MotoGP News - Remembering Valencia MotoGP 2013 - Lorenzo's 300km/h work of art
https://ift.tt/38dhYrK Jorge Lorenzo arrived at Valencia in 2013 as the outsider for that year's MotoGP world title. Ultimately coming up short against Marc Marquez, the way the Yamaha star rode that race was a work of art, Oriol Puigdemont remembers The final round of the 2013 season at Valencia saw Marc Marquez crowned as the youngest ever MotoGP world champion, at the age of 20 years and 266 days. As you would expect, such a momentous achievement filled the front and back pages in Spain, and the images will live long in the memory. However, it would be an absolute travesty if that day were not also remembered for an exhibition of control by Jorge Lorenzo that resulted in a famous win - the only result that could keep alive his slim hopes of denying Marquez. Lorenzo may have ultimately lost out on the title to his compatriot but he did so in style, signing off the season with a savage demonstration of his talent whilst managing to never overstep the mark of sportsmanship, as he executed the only plan that could turn around a virtually impossible situation. Marquez simply needed a top-four finish to guarantee the title regardless of what Lorenzo could manage. It was a more than feasible objective for the youngster from Cervera, especially considering the fact that only three other riders had managed a win from the 17 previous races that season. Out of those races, the number 93 had missed out on the podium at two of them: Mugello, where he crashed, and Australia, where he was disqualified from a controversial race when Honda miscounted the maximum laps he could complete before making a mandatory pitstop - implemented after Phillip Island's new surface was found to be destroying tyres. Lorenzo was left with one final card to play: to win the final race at the slowest pace possible, and to try and put as many bikes as possible between his Yamaha M1 and the Honda RC213V of Marquez. Easier said than done, but the number 99 played his part perfectly. Even though it didn't come off, the attempt was a work of art played out at 300km/h. It is a commonly accepted view that the current level of MotoGP is higher than it has ever been. The grid is a mixture of the best of various generations, which gives even more value to Lorenzo's effort that day in Valencia. You need to have plenty up your sleeve if you want to try a game of cat and mouse with Dani Pedrosa, another rider who always flew at Valencia. The game plan was simple on paper but extremely difficult to execute on the track. Lorenzo knew he needed the win, so firstly he could not allow Pedrosa to snatch those vital few metres off the line that would have opened the door for an escape at the front. At the same time, he gave himself the impossible task of slowing up the race, backing up the peloton and allowing other riders to get involved in the battle, lapping a full second off his pace from practice. It was an optimistic plan, especially given that three of the top five were on Hondas (Pedrosa, Marquez and Gresini's Alvaro Bautista), and Valentino Rossi, who spent the majority of the race in fifth place, was not exactly set on the idea of helping out his Yamaha team-mate. Despite that, Lorenzo diligently stuck to the plan put together with Wilco Zeelenberg and Ramon Forcada, his rider coach and crew chief at the time, and kept it alive until the halfway stage. It was only then that he realised that the second group, made up of Cal Crutchlow and Bradley Smith (both Yamaha Tech3 riders at the time), were never going to be able to catch up. At that point, Lorenzo decided that his best hope was to focus on winning the race and hoping for the best, stepping up his pace and creating a gap at the front. "First of all, we never thought we would get to Valencia and still have a chance, but Marc made a mistake in Australia where he was given the black flag and that meant we had a small possibility again," recalls Zeelenberg in a phone conversation with Autosport. "Nobody wanted to interfere. He knew that nobody was going to risk their own race to help him win, and there were no pacts or anything like that. Nobody wanted to be the headline" Ramon Forcada "Jorge had made two mistakes, at Assen and Sachsenring, and broke his collarbone both times." Next to pick up the story is Forcada, who remembers how that day panned out in the Yamaha garage. The experienced Spanish technician recalls a perfect Sunday from his long-time rider, and puts the performance partly down to the lack of expectation. "In that race Jorge was able to have fun," explains Forcada, who now works with Franco Morbidelli at Petronas SRT. "In his mind the title was gone, so he had nothing to lose. There was very little pressure on him so he was able to go out there and attack. The strategy was very clear, and he pulled it off perfectly, with the calmness of somebody who knows that what they are about to attempt is virtually impossible anyway." Zeelenberg added: "He had to make sure the front group was compact but could not risk getting down to the final lap with a Honda on his tail, because those bikes were so strong under braking. The main thing I remember about that day is seeing how Jorge forced Marc into riding in a completely unnatural way for him. Normally he attacks everybody else but on that day he didn't. He was not comfortable at any point in that race." Nobody knows Lorenzo better than Forcada, who oversaw his debut in the premier class and was by his side for nine seasons (2008-2016), collecting three titles together (2010, 2012 and 2015) - which also happen to be the last three for Yamaha in MotoGP to date. "The other thing I told him is that nobody else would be taking risks to help him. Nobody wanted to interfere. He knew that nobody was going to risk their own race to help him win, and there were no pacts or anything like that. Nobody wanted to be the headline." Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei June 29, 2020 at 09:22AM
MotoGP News - Dovizioso will make start of MotoGP season after successful surgery
https://ift.tt/38dvVWg Andrea Dovizioso will line up on the grid for the 2020 MotoGP season-opener at Jerez after undergoing successful surgery on a left collarbone break on Sunday. The Ducati rider was taking part in the Emilia Romagna regional motocross championship event on Sunday in Faenza in Italy when he crashed heavily onto his left side. Dovizioso was taken to a local hospital to undergo checks on his left shoulder, which revealed a collarbone break. He subsequently underwent an operation to correct the shoulder on Sunday night in Modena. Ducati has since confirmed the operation was a success and Dovizioso will begin rehabilitation immediately, with his participation in the first race of the delayed 2020 campaign at Jerez on 19 July currently unaffected. In a brief post on Twitter, Ducati reported: "Andrea Dovizioso went under successful surgery to the left collarbone at Policlinico di Modena yesterday evening. "He will start rehabilitation immediately and take part in the 2020 MotoGP season opener at Jerez on 19 July 2020." Dovizioso added: "The surgery went well, and I want to thank all the medical team that did the operation so quickly. "I don't feel much pain, and that makes me very optimistic. "I came home this morning, and during the afternoon, I will plan my rehabilitation. "I am confident that in these weeks I will be able to recover and that I will be in full shape in time for the first 2020 GP in Jerez." Ordinarily, the injury Dovizioso suffered would have been left to heal on its own, but the decision was taken by Ducati to have it operated on to ensure he be fit enough for racing later this month. Ducati granted Dovizioso permission to take part in the motocross event, though denied his team-mate Danilo Petrucci the same opportunity. Commenting on its decision, Ducati sporting director Paolo Ciabatti said: "Although we know that motocross is an activity that presents several risks, we had still allowed Andrea to participate in this regional race, because he had explained to us that he needed to rediscover those stimuli and sensations that only a real competition can give. "On the other hand, motocross is also the discipline with which many of the MotoGP riders train regularly. "So, in the end, we must be relieved that the injury did not have serious consequences and that Andrea will be able to be at the start of the 2020 championship in Jerez". As a keen motocross rider, Ducati's decision to allow this comes in the midst of tough contract negotiations with the Italian over extending his stay beyond 2020. Dovizioso's manager Simone Battistella recently said it is "99%" certain that Dovizioso will stay with Ducati in 2021, though comments made to Sky Sports in Italy on Sunday by him suggests talks are still slow. "The negotiation for 2021 is something that goes without saying," he said. "We are focused on 2020 and this is a small hitch, but it must be resolved immediately. "As for 2021, we will think about it when we decide to talk about it and start a negotiation." Dovizioso will test his shoulder's fitness on a MotoGP bike for the first time on 15 July in a one-day official test for the grid ahead of the season-opener. Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei June 29, 2020 at 07:00AM
Motorcycle News - Thoroughbred Italian – Moto Guzzi V7 Sport
https://ift.tt/3ifgz8k About three years ago I was visiting my friend Joel at his shop, Custom Bike Electrics in Willeton, Western Australia. Joel was hunched over a sickly Harris Kawasaki Magnum while talking to its owner. Naturally, I took the chance to have a good stickybeak around the shop. A low, lean Moto Guzzi V7 Sport in full race trim immediately caught my attention. Me, being partial to a nice Guzzi (understatement of the year), I noticed a few details that were definitely not standard equipment. In fact, it seemed only the frame, engine and gearbox appeared as the factory intended. The bike was complete but in a sad state of disrepair. I chatted about it briefly with Joel and that was the end of the encounter. Motorcycles via Return of the Cafe Racers https://ift.tt/2M9riRb June 29, 2020 at 06:11AM
F1 News - F1 Breakdown: Jack Nicholls previews new Formula 1 season
https://ift.tt/31rraaw BBC Sport's Jack Nicholls previews the start of the new Formula 1 season and examines what racing behind closed doors will be like. #F1 via BBC Sport - Formula 1 https://ift.tt/OHg7x6 June 29, 2020 at 06:15AM
F1 News - Mercedes to race in new black livery for 2020 F1 season
https://ift.tt/2YHAV2r Mercedes will run a new black livery in Formula 1 in 2020 as a signal of their commitment to greater diversity and inclusion in motorsport. Silver had been the company's colour scheme in racing since the 1930s. Mercedes said the Black Lives Matter movement had "shone a searching light on how much we need new measures and actions in the fight against racism". Lewis Hamilton called it an "important statement that we are willing to change and improve as a business". Mercedes F1 team said in a statement that "just 3% of our workforce identify as belonging to minority ethnic groups and only 12% of our employees are women. "This lack of diversity shows that we need to find new approaches to attract talent from many areas of society we do not currently reach." The team will also launch a diversity and inclusion programme that will include raising awareness, analysis of their recruitment programme, collaboration with F1 stakeholders on accessibility and education initiatives. Mercedes F1 team principal Toto Wolff said: "Racism and discrimination have no place in our society, our sport or our team: this is a core belief at Mercedes. "But having the right beliefs and the right mindset isn't enough if we remain silent. "We wish to use our voice and our global platform to speak up for respect and equality, and the Silver Arrow will race in black for the entire 2020 season to show our commitment to greater diversity within our team and our sport. "We will not shy away from our weaknesses in this area, nor from the progress we must still make; our livery is our public pledge to take positive action." Six-time world champion Hamilton has announced he is setting up a commission in partnership with the Royal Academy of Engineering to promote black participation in motorsport. He added: "It's so important that we seize this moment and use it to educate ourselves, whether you are an individual, brand or company to make real meaningful changes when it comes to ensuring equality and inclusivity. "I have personally experienced racism in my life and seen my family and friends experience racism, and I am speaking from the heart when I appeal for change. "When I spoke to Toto about my hopes for what we could achieve as a team, I said it was so important that we stand united. "I would like to say a huge thank you to Toto and the Mercedes board for taking the time to listen, to talk, and to really understand my experiences and passion, and for making this important statement that we are willing to change and improve as a business. "We want to build a legacy that goes beyond sport, and if we can be the leaders and can start building more diversity within our own business, it will send such a strong message and give others the confidence to begin a dialogue about how they can implement change." #F1 via BBC Sport - Formula 1 https://ift.tt/OHg7x6 June 29, 2020 at 05:57AM
MotoGP News - MotoGP Retrospective: The day Rossi banished his Ducati demons
https://ift.tt/3eGSlBO On this day in 2013, Valentino Rossi clambered onto the top step of the Assen podium to celebrate his first win in over two years. Truly banishing the demons of his Ducati nadir, it would be the catalyst for much more in the ensuing years Following four fallow years with a new frontman in Blaze Bailey and two tepidly received records which contributed to a downturn in fortunes, Iron Maiden were at a crossroads. At a time when major bands were reforming classic line-ups to embark on globetrotting legacy tours (KISS and Black Sabbath being the main offenders), Iron Maiden were in real danger of simply going through the motions when it brought talismanic frontman Bruce Dickinson and guitarist Adrian Smith back. After a brief reunion tour in 1999, the band launched a follow-up to '98's 'Virtual XI' in 2000 - the aptly titled 'Brave New Worlds'. Rebooting their stalled career, the reformation of its classic line-up proved to have been done with the bit between its teeth, rather than tail between its legs. In many ways, it mirrors Valentino Rossi's return to Yamaha in 2013 following two miserable campaigns as a factory Ducati rider. The seven-time premier class champion departed for Ducati and a considerably larger pay cheque as tensions at Yamaha between himself and Jorge Lorenzo had reached its boiling point across the 2009 and '10 seasons. In 2011 Rossi was stepping away from the grid's friendliest bike - and the machine which had won the previous three world titles in his and Lorenzo's hands - for the unconventional and difficult Desmosedici. Managing just one podium finish all year, it marked Rossi's first winless campaign in grand prix racing. Ducati changed its chassis from the carbon fibre design to the more conventional twin-spar aluminium design widely used by other manufacturers, and expected to make a step forward in 2012. But the GP12 proved just as difficult, and two podiums was all he could manage on his way to sixth in the standings. Keen to extract himself from Bologna for 2013, Rossi's options were limited, and initially Yamaha had no place for him. Retirement, at that point, crossed his mind. "Unfortunately, with Ducati it was very difficult, especially at the beginning of 2012 we had a lot of expectation because 2011 was quite bad," Rossi said in a BT Sport interview last month. "But in 2012 we had the new bike, so we hoped to be competitive. But unfortunately, also 2012 was very, very difficult. Sincerely, in that moment I think a lot of times about stopping, because especially at the beginning Yamaha said they didn't have a bike for me. So that moment was very tough for my career, because I thought if I don't have the chance to go back to Yamaha I also can stop, can finish my career." However, a miserable season for Rossi's replacement Ben Spies opened the door for his sought-after Yamaha return. Rossi's Assen win in 2013 truly marked the moment he came in from the cold and proved that the Ducati hadn't broken him Stepping back into a team now firmly moulded around old foe Lorenzo, Rossi faced the most crucial season of his career as the 2013 campaign dawned. Offering a glimpse of his potential now back on a race-winning bike, Rossi fended off Honda rookie Marc Marquez in Qatar to claim second (though ironically ended up getting a lift to parc ferme on the back of Andrea Iannone's Pramac Ducati). But problems with the front end of his M1 in the early phases of races with a full fuel load ruled him out of podium contention over the next five races. By the Dutch TT, Rossi wasn't exactly vindicating Yamaha's decision. After FP1 at Assen, the strongest Yamaha runners looked like Lorenzo and Tech3's Cal Crutchlow. But a monster crash for Lorenzo in a wet FP2, which broke his collarbone, presented Rossi with an opportunity. Putting his M1 fourth on the grid in a qualifying session topped by Crutchlow on the customer Yamaha for the first time, Rossi didn't make up any places off the line as Honda's Dani Pedrosa surged into the lead from fifth, trading places with polesitter Crutchlow who dropped back to fifth. Rossi made his first move at the end of the opening lap to steal third from Stefan Bradl, as Pedrosa tried to break away. Rossi and Yamaha had made a breakthrough with bike set-up at the post-Catalunya test, the new-found confidence on the front end of his bike evident as he hauled in Marquez over the next few laps. A mistake exiting the Geert Timmer chicane for the Honda rider gave Rossi a run into Turn 1, and he executed his pass for second cleanly. Lapping half a second quicker than Pedrosa on that same lap, it became a matter of when, not if, Rossi would take the lead. Using the M1's supreme corner performance to deadly effect through the fast Ramshoek left-hander at Turn 15, Rossi dived down the inside of Pedrosa into the chicane on the sixth tour to move into the lead - much to the delight of the 90,000-strong Dutch crowd. Pedrosa lapped more or less identically to Rossi over the next few laps in the 1m35s bracket, but the Spaniard would eventually drop into the clutches of his team-mate, with a brief scrap over second with eight laps to go giving Rossi room to breathe. His advantage would eventually extend out to over two seconds as Marquez came under fire from the recovering Crutchlow, who struggled early on with a full tank and had it not been for that the British rider could have taken the fight to Rossi, potentially setting up a very different day. But Rossi, riding as his old self once again, didn't put a foot wrong as he opened up his lead and would not be denied arguably the most important victory his career. "It was very special, because it was a long, long time from the last victory, because the last victory was in Malaysia 2010, and after, at the end of that season, I moved to Ducati for the two years - 2011 and 2012," Rossi remembered in the same BT Sport interview. "It was a very difficult [brace of] seasons, and [I didn't score] a victory. So, [to get the] victory in 2013 after more than two years was a great, great feeling to come back [to the top step of the podium] on the Yamaha, to come back on the P1 in Assen. It was one of the most important victories of my career." Rossi's previous win at Malaysia in 2010 - symbolically, his 46th with Yamaha - came on the same day Lorenzo won his first title, somewhat stealing the Spaniard's spotlight. Had it not been for his win at Assen two and a half years later, all the headlines would have focused on Lorenzo's heroic return to finish in fifth place having had his broken collarbone operated on just 36 hours previously. Rossi's Assen win in 2013 truly marked the moment he came in from the cold and proved that his time at Ducati hadn't broken him. And though it wouldn't be until Misano the following year that he would win again, Rossi proved a consistent podium visitor across the 2014 campaign to set up for his first proper championship battle since 2009 in '15. Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei June 29, 2020 at 04:02AM
Motorcycle News - Custom Bikes Of The Week: Best of The No Show
https://ift.tt/3g43ZXN
H-D pulled their entries from the canceled Mama Tried, Congregation and Born Free shows, with a few international wild cards in the mix, totaling 60 bikes from the USA and abroad. Each bike was posted to Harley’s Instagram account with a walk-around style video from the builder. Bike EXIF was asked to join a small judging panel to pick the Media Choice Award winner. Alongside myself on the panel were American Iron’s Steve Lita, and my good friend Morgan Gales from Cycle World. Here’s a look at the bike that took home that award, along with seven other builds that caught our eye.
In the end, there was only one bike that landed on all of our lists: this luscious 1963 Panhead from Ben ‘The Boog’ Zales.
Take note of how the tiny fuel tank (which Ben reckons holds enough fuel to get you to the next gas station) tapers and flows almost seamlessly into the frame, where a special junction has been shaped. Then notice how the seat reflects that shape back. Lift the seat up, and you’ll find that same teardrop effect in the custom-made oil bag, which is repeated again on the kicker pedal.
The amount of detail work is staggering, with highlights like a pop-up gas cap, and a rear fender stay that flares out to hold the exhaust. The H-D No Show was packed with good-looking motorcycles, but Ben’s Panhead was one of the few that we wished we could have seen in person.
You can’t spot it from this side of the bike, but the sprocket and rotor actually sit on the outside of the frame. And Christian modified the transmission too, using aftermarket case components and his handiwork to narrow it 2 1/2”. Even the girder front end is more complex than it first appears, with special offset risers that flow through the top yoke, and hold the headlight. [Photo by Brandon Fischer]
Justin rebuilt the motor to 93 ci, with new flywheels, late model pistons, a custom cam shaft, custom valve pockets and new valves and springs. It sits in a 1929 frame with a shortened seat post, a reinforced rear end, and a reinforced JD front end. Justin built the split tanks as a nod to the classic hillclimber style—a vibe that carries through to the whole bike.
It was no small task—particularly the swing arm and custom rear shock linkage, which reportedly took some doing to get right. Other changes include a Honda CB200T fuel tank and a custom-built tail section, with an external fuel pump hiding away behind mesh side covers. The twin exhaust system with its Cone Engineering mufflers is a nice touch too, and sounds bananas. [Photo by Sergio Meza]
The frame’s a fully custom chromoly job, with a pretty unique rear suspension system. It features a set of hand-built pivots right at the rear wheel that run on needle bearings, offering about 1 1/8” of travel (which Chris reckons is “just enough to take that sting away in your kidneys”). And there’s a custom air suspension setup under the seat, too, that can be raised and lowered electronically. [Photo by Brian Redmond]
They also modified the exhaust heat shield with a drilled effect that carries through to the bash plate, and wrapped the forks and shocks in covers to emphasize the bike’s overall chunkiness. The bike features custom bars, risers, grips and foot pegs, and engraving on a number of smaller parts. Every detail ties in to another: like the hand-shaped sprocket cover that mimics the tank mount. [Photo by Malhaar Chaturvedi]
Achieving that meant keeping only the OEM motor and forks, and building the frame and bodywork from scratch. The forks weren’t left alone though--Jordan narrowed them to slim down the overall profile. Details like the handlebars, exhausts and rear fork brace all shine, and parts like the motor mounts were actually machined, welded and finished to look like vintage forged parts. [Photo by Heather Dickinson]
Highlights include the scalloped tank and ducktail rear fender, the flawless stance and those super-sano Arlen Ness fork legs. Winston added his own catalog risers that incorporate the Street Bob’s tiny LED speedo too, along with new bars, and a number of engine dress-up bits. There are also new wheels, and a Rough Crafts / SC Project prototype exhaust system. [Photo by JL Photography] Motorcycles via Bike EXIF https://ift.tt/2Mf9b0c June 28, 2020 at 12:10PM
Motorcycle News - Church of MO: 2010 Literbike Shootout
https://ift.tt/3idicn1 An Italian and a German walk into a bar… wait, Let there be no filthiness nor foolish talk nor crude joking, which are out of place, but instead let there be thanksgiving. Ten years ago, two serious new players from Europe appeared on our shores, intent on upsetting the 1000 cc Japanese applecart. “Inhaling slower bikes like the way an ’84 Seville’s radiator grill consumes flies,” these intoxicatingly fabulous sportbikes – especially the winner of this epic contest – reset the course to where we find ourselves today, which is to say, without a Literbike Shootout. So far anyway. But remember: Whoever is slothful will not roast his game, but the diligent man will get precious wealth. Amen. Wait, what? Japan vs. the Euros
Apr. 01, 2010
Photography by Alfonse Palaima Video by Alfonse Palaima
The performance of modern literbikes may be intoxicatingly fabulous, but we were becoming a little bored in recent shootouts by having to resort to splitting hairs among the Big Four’s similarly spec’d 1000cc sportbikes. Yamaha gave us a taste of something different last year with the crossplane-crankshaft version of the R1, but it has a small power number and a large weight number, so it wasn’t the game-changer we hoped would shake up the literbike pecking order. We began to feel a yawn coming on.And that’s why we’re glad 2010 has rolled around, as it sees the introduction of two totally new four-cylinder superbike contenders. Aprilia comes to the party with the first liter-sized V-Four sportbike, while the tech-heavy Germans at BMW present the most powerful production literbike ever, the S1000RR.
Promises. Promises. At the end of 2009 we started the ball rolling early for our 2010 literbike showdown, pitting a trio of Euro superbikes – all of which are powered by some variant of the Vee engine configuration – against one another. The Aprilia RSV4 Factory came out as our fave over the Italian Stallion Ducati 1198S and KTM’s formidable and refreshingly different RC8R. At the end of the Euro literbike mêlée we stated our intent to take the V-4 Aprilia, winner of Phase 1 of the Literbike Shootout, and pair it up to the champ of the inline-Four combatants (Phase 2) for what would have ultimately been a three-part, best of the best-type series. However, the anticipation was killing us, and when we were able to pop loose an RSV4 sooner than expected, we tossed our projected plan out the window. So we threw our Vee-engine winner, the exotic RSV4 Aprilia, into the inline-Four battle. The Suzuki GSX-R1000 and Yamaha R1 remain unchanged for 2010, and since they didn’t win last year, there was no reason to expect a different result this time around. Honda’s CBR1000RR took our literbike crown two years running and received some subtle tweaks for 2010 you should read about here, so it got an automatic invite. Kawasaki’s ZX-10R also did well in our previous shootout, plus it received several updates for 2010 including new bodywork and a slicker-shifting transmission. Get the lowdown by reading this review. Meanwhile, the biggest news in inline-Four sportbikes is undoubtedly BMW’s new S1000RR. After sampling the uber-powerful S1000 on its own at its press launch in Portugal, we were anxious to ride it in the company of its peers to find out how the German machine stacks up. In this shootout, we were able to test the standard RSV4 R rather than the pricey RSV4 Factory we previously sampled. The R model is more closely spec’d (and priced!) to the inlines. The Factory’s use of Öhlins suspension all around, lighter forged-aluminum wheels, variable length intake tracts and a smattering of load-lightening carbon bits are what account for the hefty $5000 gap over the R model’s $15,999 tag. During the 1198S vs. the KTM RC8R vs. the RSV4 Factory contest, the choice of the upscale Factory made sense when comparing the similarly equipped Duc and the equally premium KTM. But in this final battle of the 2010 liter sleds, the R model was the right choice. And that the R model makes the same peak rear wheel horsepower as the Factory means that the heart of the RSV4 experience remains intact. ENGINE BMW plays by the rules but raises the stakes, big time! There isn’t a bike here that doesn’t have enough engine. Running all four machines on the notoriously stingy DynoJet at Carry Andrew’s Hypercycle revealed that the lowest rear wheel hp figure recorded was a formidable 149 ponies, a tie between the Honda and Aprilia. One hundred forty nine bloomin’ horsepower! And that’s the small number. The Green Machine churned out 153 hp; nothing less than impressive. Three of the four scoots essentially made 150 hp, and that is simply more than most of us could ever need. But BMW was about to bring the pain. Our jaws dropped as an astonishing result of 175.8 horsepower blipped across the dyno’s computer screen.
BMW purposely played by the book when building the mighty S1000RR, as it knew in order to be competitive this was no time to reinvent the superbike wheel. The S1000RR’s most significant deviation from the reliable inline-Four formula is its substantially oversquare bore and stroke when compared to the Japanese makes. The CBR1K and ZX-10R bore and stroke numbers are really mirror images (76.0 x 55.1 and 76.0 x 55.0mm), while the GSX-R1000 hedges more stroke with 74.5 x 57.3mm. And Yamaha’s R1 crossplane crank configuration moved in the more oversquare direction (78.0 x 52.2mm) last year than the previous generation R1 (77.0 x 53.6mm). The RSV4 R’s 78.0 x 52.3mm is basically an identical twin figure to the 2009-‘10 R1. But none of them come close to the Beemer’s oil can-size tubes. The S1000RR’s 80.0 x 49.7mm short, fat cylinders indicate a high-revving, top-end power-favoring layout. Mission accomplished. The German brand’s first-time effort in this market has it flying head and shoulders above the Big Four – as well as the rest of the European marques earnestly contesting the liter class – in the very important horsepower contest.
Even a blind dog could see the advantages of the S1K’s horsepower domination. The BMW gobbled up with ease the long front straight on the Big Track at Willow Springs International Raceway, inhaling slower bikes like the way an ’84 Seville’s radiator grill consumes flies. “The front end wanted to come up cresting Turn 6, and would have kept coming up if I’d not backed off the throttle,” remarked recent addition to the MO staff, Jeff Cobb, “It was also very light at over a buck-twenty-plus when exiting Turn 9 and while accelerating down the front straight.” Krusty Kevin, a jaded journo rarely impressed by much these days, was stunned, too, by the BMW’s big power. “Coming onto the front straight a couple of times at a clip that seemed as fast as on the other bikes, I realized I wasn’t even using full throttle, such is its enormous top-end wallop.” But even in the power-hungry U.S. motorcycle market we must realize that bikes are about more than just peak power found on a spec sheet. Engine character – the way a mill develops power – is equally as important as posting balls-of-brass dyno results. And in light of this reality we start to see some resistance from the old guard. Despite a 25 hp deficit to the BMW, the virtually unchanged for three years CBR refuses to yield any ground to the new Beemer. It has a clear advantage in power against its rivals nearly everywhere below 11,000 revs.
It is a matter of fact that the Honda made the most torque over the broadest range and, more importantly, made the best use of that grunt. Aside from a strange dip (a notable drawback on the street) starting around 3300 rpm that clears up ‘round 4500 rpm, the CBR has it all over the other three from that point by several ft-lbs ‘til around 10,700 rpm when it finally relents to the BMW’s top-end biased mill. The Honda dominates the torque game for a spread lasting at least 5000 rpm, and it does so right where it matters most: the middle. At 7500 revs, it’s making an extra 12 ft-lbs over the V-4 Aprilia, and there are several points in the rev range at which the CBR is making 10 ft-lbs more than the others. On a racetrack with short sprints between corners, and in slow, low-gear turns, the Honda holds its own against the BMW. However, where the Honda’s middle power pays dividends is on the street, the place most literbike owners play. The Honda’s strong, usable midrange and good throttle/fueling response are just a couple of the things that led us to dub the CBR1000RR with the unofficial title of Favorite Street Bike in this contest. But in terms of best horsepower bang for the buck and biggest grin maker, the BMW rightfully belongs at the top.
It ain’t easy bein’ green. Kawi might share that sentiment with Kermit this year. The ZX’s problem isn’t that it has any problems, but more that it doesn’t particularly stand out in the Class of 2010. It still makes crazy power, and it develops that power with relative ease; it was surprising how quickly the shift light came on or redline arrived, as the ZX’s mill spins up quickly. There’s a fun poke of power around the 9K rpm area, right where the Zed hits peak torque. Otherwise, it’s nothing but smooth, linear power from the Kawasaki. What’s to complain about with the Ninja? Nada. What’s to get super excited about? Well, let’s just say there’s heaps to like about the Kawasaki’s ferocious engine. Alas, it finds itself in the same subservient position to the Honda’s grunt as it did last year, and of course it, too, is down to the BMW in overall power. The Aprilia RSV4R finds itself in a similar situation as the Kawasaki: plenty of power just about everywhere, but not quite as much as the ZX and not the same fat midrange as the Honda. It also sees a 25 hp deficit to the Beemer. We love the raucous exhaust note the V-4 produces, sounding akin to a sprint car race motor, but we wonder how its muffler got past the EPA. “I wouldn’t want a bike any louder than this,” said Kevin, “but this could be the most wonderfully musical motorcycle engine in history.”
The RSV4’s throttle response in Track mode is borderline abrupt, so the smoother Sport mode is a better choice when transitioning between corners while modulating the throttle at small openings during canyon riding. On the racetrack, we preferred the sharper response of Track mode. In a similar theme, the Beemer’s ultra-performance Slick mode setting made for equally snatchy on-off throttle response while street or canyon riding. We preferred the Race setting even on the track, while on the street the Sport setting provides smooth yet potent responses. We’re happy to report no climatic need to try the Rain mode. CHASSIS PERFORMANCE Sharp tools in the shed Despite its tall seat, the RSV4 feels smaller and packaged tighter than the others. Aprilia’s mass-centralization efforts found in fuel carried partially under the seat and a compact V-4 engine lend to the sensation the bike is more akin to a 600 in terms of rider triangle and weight. Centralized mass also masks the Aprilia’s heaviest-of-the-bunch measured wet weight of 470 pounds. Kevin felt that, despite the weight, a rider can flick it confidently into the corners. “The RSV4 feels very compact, boosting confidence that you can make the bike bend to your will.” Like the Factory model, the R model possesses excellent stability and good feedback from the front end. However, the RSV’s heft made itself known in the face of bikes that were lighter – one significantly so. Despite the RSV4 R and Factory’s compact rider triangle, resident tall(ish) guy Jeff learned to love all that the Aprilia had to offer in terms of its handling, braking and powerful V-4 engine. Our RSV4 R suffered a flukey electrical issue when the gear-position sensor wire grounded out after its insulation had been melted by the rear cylinders’ exhaust headers. Aprilia techs assure us they’ve never seen this problem before. To enable us to continue our test with minimal interruption, Aprilia quickly replaced the R with an RSV4 Factory (the only version available at the time) midway through one of our rides. This gave us an excellent opportunity to compare the R to its expensive brother. It quickly became apparent just how important a role weight savings plays in this highly competitive class. Recall that the Factory comes with lighter forged wheels in contrast to the R model’s cast-aluminum hoops. On paper, forged wheels look only to raise a bike’s price tag, but in reality the advantages are significant. The Factory was much more easily hustled through series after series of tight turns than was the R model. “Wow, what a difference! Its lighter wheels make a huge improvement to steering and handling,” said Kevin after riding a Factory shortly after getting off the RSV4 R. Shaving weight anywhere will pay dividends, but if you’re going to trim the fat, wheels are the best place to start in order cut down on rotating mass. The ZX-10R (458 lbs measured wet) isn’t as plump as the Aprilia, but it’s still heavier than the remaining two. Perhaps more important to the ZX’s handling though is its comparatively mild steering geometry. Steering rake of 25.5 degrees and trail of 4.3 inches is the laziest of the group. The Priller’s rake is a whole degree steeper (24.5) than the Zed’s, and it has slightly less trail. In a group where there truly isn’t a slow steering bike, the ZX’s geometry is the only thing we can point to that prevented it from feeling as nimble as the Honda or BMW. “It feels balanced in the corners, but it seems less wieldy than the others in this elite club,” noted Kevin. It’s worth noting we had a more favorable impression of the Ninja’s handling in last year’s shootout, which was equipped with an accessory 6mm shim for the shock that raised the rear ride height 12mm (a 2-to-1 ratio), thereby making the steering rake angle sharper and influencing the swingarm down-slope. Wanting to test stock to stock this year, we opted to run it without shims and didn’t like it as much. If we owned a 10R, we’d definitely experiment with shims. Kawi dealers can order a “spacer set” that is an assortment of five shim sizes that can be used in combination for a variety of options. But if you don’t like its $87.96 retail price, a suitably sized washer could be substituted. The ZX feels physically larger than the others, as it has a very roomy saddle-to-clip-on relation, and the second tallest seat height of 32.7 inches (the racy Italian RSV sits the tallest with a seat height of 33.3 inches). For those of you larger than a jockey, the big Ninja could be the right literbike. Six-footer Jeff was pleased with the ZX’s roomy rider accommodations. “The ZX had the best ergos for my height, and I would speculate up to 6’4” riders, maybe taller,” said Jeff. However, Jeff, like Kevin, noticed that the ZX wasn’t as scalpel-like as a couple of the others in terms of steering effort or response. “It took more effort to hold a line, but not too much to be a bother, and the bike wanted to stand up while trail braking.” The BMW’s ergo package is very similar in feel to the RSV. It’s a literbike that fits and even looks like supersport size. “Another solid-feeling chassis that remains composed no matter how hard it is pushed, accompanied by plentiful feedback and without any handling bugaboos,” said Kev. Its 23.9-degree rake is racy, but even racier is the Honda’s 23.3-degree steering rake. The CBR and S1K have similar trail figures of 3.8 and 3.7 inches respectively. Both motorcycles provide a responsive chassis and yet both motorcycles have excellent composure despite feathery steering. As willing a participant as the BMW is to any of the rider’s steering input, the CBR is even more responsive, to the point that it feels as though the Honda anticipates the direction in which you wish to go. Working in the Honda’s favor is its measured wet weight. At 437 full of crucial fluids, it’s a full 16 lbs lighter than the next lightest BMW that scaled in at 453 pounds fueled up and ready to go. “With the lightest weight and sporting the most aggressive steering geometry, it’s no surprise the CBR is the agility champ,” Kevin stated. “It’s only in high-speed stuff – when its electronic steering damper automatically cranks up – that it steers heavy.”
As much as we enjoyed getting reacquainted with the CBR on the track, we were reminded even more how much we liked it when ridden on public roads. With less demands on the steering damper when ridden at street pace, the Honda’s user-friendly chassis is all the more impressive for its light steering response and linear transition from upright to full lean. For a literbike with this much power, the CBR proves exceptionally easy to ride in all environments. BRAKES Stop it! BMW has the best set. Period. Exceptional levels of feel and power; even at 120-plus mph it only takes one finger to reel the German screamer in, and the chassis remains stable the whole time. Along with producing game-changing power in the S1000RR, BMW also has set a high mark in braking, the new standard by which all other liter bikes will be judged. “Best in class,” raved Kevin. “It’s amazing how well they work considering the Brembo calipers are the supposedly lesser grade two-piece units than the more fashionable monoblock calipers used on other high-end machines.” The Honda’s binders offered very good feel and initial bite, but as satisfying as the red bike’s brakes were, they’re still not in the same league as what is found on the BMW. It’s a similar story with the gold Brembo monoblocks on the Aprilia. The RSV4’s binders are quite impressive, really, but even they’re not the same caliber as the BMW’s.
It’s hard to believe we’re saying this, but the ZX-10R’s brakes just don’t measure up in this crowd. Boy, how times have changed! The Kawi was once the leader in the stopping department, but in comparing its brakes to the others, the ZX’s have a soft-ish initial bite and lack the degree of sensitivity found in the other brake sets. It’s weird to make such remarks about the ZX’s brakes, ‘cause they are still excellent. Nevertheless, this is how the literbike game is played every couple years. SUMMARY Our street riding and a day of high-speed flogging at the track revealed a quartet of literbikes with distinct personalities. Slight tweaks to a solid platform have resulted in the best ZX-10R ever produced. Add to an explosive and invigorating engine excellent fork compliance, great brakes, a super-slick transmission and perhaps the best slipper clutch of the bunch, and the Ninja still holds its own in this superior group. It also has the most attractive MSRP, ringing in $3000 cheaper than the less-powerful Aprilia. Once near the top of the heap only a year ago, the ZX-10R found itself out of contention for our favorite literbike in 2010. Really, though, picking up a 2010 ZX-10R could be one of the best motorcycle-related decisions of your life if you’re a Team Green loyalist. It’s the best 10R yet. Ah, the Aprilia. Of this group, the V-4 Italian superbike tugged strongest at our heartstrings. “The RSV4, more than any other bike here, makes its rider feel like something special,” said Duke. “This is the literbike to be on if you’ve got a low score on HotOrNot.com.” And yet, as seductive as the ‘Priller is, the ultimate battle in this war shaped up between the fresh BMW and the established Honda. When BMW released initial details on the S1000RR in May of last year, and we then got up close and personal for the first time with the S during the U.S. round of WSBK at Miller Motorsports Park, we suspected this new literbike would be a worthy contestant. Additionally, when Kevin attended the bike’s world unveiling in Portugal last year we started to get a sense of how well the S might perform against the other bikes in the class. But it wasn’t until this comparison review that we fully understood just how flippin’ great the new Beemer is! However, it wasn’t a black and white thing, as the venerable CBR1000RR stood strong. The Honda’s renowned midrange power makes it one of the most user-friendly literbikes yet created; its brakes are more than capable; and, well, it should be obvious at this point, but it’s worth singing the praises, one more time, of the CBR’s overall chassis performance. BMW S1000RR. If you want the literbike with the most power, best brakes, a wonderfully compliant chassis and best available options in 2010, these are the only letters and numbers you need to know. The Honda, although hardly changed much in the past three years, seemed always nipping at the BMW’s heels. Yet, as solid as the bike from Big Red is, it simply isn’t all that the S1000RR is. With a base MSRP of $13,800 the BMW is a mere $401 more than the standard model CBR. How many people have spent double that difference, and then some, trying to gain an extra 10 or so ponies? Would you spend 400 clams to get another turn-key 25 horsepower? We’re guessing a lot of folks in the market for a 2010 literbike would gladly eBay that rarely used set of golf clubs or something to cover the marginal difference in MSRPs. Give the CBR its only available option of C-ABS, and the Honda’s retail goes up $1000 to $14,399. For an extra $1480 over the BMW’s standard price, a Beemer buyer gets ABS and BMW’s Dynamic Traction Control (DTC). And let’s not forget the BMW also has four engine mapping modes that the bike’s brain seamlessly integrates with the ABS and DTC to make for an electronics package heretofore unseen on a consumer-available literbike. This impressive and practical e-package bumps the Beemer’s tag by only $881 more than the C-ABS-equipped Honda’s price, and it’s still less than the RSV4. Perhaps we didn’t find the BMW’s handling quite as lovely as the Honda’s, but it was still about 9/10ths of what the Honda offered. Factor in superb braking, an extra 25 hp, all the highly effective electronic rider aids, and the new BMW is the bike to beat in 2010.
Related Reading The post Church of MO: 2010 Literbike Shootout appeared first on Motorcycle.com. Motorcycles via Motorcycle.com https://ift.tt/2Std7JO June 28, 2020 at 10:03AM 6/28/2020 Dovizioso suffers broken collarbone in motocross crash ahead of MotoGP season start - MotoGP News
MotoGP News - Dovizioso suffers broken collarbone in motocross crash ahead of MotoGP season start
https://ift.tt/3i4l2uJ Ducati MotoGP rider Andrea Dovizioso has broken his left collarbone in a motocross crash on Sunday in Italy and will undergo surgery this evening. Dovizioso was taking part in a motocross race in the Emilia Romagna regional championship in Italy on Sunday when he crashed and landed on heavily on his left shoulder, according to eye witnesses. He was taken to a nearby hospital in Forli to undergo scans on a possible broken collarbone. Ducati has since confirmed that the three-time MotoGP world championship runner-up has broken his left collarbone, and will undergo an operation on Sunday evening in Modena to correct this. A spokesperson for the team confirmed that ordinarily an injury like this would be left to heal on its own, but Ducati and Dovizioso have taken the decision to have the operation in order to be ready for the opening round of the 2020 season at Jerez on 19 July. However, with only 13 rounds scheduled so far, any missed race through this injury will prove disastrous to his title ambitions. Ducati granted Dovizioso permission to take part in the race, with the Italian rider a keen motocross rider as part of his MotoGP training regime. This decision also comes in the wake of ongoing contract negotiations between both parties, with a deal yet to be reached over a dispute over money. Late last year reigning world champion Marc Marquez underwent surgery on a partially dislocated right shoulder he suffered in a heavy crash during the Malaysian GP weekend, and which he aggravated further in a tumble in November's Jerez test. It followed a similar injury woe on his left shoulder, which dogged him throughout the 2018 season and required a lengthy winter of rehabilitation ahead of last season. The coronavirus-delayed 2020 season kicks off with back-to-back races at Jerez, with an official test taking place at the circuit on Wednesday 15 July. Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei June 28, 2020 at 09:41AM
MotoGP News - Podcast: Is Petrucci's Tech3 MotoGP deal a missed opportunity for KTM?
https://ift.tt/384hdAW The latest MotoGP rider market moves have been completed, with Danilo Petrucci joining KTM as expected, but rather unexpectedly being placed at Tech3 for 2021. Confirming his Ducati exit at the end of this year earlier this month, Petrucci visited the KTM factory in Austria last week, where meeting were said to have been "positive". It soon transpired that a deal had been signed during that visit, with Petrucci thought to be taking the place left by Honda-bound Pol Espargaro. However, KTM announced it would be placing him - albeit with full factory support - at the satellite Tech3 team, while Miguel Oliveira would join Brad Binder at the works squad in 2021. In the latest Tank Slappers podcast, host Lewis Duncan and Motorsport.com's Global MotoGP Editor Oriol Puigdemont discuss this latest move and why it's a decision which threatens adding pressure to its youngest stars so soon in their careers. Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei June 27, 2020 at 06:20AM |
Categories
All
Archives
November 2020
|
6/29/2020
0 Comments