MotoGP News - Quartararo wants to use 2019 Yamaha for 2021 MotoGP season after inconsistent year
https://ift.tt/2IoNN7W Fabio Quartararo wants to see if it will be possible for him to race the 2019 Yamaha MotoGP bike in 2021 after a tough year on the 2020 M1. Quartararo has won three grands prix in 2020, but has scored just one other top five from the 12 races run so far. That inconsistent form has cost him the championship lead he held for much of the year to Joan Mir at Aragon - having also briefly lost it after the San Marino Grand Prix to Andrea Dovizioso. This is in stark contrast to his form in his rookie campaign in 2019, in which he scored seven podiums across the campaign. With his title hopes all but over following a crash in the European GP, which cast him 37 points adrift of Suzuki's Mir, Quartararo admits "a lot" has to change at Yamaha for 2021. PLUS: Where it all went wrong for 2020's MotoGP title favourite Due to COVID-19 cost-saving measures, Yamaha won't be able to develop a new engine for 2021. Quartararo is "worried" about this, but hopes to be able to use his 2019 machine if the rules allow. "I'm worried but I'm hoping to see if we can use last year's bike, if that's possible or if we have to keep exactly the same one as this year," Quartararo said, when asked about the engine freeze. "But what is certain is that we have to change a lot of things in the way we work, not really in the team but in general with Yamaha." Factory Yamaha counterpart Valentino Rossi said last weekend the engine freeze is "not an excuse" for Yamaha not to improve its motor in 2021. Quartararo's Petronas SRT team-mate Franco Morbidelli currently rides what is essentially the 2019 M1, winning two races on it and scoring the most points of any Yamaha rider since the San Marino GP. Quartararo admitted last Sunday the 2020 M1 never felt like it was his bike from his very first laps on it in testing. "Actually, my first laps with the 2020 bike in really dry conditions - like I say the 2020 bike changed a lot from last year - I didn't really feel like the bike was mine," he said. "When the bike is directly good from FP1, we make small changes and everything is perfect. "But when you start and it's difficult, you are lost." Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei November 11, 2020 at 05:04AM
Motorcycle News - Unlikely Candidate – Archie’s H-D Sportster 48
https://ift.tt/2IuqPwo The words Harley Davidson and Cafe Racer aren’t often muttered in the same sentence. Along with the challenges builders face trying to massage a good looking cafe racer out of a hog, many consider the notion of a Harley Davidson cafe racer sacrilege. Regardless of that, every so often we see it done, unfortunately, more often than not it’s done badly. But the past couple of weeks has proven otherwise. Last week, first time builder Scott McKee had us eating our words with his Sportster cafe racer, and today we have Archie Adelan rubbing our noses in it with this equally impressive Sporster 48. California born and bred Archie Adelan has been an automotive tragic since childhood. Growing up amidst a booming 1980s car culture scene, and spurred on by a ‘gearhead’ father, his obsession with all things automotive was preordained. After beginning a career in marketing 20 years ago Archie’s work and hobbies are far from aligned, but without one he couldn’t have the other. So while the day job puts money in the bank his spare time is devoted to his hobbies which, as you’d imagine, include modifying motorcycles. Motorcycles via Return of the Cafe Racers https://ift.tt/2M9riRb November 10, 2020 at 10:25PM
Motorcycle News - 2021 Honda NC750X First Look
https://ift.tt/3nayRtd Dang, it sounds like Honda has given one of my personal favorites a little more of everything that makes it a favorite: More power, more rpm, outstanding fuel efficiency (up to 66 mpg), 13 fewer pounds of weight, a bigger storage compartment, lower seat height, sharper styling, ride modes, a slipper clutch for the 6-speed version – and the automatic Dual Clutch Trans is still an option, which gives the NC really all the best features of a motorcycle and a scooter. Which makes it interesting that Honda categorizes it as an Adventure motorcycle (where the current NC’s price is $8,099 in the US). Never a big seller in the US, Honda says the NC750X has enjoyed consistent popularity throughout Europe since its 2012 introduction (as NC700X). Its “ground-breaking, torque-laden, fuel-sipping twin-cylinder engine, a relaxed, roomy riding position with wide handlebars and comfortable seat, compliant suspension and distinctive adventure styling are all part of its success,” says Honda. Also, the storage compartment (where the fuel tank would normally be), capable of holding a full-face helmet and Honda’s unique Dual Clutch Transmission (DCT), which over half of European customers chose in 2019. For 2014, the NC gained 75cc, going from 670 to 745cc; for 2016 a new more adventurous aesthetic, new instruments, DCT upgrades and LED lighting were added; for 2018 two-level Honda Selectable Torque Control and a more powerful, 47-horsepower version was introduced. Now for 2021, Honda says it’s building on the NC’s core strengths of practicality, do-it-all comfort and handling composure, improving all three. Honda Press Release: Two kW more peak power (2.7 hp) for the NC750X’s EURO5-spec engine, plus an extra 600r pm to the redline are the headline changes, thanks to work on valve timing and intake/exhaust efficiency. Shorter ratios for first, second and third gears smarten response while a slipper clutch reduces lever load and keeps the ride smooth on rapid downshifts. Throttle By Wire (TBW) brings with it adjustable engine character through 3 default rider modes – RAIN, STANDARD and SPORT plus a customizable USER mode. Honda Selectable Torque Control (HSTC) now has a finer level of input over 3 levels, while the Dual Clutch Transmission (DCT) option features Automatic shifting schedules that integrate with the riding modes, as well as USER control. The other attention-grabber is the 6kg (13 lb) weight loss, thanks to a new frame and detail improvements around the engine and bodywork. There’s also a sharper, more minimalist edge to the bodywork, with fresh style for both LED headlight, taillight and rear indicators, while the redesigned storage space grows in volume and usability. Seat height is reduced 30mm, the screen offers more wind protection and a new LCD dash is an attractive addition. The 2021 NC750X will be available in the following colour options: Grand Prix Red,Mat Ballistic Black Metallic, Pearl Glare White, Glint Wave Blue Metallic Engine
The design of the NC750X’s liquid-cooled, SOHC 8-valve parallel twin-cylinder engine ensures punchy performance in the low-to-mid range. Its relatively long-stroke architecture and specially shaped combustion chamber combine with the high-inertial mass crankshaft to produce large amounts of effortless torque from very low rpm. A forward cant brings the centre of gravity down for optimum stability. Through the course of its 2021 update it is now 1.2kg lighter than before. Also for 2021, thanks to a finely balanced delay to valve timing (which also now differs between the two cylinders), plus addition of Throttle By Wire (TBW) and improvements to the exhaust, the engine makes more power and revs harder for longer to the new 7,000rpm redline. Alongside the power hike it holds onto an increased torque output for longer above 5,000rpm. Peak power is raised 3kW to 43.1kW (58 hp) @ 6,750rpm, with maximum torque of 69Nm (51 ft-lb) @ 4,750rpm. Hand in hand with the performance hike are shorter gear ratios over first, second and third gears (for both manual and DCT) improving standing start and roll-on acceleration through each gear. From 30 km/h (19 mph) the NC750X will cover 20m in 1.7s and 50m in 3.2s; at 60km/h (37 mph) the engine is turning at just 2,500rpm. Fourth, fifth and sixth gears are now slightly taller, for maximum fuel efficiency. For A2 licence holders a 35kW version is available, which can be easily converted to the full power version by a Honda dealer at the appropriate time. Equally, it is also possible to restrict the full power version to 35kW at a Honda dealer by replacing the standard throttle body and remapping the ECU. Twin balancers counteract vibration from higher rpm inertia, for an engine that is not only smooth-running, but has a distinctive ‘throb’ thanks to its 270° crank and uneven firing intervals. Bore and stroke is set at 77 x 80mm. Where possible, components are made to do more than one job: the camshaft drives the water pump, while one of the balancer shafts drives the oil pump. By keeping the number of parts to a minimum in this way, the engine is kept light, efficient and reliable. The addition of a slipper clutch for 2021 reduces lever load by 20% and manages rear-wheel lock up under fast down changes of the manual 6-speed gearbox while decelerating. A lightweight pentagon-shaped muffler uses two chambers joined by a hole-punched link pipe, which works with a final resonator chamber to create a deep, distinctive sound and exhaust pulse. The built-in catalyser has a two-layer structure for cleaner emissions. The NC750X engine sips fuel – with a measured consumption of 28.3km/l (66.6 mpg)(WMTC mode) providing a near 400km (249 miles) range from the 14.1-litre (3.7 gallon) underseat fuel tank – and is now EURO5 compliant. Engine Electronics
With TBW now managing engine performance and character there are 3 modes for the rider to choose from for various riding conditions. Mode selection is managed between the left-hand switchgear and the LCD display. SPORT gives more aggressive delivery of engine power and braking, with low HSTC intervention and DCT mode 4. RAIN delivers engine power and braking least aggressively, has high HSTC intervention and Level 1 for the DCT shift pattern. STANDARD delivers a balanced middle point for engine power delivery, engine braking and HSTC intervention, plus mode 2 for the DCT. USER offers custom options of low/medium/high for delivery of engine power and engine braking, low/medium/high/off for HSTC, and four different shift patterns for DCT. Honda Selectable Torque Control (HSTC) is fitted as standard on both the manual and DCT NC750X. It now offers much softer, finer control as it manages rear wheel torque thanks to TBW, over 3 levels as opposed to 2: Level 1 allows the minimum intervention for some rear wheel spin – on gravel or dirt for instance, and its level of control is reduced from the previous design. Level 2 is the default setting and provides confidence-inspiring traction for general riding conditions. Level 3 provides maximum control for slippery roads. HSTC can also be switched OFF.
3.3 Dual Clutch Transmission (DCT)
Having arrived on the market on the VFR1200F in 2010, Honda’s unique-in-motorcycling DCT technology is now in its eleventh year of production. Over 140,000 DCT-equipped motorcycles have been sold in Europe since introduction, and 52% of customers chose the DCT option for the NC750X in 2019. The ‘easy and direct’ DCT technology delivers consistent, seamless gear changes up or down and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1st, 3rd and 5th gears: the other for 2nd, 4th and 6th, with the mainshaft for each clutch located inside the other for compact packaging. Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages. The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is negligible, making the change feel direct as well as smooth. Extra benefits include durability (as the gears cannot be damaged by missing a gear) impossibility of stalling, low stress urban riding, reduced rider fatigue, and extra ‘brain space’ to concentrate more on all other aspects of riding. With the DCT gearbox, the rider may choose Manual mode, using paddle-style triggers on the left handlebar to change gear, or Automatic mode. In Automatic mode for the NC750X, 4 different shifting schedules operate, with 3 defaults: Level 1 is the most relaxed, and is used within RAIN mode; Levels 2 and 4 shift up at higher rpm and are linked with STANDARD and SPORT riding modes. Within the USER riding mode, a fourth DCT shift pattern – between those for STANDARD and SPORT in terms of ‘aggressiveness’ can be chosen. Adaptive Clutch Capability Control is a feature of the NC750X’s DCT and manages the amount of clutch torque transmitted. This adds a natural ‘feathered’ clutch feel when opening or shutting off the throttle for a smoother ride. Styling & Equipment
The NC750X features a sharpened identity thanks to redrawn, smaller upper and lower fairings accentuated by the muscular fuel tank. A new LED headlight and running lights form a strong frontal signature. Improving wind and weather protection, the screen is also new. The side panels and side covers are slimmer and, along with the svelte seat unit, are underlined by the exhaust muffler, further emphasising the mass-forward stance. A redesigned LED taillight mirrors the front beam and is matched with LED indicators. A unique NC feature – the storage area where traditionally the fuel tank sits – increases in volume by 1L to 23L (6.1 gallon) and in the process saves 1kg (2.2 lb); its revised internal shape will now hold an adventure style helmet easily. The lid exterior features rugged external rails – useful for mounting a tank bag. The lid’s interior has four hooks to allow rubber straps to assist in organising luggage and make best use of all of the space. New for 2021 is the option to mount a USB-C socket, tucked away on the upper left. Also new is the full-color LCD dash, which allows management of the riding modes through the selection switch on the left handlebar. The rear indicators now have an Emergency Stop Signal (ESS) function: at a minimum speed of 53km/h (33 mph), with either brake working if negative acceleration of a minimum of 6.0m/s2 is detected, the hazard lights flash to warn other road users a hard stop is in process. At the same speed the threshold is reduced with ABS in play – for wet conditions – to a negative acceleration of a minimum 2.5m/s2. The indicators also auto-cancel; rather than using a simple timer, the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the situation. A ‘wave’ key features the Honda Ignition Security System (HISS). If the ID chip embedded in the key and the ID in the Engine Control Unit (ECU) do not match, the engine will not start.
For an invisible – but major – advance of the NC750X’s chassis Honda’s development engineers started with the tubular steel diamond frame and, through a careful redesign (using varying tube thicknesses and weight) not only saved 1.8kg (4 lb) over the previous model but also freed up more useful space for the storage compartment by relocating the battery and redesigning the airbox. Detail work in all areas of the chassis contributed 1.2kg (2.6 lb) of weight saving. Rake remains 27° with trail of 110mm (4.3 in), wheelbase of 1,525mm (60.0 in)(1,535mm DCT) and front/rear weight distribution of 48/52. Kerb weight is 214kg (472 lb) (224kg/494 lb DCT), 6kg lighter. Seat height is also 30mm lower, at 800mm (31.5 in). The riding position is upright and neutral, with a high viewpoint for enhanced hazard perception. Another advantage of this adventure-style riding position is great low-speed control – combined with the low centre of gravity and generous steering lock, the result is exceptional low-speed handling and balance. A lower seat height has been achieved by a slight reduction in suspension travel. The 41mm telescopic forks now employ 120mm (4.7 in) (from 153.5mm) travel and use Showa Dual Bending Valves, with ratios optimized for both compression and rebound damping. This allows the generation of damping force in precise proportion to piston speed – from the low speed range – improving ride quality and comfort. The rear monoshock features a spring preload adjuster system with 120mm (4.7 in) travel, from 150mm. It operates through Pro-Link that offers an optimized balance of a soft initial stroke, for dealing with low-speed bumps, together with excellent control. Up front the 320mm wavy disc and two-piston brake caliper deliver plenty of easy-to-modulate stopping power, complemented by the rear 240mm wavy disc and single-piston caliper. Lightweight two-channel ABS provides powerful and confident braking even on slippery or wet road surfaces. Cast aluminum front and rear wheels – sizes 17 x 3.50-inch and 17 x 4.50-inch – wear 120/70 ZR17 and 160/60 ZR17 tires. Forged aluminum L-shaped rim valves make checking and adjusting air pressure easier.
Accessories A full range of Honda Genuine Accessories are available for the NC750X and include: USB-C charging point for the internal storage area Resin rear rack 38L / 50L top box with aluminum/color matched insert option Pannier stays Panniers – right 26L/32L, left 33L with aluminum/color matched insert option Tall screen Foot deflectors Side protector bars finished in Metallic Silver Fog lights Heated grips
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Motorcycle News - 2021 Yamaha MT-09 SP First Look
https://ift.tt/3piftfx Yamaha announced a new SP version of the updated 2021 MT-09 revealed two weeks ago, featuring higher-end suspension and cruise control plus a black and blue color scheme. Joining the MT-09 SP are the MT-10 and MT-03 which return for 2021 with new color options. The 2021 Yamaha MT-09 SP comes equipped with 41mm KYB with a diamond-like coating applied to the inner tubes, promising smoother, more responsive action. The fork is fully-adjustable, including low- and high-speed compression damping adjusters. The rear suspension has been upgraded to an Öhlins shock with a remote preload adjuster on top of rebound and compression adjustability. The new 890cc Triple is the same as on the regular MT-09, and the SP gets the same six-axis IMU-powered tech including traction control, slide control, and wheelie control. The MT-09 SP also receives an electronic cruise control system. The system can be used when traveling at speeds of at least 30 mph in fourth gear or above. The cruise control is canceled by applying the brakes or using the clutch or throttle, and can be resumed to return to the previously set speed. The Raven/Liquid Metal color scheme is styled after the 2021 R1’s livery, which along with the yellow-colored rear shock and gold-colored fork does give the SP a more premium look than the regular MT-09. The SP’s look is completed with a double-stiched seat, black anodized handlebars and levers, clear-smoked front and rear brake fluid reservoirs, a black drive sprocket, and an anodized brushed aluminum swingarm. The 2021 Yamaha MT-09 SP is priced at $10,999, a $1,600 increase over the regular MT-09. It will arrive in U.S. showrooms in January 2021. 2021 Yamaha MT-10The MT-10 returns with an MSRP of $12,999 and a choice of Matte Raven Black or Team Yamaha Blue. 2021 Yamaha MT-03The MT-03 is available in Storm Fluo or Matte Black for $4,599.
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Motorcycle News - 2021 Honda CB1000R First Look
https://ift.tt/3eKR5ys Honda has updated the CB1000R for 2021, giving its “Neo Sports Café” flagship a slightly new look, a color TFT display and Euro 5 compliance, as well as a Black Edition variant. As of this writing, the new 2021 Honda CB1000R has only been announced for Europe, but we expect a U.S. announcement to come soon. The updated CB1000R maintains the Neo Sports Café modern-retro aesthetic, with Honda giving it subtle changes that some people may not even notice. The radiator shroud and anodized airbox cover located below the fuel tank’s knee cutouts are new, noticeably smaller than on the previous version and angled forward. The rear aluminum subframe is a slimmer design but it keeps the seat height at the same 32.7 inches as the previous CB1000R. The most notable design change is the headlight which now slants backward with a horseshoe-shaped LED. The rear lighting gains an emergency stop signal (ESS) function that flashes the hazard lights under sudden hard braking, though it’s unclear if that has been approved for use in the U.S. The CB1000R also gets self-cancelling turn signals that is based on measuring the speed difference between the two wheels rather than a simple timer. Rounding out the design changes are the new seven-spoke cast aluminum wheels. The 998cc Inline-Four is relatively unchanged, claiming the same peak performance figures of 143 hp at 10,500 rpm and 76.7 lb-ft. at 8,250 rpm. Honda also modified the inlet valve lift, setting it at 8.3 mm instead of the previous 8.5 mm while the exhaust valve lift remains at 8.1 mm. The PGM-FI settings were updated to help meet Euro 5 standards while smoothing power delivery and response, most noticeably in the 6-8,000 rpm range. The 4-2-1 exhaust system is mostly unchanged, though for Euro 5 compliance, Honda did replace the O2 lambda sensors with linear air flow sensors in the downpipes to improve measurement accuracy. The suspension is unchanged from the previous model, with an adjustable Showa Separate Function Fork Big Piston (SFF-BP) unit up front and a Showa rear shock with adjustable spring preload and rebound damping. Likewise, the brakes are unchanged, with dual radial mount four-piston calipers and 310 mm discs up front and a twin-piston caliper with 256 mm disc at the back. The CB1000R comes standard with a two-channel ABS. Honda replaced the outgoing model’s LCD instruments with a full color 5-inch TFT display. The CB1000R also receives a new Honda Smartphone Voice Control system which connects the bike to smartphones and Bluetooth-compatible headsets. Honda also added a USB socket under the seat for charging phones. For 2021, Honda is producing a Black Edition CB1000R which comes with Deep Graphite Black paint, several blacked-out components, a quickshifter and a machined CB logo. The regular CB1000R gets three color options: Candy Chromosphere Red, Matt Ballistic Black Metallic and Matt Beta Silver Metallic. U.S. availability remains to be announced.
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Motorcycle News - Dutch Treat: A scrambled W650 with a hint of XT500
https://ift.tt/3eJkoBs
Martin is a product designer who hails from the city of Eindhoven, but he grew up in a little village in the north of the country. Petrol has coursed through his veins since a young age: “Our house was on the route to the TT circuit in Assen, so my brother and I watched hundreds of bikes passing by each year,” he says.
Martin is smart, but also a relative latecomer: he parked his interested in motorcycles for ten years, using his spare time to set up and run an incubator and shared space for young Dutch designers.
This desert sled was briefed in by W650 owner Vincent. “He wanted the looks of a vintage desert sled and he wanted to merge his 2001 Kawasaki W650 with his 1980 Yamaha XT500,” says Martin.
He’s done a great job. The XT500 petrol tank slotted on with revised mounting points on the frame, but the position of the petcock became a problem—it was touching the cylinder heads. So Martin came up with the idea of a floating petcock: “My old workplace instructor André Wiersma made a really nice piece out of brass to solve the problem.”
The XT500 tail light mount was slimmed down and reshaped. “We wanted to keep the basic shape, but slim it down a little. I also cut off the license plate holder and fabricated a new one, which is mounted under the fender so it ‘s not interrupting the lines of the fender itself.” A much smaller, Lucas-style rear light also replaced the original giant rear light of the XT500.
Lennard did most of the shaping work, and Martin made the seat pan. “I upgraded my MIG welder so I could weld my first aluminum creation, and the fine upholstery job is done by Klaassen Originals from Eindhoven.”
To keep the desert sled vibe going, Martin changed the stock W650 bars to a wider and higher flat track version, supplied by Rusty Gold in Amsterdam. (“Thanks Zoran for your great suggestion to go for the chrome one, instead of the black one I originally intended!”)
The W650 engine was strong, so Martin gave it a thorough service and left the internals alone. “It’s probably one of the best looking old school engines of the last three decades,” he says. “Together with the tubular steel frame, it provided the perfect old school bone structure for the late sixties desert sled feel we were aiming for.”
Martin’s client Vincent gave the almost finished W650 a test run at the Distinguished Gentleman’s Ride in Amsterdam. Back at the workshop, Martin added the final touches—including a front fender and skid plate, which adds a slightly more modern look.
Martin Schuurmans Design | Instagram | Studio images by Ronald Smits, outdoor images by Lennard Schuurmans Motorcycles via Bike EXIF https://ift.tt/2Mf9b0c November 10, 2020 at 11:29AM
MotoGP News - Dovizioso officially announces MotoGP sabbatical for 2021
https://ift.tt/3lik3Iv Outgoing Ducati rider Andrea Dovizioso has officially announced he will take a sabbatical from MotoGP in 2021, confirming Autosport's reports. The 15-time MotoGP race winner announced in August during the Austrian Grand Prix he would not be renewing his contract with Ducati beyond 2020. At the time, the Italian admitted he didn't have a plan B but wanted to make the decision then to focus fully on the title fight. Autosport reported recently Dovizioso was in discussions with Honda, KTM and Yamaha over a test rider role. It was understood he was nearing a deal with Yamaha to test the M1 in 2020. However, Autosport revealed on Monday Dovizioso will no longer take up a test rider role and will sit out 2021. Dovizioso is set to focus on his passion of motocross racing in 2021 and will remain fully fit in the hope of staging a MotoGP return in 2022. "Over the last few months, I have received several offers to work as a test rider in developing MotoGP projects and I am grateful for the consideration received by the manufacturers," Dovizioso wrote on his Instagram account. "However, I have decided not to make any commitments and to remain free from formal agreements for now. "I have an immense passion for racing. I still have the ambition to compete and fight to win. I will return to MotoGP as soon as I find a project driven by the same passion and ambition that I have and within an organisation that shares my same objectives, values and working methods. "Now I am focused on finishing the world championship in the best possible way, and I have already started developing some projects with my partners." Numerous contracts will be up for renewal in 2022, though a 36-year-old Dovizioso may struggle to find a place despite his prior achievements. Dovizioso was linked to an Aprilia race seat for 2021 - though it is understood he never considered the Italian marque a realistic option. It is understood outgoing LCR rider Crutchlow had a pre-agreement in place with Aprilia - though has been linked to a Yamaha test role - but it is now understood that agreement was one of intent and it expired in mid-October, with Marco Bezzecchi emerging as a leading candidate. It is unclear what Dovizioso's sabbatical will do to Jorge Lorenzo's prospects of remaining with Yamaha in 2021 in a test rider role, with the triple world champion also admitting recently Aprilia was an option. Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei November 10, 2020 at 11:26AM
MotoGP News - Bezzecchi favourite to replace Iannone at Aprilia MotoGP team in 2021
https://ift.tt/36nvpVh Moto2 race winner and Valentino Rossi protege Marco Bezzecchi has emerged as a leading candidate to replace Andrea Iannone at Aprilia for the 2021 MotoGP season. The Court of Arbitration for Sport ruled on Tuesday it had rejected Iannone's appeal to have an 18-month doping ban overturned, having not submitted sufficient evidence to back up his defence of accidental ingestion of a banned steroid through contaminated meat at the Malaysian Grand Prix last year. CAS ruled in favour of the World Anti-Doping Agency, with Iannone's ban extended to the maximum four years. Iannone issued a statement earlier on Tuesday criticising the ruling and saying it "ripped my heart apart from my greatest love". Aprilia has stuck by Iannone through proceedings and has always publicly stated its desire to retain him for 2021 if it could. However, with Iannone now unable to race until at least 2024, Aprilia needs to find a replacement to join Aleix Espargaro next year. Autosport understands Bezzecchi has gained keen interest from Aprilia and has emerged as a favourite to take the seat. Bezzecchi is in his second year in Moto2 currently with the VR46 team and is just 29 points off championship leader Enea Bastianini following his second win of the season last weekend in the European GP. Aprilia will need to strike an agreement with the VR46 team if it is to secure Bezzecchi, as the 22-year-old has already committed to remain in Moto2 for 2021. Should Aprilia prove successful, Bezzecchi will join current VR46 team-mate and Rossi's half-brother Luca Marini, who has signed for Avintia, on the MotoGP grid in 2021. It has long been thought that outgoing LCR Honda rider Cal Crutchlow was favourite for the second Aprilia seat, having signed a pre-agreement with the marque. However, it is now understood the agreement was one of intent and it expired in mid-October when Iannone's hearing with CAS took place. It is thought Yamaha has since offered him the test rider role Andrea Dovizioso has now passed over in favour of a sabbatical in 2021, with the deal rumoured to have been signed last weekend. The third option for Aprilia could be outgoing Avintia rider Tito Rabat, who would bring substantial backing with him to the outfit. Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei November 10, 2020 at 09:54AM
MotoGP News - Iannone: Ban has "ripped my heart apart", with MotoGP career on the brink
https://ift.tt/3kfoMZZ Andrea Iannone says the four-year doping ban handed to him on Tuesday has "ripped my heart apart from my greatest love", as it leaves his MotoGP career in tatters. On Tuesday, the Court of Arbitration for Sport ruled Iannone had not presented enough substantial evidence to prove he ingested a banned steroid accidentally through contaminated meat during last year's Malaysian Grand Prix. Losing his appeal to have his 18-month ban overturned, CAS ruled in the World Anti-Doping Agency's favour to have his suspension extended to the full four years. Iannone called the ruling the "worst injustice" he has ever faced and slammed it for having "no logical sense". In a post on Instagram, Iannone wrote: "Today I've received the worst injustice I could ever have imagined. "They ripped my heart apart from my greatest love. No logical sense [is] on these allegations accompanied by incorrect facts. "For this there will be an appropriate place and time, because I certainly do not give up. "I knew I was facing strong powers, but I was hoping for intellectual honestly and affirmation of justice. "Right now I am suffering at the highest level I could imagine. Whoever has tried to destroy my life will soon understand how much strength I have in my heart. "The power of innocence and, above all, a clear conscience. A sentence can modify the events, but not the man." Aprilia has since issued its own statement, accepting the judgement but refusing to agree with it, and has expressed no regrets in sticking by Iannone throughout proceedings. "Judgements must be observed and accepted, even if many elements of this decision arouse perplexities, even from a purely scientific point of view," Aprilia CEO Massimo Rivola said. Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei November 10, 2020 at 09:32AM
MotoGP News - Crutchlow: Valencia crash payback for "bad qualifying"
https://ift.tt/38sihki LCR Honda's Cal Crutchlow said his crash out of the MotoGP European Grand Prix "serves me right for a bad qualifying". Crutchlow was resigned to Q1 after he had his best lap deleted for setting it under yellow flags in the drying FP2, and was unable to make an improvement on the combined standings in FP3 due to the wet weather. Only able to qualify 15th, Crutchlow dropped to 16th on the opening lap and got stuck behind the Ducati of Danilo Petrucci. Crutchlow tried to line up Petrucci for a pass into the Turn 8 left-hander on the sixth lap but locked the front wheel under braking and slid into retirement. "Ran out of talent," Crutchlow joked when asked to explain his crash. "It serves me right for a bad qualifying, it's as simple as that because as we know in these races if you start with them and get away with them you can normally you can manage your position quite well, especially at a track like that's really difficult to pass. "With our Honda, we don't need to do our own lines but it's a lot better for us if we can ride in our own way and in our own lines. "And I was stuck behind Danilo, who was riding defensive but also trying to pass himself. "But he was never committed to the pass, so he was taking up half the track. "So, you could never get a run-in into the next corner because he'd blow the entry and the middle of the corner and fire it out on the exit." He added: "Maybe with a little bit of frustration, because I could see the race going ahead of me, I tried to line up really close to him in Turn 8 because he made a mistake at Turn 8 the lap before and I nearly got underneath him. "Essentially, I got too close to him and then without deceleration effect in the braking zone... I actually braked earlier than the lap before, but I was a lot closer because I had no deceleration. "I didn't do particularly too much wrong, but the bike was out of shape on the rear going into Turn 8 and then I just locked the front because I was going in too fast. "My own fault, my mistake." Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei November 10, 2020 at 08:14AM |
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