motorcycle of Springfield/JMC Scout FTR750) rounded out the top ten. With the AFT Singles contenders having already completed their class assignment with Saturday night’s Springfield TT, a number of undercard regulars identified the Springfield Mile I as a prime opportunity to get some miles on the bigger, faster twin-cylinder machinery under their belt. Reigning AFT Singles champion Kolby Carlile (No. 36 Estenson Racing/McCandless Trucking Center Indian Scout FTR750) and Arizona Mile winner Kevin Stollings (No. 99 Roof Systems Honda Indian Scout FTR750) brandished yellow plates signifying their AFT Singles regular status to mark their AFT Twins debuts. Carlile was unlucky to see his maiden premier-class entry end following just three laps in Sunday’s Heat Race 1 after demonstrating solid speed throughout qualifying. Things went considerably better for Stollings, who earned the final transfer spot in Semi 2 to make the cut for the Main Event. There he would go on to finish 11th. AFT Production TwinsSeveral of Carlile’s and Stollings’ AFT Singles rivals, meanwhile, took advantage of the introduction of the all-new AFT Production Twins class. The category was specifically designed to provide qualified AFT Singles riders a chance to get some seat time on production-based twins with an eye toward easing their eventual graduation into the AFT Twins class. Michael Inderbitzin (No. 54 Weirbach Racing/Kawasaki USA Kawasaki 649) made it a Memorial Day weekend he’ll long remember, backing up a top-ten run in Saturday’s Springfield TT with a victory in the first-ever AFT Productions Twins race. Inderbitzin recovered from a terrible launch at the start of the race to charge his way through the entire field and into the lead. Once there he successfully fought off a last-lap attempt by Tristan Avery (No. 16 Ron Ayers/Mr. Sign Kawasaki 649) by 0.178 seconds at the checkered flag. Inderbitzin said, “[Following the start] I knew I had my work cut out for me… I need to work on my starts, and that’s about it. I’ve never ridden the Springfield Mile, and I’ve never ridden a twin at all. Yesterday, was my first time on one, and I couldn’t be more blessed having such a great, great motorcycle underneath me.” The AFT Production Twins class will be back in action for its second race when the series returns to Springfield for the Harley-Davidson Springfield Mile II on September 2. Home Track Hero Jeffrey Carver Jr. Triumphant at AFT Springfield Mile I appeared first on Motorcycle.com News. Motorcycles via Motorcycle.comMotorcycle.com https://ift.tt/Xzx9iy May 29, 2018 at 06:48PM |
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5/30/2018
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