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PAST EVENTS (Click on photos to go to event photos page):

04/09/17 MotoGP Viewing Ride to Doffo

04/09/17 MotoGP Viewing Ride to Doffo



04/05/17 Pizza 900deg Bike Night w/Raffle Prizes


2/01/17 Pizza 900deg Bike Night

12/7/16 Pizza 900deg Bike Night




Having missed the Jerez test, the MV Agusta squad had plenty of work to do in Portimão. Their sole rider, Leon Camier, had a tremendous 2016 campaign, but in the face of regulation changes, he faces the daunting task of trying to make the F4 into competitive package once again.

The Englishman had seven Top 5 finishes last year, and 15 Top 10s, and helped to change the perception of the Italian squad. Previously, MV Agusta had been consistent under-performers and tail-enders in WorldSBK, but their form last year gave plenty of hope of revived fortunes.

The ban of split throttle bodies, which allowed the cylinders to be opened independently when accelerating, hit the team hard in their initial tests and it appears that over the last two months little progress has been made on the issue.

“We have to be realistic with our goals for this year because the change from split throttle bodies has caused us some problems,” admitted Camier. “I think that it will continue to cause us problems and even though we might be able to mask it with electronics it’s not right with this bike.

“The rules are pretty fixed, so there’s only a few things we can do, and we’ll probably have to just focus on electronics to help us. Electronics are the biggest thing that we’ll work on because we’re using the standard throttle bodies now and not the split. That’s better today but it’s still not great.”

“We need to improve not just power, but also power delivery. Last year despite the lack of power, we had something that I could still ride well because I felt good on the bike, but the change of the throttle bodies has meant that right now I can’t feel that. It’s definitely the area we need to work on most.”

Camier set the fifth fastest time by the end of the Portimão test, half a second back from the leading Ducati.

While Chaz Davies was comfortably the fastest runner, Camier took heart that he was within three-tenths of Eugene Laverty’s Aprilia. The 30-year-old also takes heart in the fact that the team has planned a raft of upgrades to the bike.

“We’re not far off the others which is pretty good considering it’s our first day back on the bike,” Camier said on the first day of testing. “It’s difficult to say if we’ve made much progress yet, but hopefully for Australia we’ll have a new engine.”

“At the minute, we’re still on last year’s spec of engine, but we’ve a different tank to try to make the weight lower while keeping the same balance. We’ll try a different riding position too.”

“There’s a lot of things to come because we need more engine braking, but that will be helped with the new exhaust that we’re waiting for.”

“I’m hoping that we’ll have everything for Australia because it’s something that I’ve been looking for, for a long time. We’ve a new swingarm coming, but I’m not sure how that will change things. The 2017 bike will be a little more refined all around.”


Source: MV Agusta Faces Rule Changes Challenges in WorldSBK – Asphalt & Rubber



It will perhaps race in 2019: it will be sold in the Premium segment but “at a reasonable price”

Of the first two presentations of the seasons, that put on by Ducati provided us with the most information, though we didn’t like the ‘damnatio memoriae’  that Andrea Iannone was subjected to, totally missing (along with his Austrian GP victory) from the video.

Speaking with Gigi Dall’Igna, we noted how the Borgo Panigale manufacturer has still not digested the wing ‘ban’, citing dangerousness as an excuse: “the MotoGP is definitely less safe without spoilers”, stated the designer of the Desmosedici, while Claudio Domenicali didn’t hold back either.

Having informed us that the engine of the GP17 has been significantly redesigned, and now boasts better performance “thanks to a different overall approach, though it is still a 90° V”, Domenicali lingered on what makes Ducati what it is.

“A business with an Italian heart and a German mind, which invests in young people, offering them work opportunities rather than pushing them to move overseas. It’s true, Audi is on our backs, wanting results, but that’s extra motivation. When you write that 40% of young people are unemployed, consider that fact that, thanks to Ducati, some great engineers can remain in Italy, rather than going abroad. There is excellence in Bologna too, in Emilia Romagna, an Italian region”.

The manager also spoke about support, taken to mean passion.

“Ducati is not anti-Rossi. It’s right that there’s support for one or the other. Support is great. There are all types of supporters, of fans. The important thing is that this doesn’t deteriorate into faux pas, into booing and spitting. We are not against Valentino, we are ducatisti, and it’s normal that Italians support Italian riders, but we are that too. Sure, if we were to win the title with Lorenzo it would be embarrassing”, he concluded, alluding to the ‘valentino years’.

In his role of Conductor, Domenicali also revealed that the next Superbike will have a V-4 engine, and not the classic twin.

“The development we’ve carried out with the MotoGP has been exceptional – he explained with pride – we have a very reliable engine, compact and equipped with interesting technology. We are seriously considering producing a version for the customers, because it is start of the art motorcycling technology”.

Domenicali then clarified that this bike, due to the fact that it would be destined to take part in the production-derived racing series, won’t be a new Desmosedici road bike, like the limited edition model that was produced, with costs that meant it was out of most fans’ reach, and that “it would instead be sold in the Premium segment, but at a reasonable price”. So just like the Panigale R ridden today by the Davies-Melandri pairing.

Lips are still sealed with regard to the V-4 project. What is certain is that the Panigale will compete as far as 2018. Then, that year, the four-cylinder should appear and would probably be seen on track in national series or, perhaps, in the Superstock, to solve the inevitable teething problems. It would then debut in Superbike in 2019, or beyond.

We’ll have to see whether, in the meantime, Ducati gets involved in the Moto3 project, something that was hinted at last year (see the VIDEO with the statement) by Dall’Igna and then blocked to allow the Veneto engineer to focus fully on the MotoGP.

There are many irons in the fire in Borgo Panigale. A world title would certainly help too.

Source: Domenicali: a Ducati V-4 coming to Superbike |



Download 2017’s first issue of Redline, the magazine dedicated to Ducatistas around the world!The celebrations for our 90th Anniversary have come to an end, but the surprises continue!With an extraordinary gallery of images, this month Redline Magazine reveals the new developments for 2017 presented during the International Motorcycle Exhibition in Milan: the 1299 Superleggera, the Quintessence of Ducati, the Monster 797, Monster 1200 and the Multistrada 950.The Ducati Riding Experience is back with its three cores: DRE Racetrack, DRE Enduro and the big new development for this year DRE Safety, dedicated to those who want to improve their road riding techniques.In this issue ample space is dedicated to the Borgo Panigale Experience: a visit to the Museum and Factory, the exciting Stands, the world of the Desmo Owners Club and the Dream Tour dream weekend.Not to mention the new line of apparel and accessories, news from the Scrambler Land of Joy and the final story from our Globetrotters.But that’s not all. Download your copy now and discover all the colours of passion.

Source: Ducati

RPM ACT REINTRODUCED IN CONGRESS – American Motorcyclist Association


RPM Act Bill would protect U.S. motorsports

U.S. Rep. Patrick McHenry (R-NC) and his colleagues reintroduced H.R. 350, the Recognizing the Protection of Motorsports Act of 2017 (RPM Act), a bipartisan bill that would protect the right to modify street vehicles into dedicated racecars and the industry’s right to sell the parts that enable racers to compete.

The AMA joins SEMA and other organizations in supporting this important legislation.

The RPM Act, cosponsored by 44 members of the U.S. House, would ensure that converting motor vehicles, including motorcycles, for use exclusively in competition does not violate the federal Clean Air Act.

For nearly 50 years, the practice was unquestioned until the EPA published proposed regulations in 2015 that deemed such conversions illegal and subject to severe penalties. While the EPA withdrew the problematic language from the final rule making last year, the agency still maintains the practice is unlawful.

When the RPM Act was first introduced in 2016, racing enthusiasts and Americans working in the motorsports parts industry flooded Congress with nearly 200,000 letters in support of the bill.

Motorsports competition involves tens of thousands of participants and vehicle owners each year, both amateur and professional, according to SEMA. Retail sales of racing products make up a $1.4 billion market annually.  There are an estimated 1,300 racetracks operating across the country, including oval, road, track and off-road racetracks, the majority of which feature converted race vehicles that the EPA now considers to be illegal.

Source: RPM Act reintroduced in Congress – American Motorcyclist Association



President’s designations raise concerns about motorized access to public lands

PICKERINGTON, Ohio  – The designation of two new national monuments by President Barack Obama this week could jeopardize access for responsible motorized recreation on more than 1.6 million acres of public land in Utah and Nevada.

Using the Antiquities Act of 1906, the president designated 1.35 million acres in southeast Utah as the Bears Ears National Monument and nearly 300,000 acres in Clark County, Nev., just northeast of Las Vegas, as the Gold Butte National Monument.

“We are concerned about continued access to these public lands for responsible motorized recreation,” said Wayne Allard, AMA vice president for government relations. “With the national monument designation comes a review of management plans that could curtail or eliminate some off-road riding areas.”

The Antiquities Act authorizes the president to issue proclamations to protect “historic landmarks, historic and prehistoric structures, and other objects of historic or scientific interest,” while limiting those designations to “the smallest area compatible with proper care and management of the objects to be protected.”

“These new designations cover far larger areas than needed to ensure that historic landmarks are preserved,” Allard said. “None of the Utah congressional delegation wanted this, and many Nevadans were opposed to it, too.

“The designation of national monuments, whether by the president or by Congress, should include careful consideration of the wishes of local stakeholders, including nearby communities, elected officials and those who use the land,” Allard continued.

Utah’s attorney general has threatened a lawsuit to reverse the Bears Ears designation, and the Utah congressional delegation vowed to pursue legislation to undo it.

A study by UtahPolicy cited by U.S. Sen. Mike Lee (R-Utah) found that 60 percent of Utah residents opposed designating the Bears Ears area as a national monument, while 33 percent supported the proposal.

Nevada’s congressional delegation was divided along party lines, with Democrats praising the designations and Republicans condemning them.

Christy Goldfuss, managing director of the White House Council on Environmental Quality, said the Antiquities Act does not give a president authority to undo a designation, a position the courts have upheld. She acknowledged that Congress could take action, though.

“The AMA supports the congressional delegations that work with local stakeholders and Native American tribes on these issues,” Allard said. “Presidents should not bypass Congress on issues of public access to U.S. lands, and the opinions of all stakeholders–gathered through town meetings and formal comments–should factor heavily into the final decision.”

Source: American Motorcyclist Association objects to scope of two new national monuments – American Motorcyclist Association



Nicky reveals: “I am still not at full fitness and I still won’t be ten days from now. I hope to recover by Australia”

His 2016 season ended ahead of schedule because a crash in training forced him to skip the final tests of the season in Jerez. For Nicky Hayden the worst is now behind him. The surgery on the collateral ligament of his right knee, conducted by Doctor David Chao, went perfectly and now the Honda rider is on track for recovery.

The days go by quickly and the Jerez tests are just around the corner for the American on 24 and 25 January, the first of the new season. In a recent interview granted to the SBK channel, the American explained what happened in the month of November, saying that he has never had an injury this serious before.

However, he prefers to look forward, because he cannot wait to get on the new Honda. When? Hayden has no doubts: “The plan is to use the 2017 bike already in Jerez, but I’d rather not say too much about it.” You may recall that last year there was already an initial contact, but with the street Honda.

He is certainly still not at full fitness, but Nicky warns: “Unfortunately I am still not at 100% and I won’t be even ten days from now. In any case, I hope to recover by the first race in Australia since it is still a month and a half away.” The competition has therefore been warned.

Translated by Jonathan Blosser

Source: Hayden: In Jerez you will see the new Honda |



“I hope Damian can follow in the footsteps of American greats such as Kenny Roberts and Kevin Schwantz”

After first meeting at the Austin MotoGP last April, Arch Motorcycle founders Keanu Reeves and Gard Hollinger have offered support to assist the 12 years old Damian Jigalov and his family as they prepare to tackle the Italian CIV Championship with team RMU.

Keanu and Gard are both are heavily embedded in the motorcycling community and have attended several MotoGP and WSBK races in the past couple of years and were immediately drawn to the youngster, hoping he can follow in the footsteps of American greats such as Kenny Roberts, Kevin Schwantz and more recently Nicky Hayden and Ben Spies.

Damian joined the Arch Motorcycle family at a track day at Laguna Seca at the end of last year and impressed all in attendance. Damian will carry an Arch Motorcycles logo on his Dainese leathers for the 2017 season.

This first round of the CIV Pre Moto3 Championship will take place in Imola on 22 and 23 April.

“Damian and his family were introduced to us in Austin last year and told us about their plans and both Keanu and I wanted to help – said Gard Hollinger – They’re a great family and Damian is surrounded by the right team to help him grow. All of us here at Arch are excited to be a part of this family and welcome him into ours! We hope to help him continue to grow and eventually reach the World Championships and fingers crossed we’ll have an American Champion in MotoGP in a few years! Good luck Damian!”

 “I’m so grateful to Keanu, Gard and all the people at Arch – replied Damian Jigalov – They’ve welcomed me into their family and I was lucky enough to ride some pretty special bikes with them at Laguna Seca at the end of 2016. I hope they can make it to a few of my races this year, I will keep working hard and hope to come back with a Championship!”

Source: Keanu Reeves and Arch Motorcycles become sponsor of Jigalov |



To call the last couple of years for MV Agusta turbulent would probably be understating the situation.

The company has struggled for financial stability ever since its re-acquisition by the Castiglioni family, and that struggle has recently come to a zenith with the firms debt restructuring and investment by the Anglo-Russian investment group Black Ocean.

With that comes some harsh realities, namely that MV Agusta will not be producing a new superbike any time soon, as the cost of the project exceeds the Italian manufacturer’s capabilities – so said MV Agusta CEO Giovanni Castiglioni while talking to Alan Cathcart for Australian Motorcycle News.

Instead, the company will focus on a new four-cylinder Brutale model, which will get a displacement increase to 1,200cc. We expected to see this machine at the 2016 EICMA show in Milan, but alas we will have to wait a bit longer for its debut…for obvious reasons.

Castiglioni is rumored to have sold somewhere between 30% and 40% of MV Agusta to the Black Ocean investment group, though no dollar amount has been associated to that transaction. Similarly, there has been no word regarding Mercedes-AMG’s ownership position in the Italian marque.

One would presume from the lack of news on this front that AMG’s interest’s remain in MV Agusta, and presumably that Giovanni Castiglioni no longer has an outright majority in the company’s ownership structure, both of which would be interesting developments in MV Agusta’s ongoing saga.

MV Agusta has also quietly rolled back its volume expectations for motorcycle production, with Cathcart reporting that MV Agusta plans now to sell 5,000 units annually, down from the 9,000 figure we have previously heard from Castiglioni.

That figure is more in line with the number of staff that we are seeing let go from MV Agusta, with the workforce going from roughly 300 people down to a number below 200. AMCN reports too that the R&D department has shrunk from 70 people to 40.

With much still to come from MV Agusta’s debt restructuring, new model development, and 2017 racing plans, we see no shortage of news coming from Italy about this historic brand. Stay tuned.


Source: No Money for New MV Agusta Superbike, Says Castiglioni



Why are more and more F1 fans watching MotoGP? And is this a good thing or a bad thing?

You know the world is changing when the world’s most eminent Formula 1 journalist argues in the world’s most eminent motor racing magazine that F1 needs to learn something from MotoGP.

In the current edition of this website’s print magazine, Nigel Roebuck starts out by comparing the dwindling number of F1 spectators at Sepang with the Malaysian circuit’s sell-out MotoGP crowd. He goes on to examine the possible causes for waning interest in F1.

If each sport’s TV viewing figures are to be believed (ha!), F1 has lost about a third of its viewers over the past decade, down to about 400 million; while MotoGP claims it has an audience of 300 million households, which very roughly equals 1.2 billion people. Those numbers don’t seem to add up – surely more people still watch F1 – but they do underline the general feeling that F1 is waning while MotoGP is waxing.

Roebuck – who has covered F1 since 1971 and is a keen follower of MotoGP – has plenty to say about F1’s problems, including the damage done by incessant rule changes.

“Motorcycle racing remains essentially unchanged as a spectacle,” he says. “While Formula 1 has progressively slipped into a malaise from which it’s proving difficult to escape.”

But the main thrust of his story concerns F1’s relentless drive towards exorcising each and every danger from its midst. “The gladiatorial aspect of F1, traditionally essential to its fans, is long gone,” he adds.

He discusses the state of play with various greats from today and yesterday, including three-time F1 champion Niki Lauda, who still bears the scars of the fiery accident that nearly claimed his life in 1976. “First, the cars are too easy to drive now,” asserts Lauda. “In MotoGP they are fighting all the time not to crash, and this is what we have to get back in F1, because then you will see the difference between drivers again – and that’s absolutely vital.”

Roebuck suggests that many modern circuits – take a bow, Hermann Tilke – are designed “to put fans to sleep”. He is especially critical of asphalt run-off. He’s has had enough of it, as have many people in F1, including some drivers, which is good news for MotoGP riders, although rather too late for Luis Salom.

Empty grandstands at Sepang for the 2016 Malaysian Grand Prix

Roebuck correctly observes that the lines marking circuit limits have become nothing more than guidelines, with drivers treating the asphalt runoff as a handy extra section of racetrack. True, they may get sanctioned for going too far, but this involves penalties during a race or, even worse, afterwards, which isn’t the kind of thing that gets fans excited.

The answer? The return of gravel traps, which make life much more difficult for reckless and/or greedy drivers. On this subject he quotes Red Bull F1 star Daniel Ricciardo. “I’m a fan of gravel traps because they punish you,” says Ricciardo. “If you don’t get stuck, you have stones in the tyres and in the side-pods, so there’s no way you get an advantage.”

Asphalt runoff does have its uses – in the right place it can reduce the kind of purling crash that causes many injuries in bike racing – but it’s become too prevalent. Gravel traps slow fallen riders and bikes more effectively, which is vital when a corner isn’t surrounded by acres of runoff.

Asphalt runoff has been around for almost a decade and many MotoGP rides hated it from the outset, especially 2007 and 2011 champion Casey Stoner.

“It pushes people to be more on the ragged edge,” Stoner told me back in 2009. “Riders have got so much confidence that they’re not scared. All they see on the other side of the kerb is more kerb, so there’s no fear.”

You hear Stoner’s argument – that too much safety can cause more danger because it encourages more risk-taking – more often these days, even though the Aussie admitted the fear factor was always an attraction.

“Fear is part of what gives you the adrenalin rush, it’s part of why we love to do what we do, because it gets your heart racing, it gets your blood pumping,” he said. “It’s that slight bit of fear that keeps you interested.”

This brings us back to Lauda’s comment about MotoGP riders “fighting all the time not to crash”. Bike racers live on the razor’s edge, which is where they belong. They are gladiators battling the fear and each other, which is presumably why more F1 fans watch MotoGP now.

Perhaps MotoGP’s relative simplicity is also an attraction. While F1 keeps tinkering with its rules and World Superbike and British Superbike have their own regulatory contrivances, MotoGP stays old-school: the quickest rider over one lap starts from pole, the quickest rider over 25 laps wins the race and the rider with the most points at the end of the season wins the championship.

Racing should be exciting enough on its own. If it isn’t, then fix that problem, don’t just paper over the cracks with a few wacky rules.

I have only one concern: that MotoGP might get too popular. Just because motorcycling’s premier class keeps growing and becomes more mainstream doesn’t mean it will get any better. In fact I’ve always found the opposite: bigger TV figures mean more bullsh*t, more media hype and more people in the paddock who know or care nothing about bike racing but know how to sniff out a moneymaking opportunity.

And with these people come private jets full of (mostly) irrelevant celebs who totter about on the grid, desperately trying to bask in the reflected glory of the riders.

The one Dorna document I refuse to even look at during each MotoGP weekend is its list of celebrity visitors, usually published on Sunday mornings, presumably with the hope of turning us all into a froth. I really don’t care if Kanye West or Bono or Richard Branson show up to compare trophy wives and trophy watches, while marvelling at the exciting motorbikes whizzing past. Motorcycle racing was never meant to be about VIPs. To me, one of its biggest attractions has always been its classlessness.

Source: MotoGP: bigger than Formula 1? | Motor Sport Magazine



The highly popular Californian is convinced: “success depends on the stars. The fans love conflict. The new rules? Dangerous for the winner.”

He arrived at the icy Bologna Motor Show in December 1999 directly from Los Angeles, finding a temperature change of about 30°C (lower), beginning the most important chapter of his career: Benjamin Bostrom, 25 year-old Californian, Ducati’s was the new choice to ride alongside His Majesty, Carl Fogarty on the factory Infostrada team, with his calling card: giving riding lessons in the Super Motard race to the participants, The King, Alex Barros, Loris Capirossi, Ruben Xaus and others selected from SBK and Grand Prix Motorcycle Racing.

Always in form and smiling, honest with people and friendly to all, Ben was the typical “Made in the USA” boy next door who had grown up having fun on his BMX, skateboards and all the other toys that come from his part of the world, before falling in love with dirt track riding: “I made the tyres slide because the stable bike with a lot of grip didn’t give me good sensations. For me it was fun to ride the bike sideways and make the tyres slide.”

Ben had already showed off this style of his to the world championship public in the race he rode with Honda as a wild card at Laguna Seca in 1998, finishing on the podium. 1999 got off to a hard start for Ben who momentarily lost his proverbial smile: “It was my first time out with the AMA Ducati in February. I had done twenty laps with the Dunlops. That is their available life at Daytona. The team recommended making some changes to the bike and changing tyres, but I wanted to see how far we could push. My goal was another lap or two. I didn’t even manage to finish one lap because the rear tyre exploded and I was thrown into the air by an extremely violent high side, at about 270 kph on the banking. Seeing the blue sky, I thought that this was not exactly the ideal place for an accident. I touched the wall, because my helmet was damaged… Mat Mladin and my brother, Eric stopped on the track near me and, looking at them without the visor on my helmet, I thought that I wasn’t dead. I woke up in the hospital with a destroyed hand and burns everywhere. This accident happened to Barry Sheene, Ben Spies and me; I would not wish it on anyone.”

Making a great comeback, in ’99, Ben won as a wild card at Laguna Seca SBK with the USA Ducati. In 2000, he was initially signed on the factory team and he finished the season on Caracchi’s team, bringing home some important podium trophies.

The best year was yet to come for Bostrom, by that time nicknamed “BB” with his unmistakeable number 155: “2001 was excellent because I had a factory Ducati and my beloved Dunlops at the same level as the Michelins. There were a lot of us battling for the win and that’s the way it stayed until the end of the season.  I felt like I was playing with friends that I could go out and have a beer with on Sunday. Before and after the races, Edwards and I would have a pizza, drink beer and party in our motorhomes. I got along with everyone, even with the fastest and fiercest.”

Who do you think your toughest rival was?

“(He laughs)… Noriyuki Haga! You could hear the noise of his engine behind you. He always tried to pass where nobody would have imagined. He was completely nuts. Another one was Troy Bayliss who tried to get by you at any time and he couldn’t care less. That was his personality on the track. He would sniff out your scent, like a dog looking for a bone. But off the track he was a gentleman, like Frankie Chili and Giò Bussei.”

You haven’t raced for several years. Are you still active in sports and do you watch the races?

“Now I bust my ass on bicycles and, believe me, it is harder than bikes. I am a professional dad and in my free time I follow the races, especially Hayden, because going back to SBK from MotoGP is not easy. He and Jacobsen are the only significant Americans outside the USA: the AMA has been in trouble, but now, with MotoAmerica the way Wayne Rainey is running it, things are improving but it will take time to reap true results and export new, young riders.”

What would you suggest to increase the show in SBK races?

Riders need to be on the front page of general interest periodicals so the public will recognize the protagonists: Valentino Rossi is an all-around celebrity and not just a motorcycle rider. I also had my share of popularity because I appeared in various show business and music periodicals. The success of a championship depends on where the superstars are. Fans go where there is conflict. In MotoGP, Rossi and Marquez do not get along and that draws crowds. However, in order to stay out of trouble, a celebrity needs to always be him or herself, in any situation. Anybody who lies or plays a part will be exposed sooner or later and that is a real shame.”

The latest incidents of presumed hatred and conflict that were created ad hoc to increase tension and the battle between the riders disgusted Ben: “In my long career, I never had enemies and I never hated any rider. When I take of my helmet I have to congratulate my rivals. Thanks to them, you pushed beyond your limits.”

The SBK starting grid will be shaken up for Race 2. What do you think of that?

Well, all that will be nice for the crowds at the track and TV spectators. Nevertheless, I think that it will be dangerous for the winner because, since he is theoretically the fastest, he will have to take risks to get to the front. Changes should be introduced progressively, without distorting the original format.”



“We will try to find a compromise. If the GP17 had worked the same without spoilers the competition would not have copied us”

One of the many reasons that the 2017 world championship is so eagerly awaited is obviously the new clash between Valentino Rossi and new Ducati rider, Jorge Lorenzo. The two will have to deal with the umpteenth rule change that prohibits any aerodynamic appendages.

“And to think that Ducati designed them specifically to improve safety –Davide Tardozzi explained to Corriere dello Sport – the spoilers made the bike more stable on the straights and in braking, and they decreased wheelies during acceleration. The fact that everyone copied us proves our point. Even those riders who said that the winglets were of no use now realize how much less stable the bike is in braking. We want to emphasize that this has decreased safety, not increased it.”

However, those who expect to see revolutionary fairings will be disappointed.

“We will be in Sepang from 25 January to do comparative tests between the old and new fairings with Michele Pirro and Casey Stoner, but externally you will not see any great differences.”

They say that MotoGP, as we already saw in F1, will reveal the new aerodynamics only at the first Grand Prix.

“At Valencia a fairing was approved. In 2017 only two can be developed, one of which must be approved before the Qatar GP. During the year, either one can be used indifferently, or the 2016 fairing without winglets can be used. Unfortunately, the rule is not very specific on what can and cannot be done, to the extent that Dorna’s Technical Director, Danny Aldridge will have the final, unquestionable say. After a visual inspection, he will say whether it is okay or cannot be done.”

Aerodynamically speaking, this is a huge step backwards. Bear in mind that, not only did MV Agusta test spoilers on their fairings in the days of Read e Ago, but Suzuki also used them with Barry Sheene from 1976.

The question is: how will the load lost by the prohibition of winglets be recovered?

“With balancing tests. We will need to find the same traction too. We will try to find a compromise, because if the bike were to accelerate without winglets the same way it does with them, they would have been useless.”

The championship will begin on three tracks that favour Ducati: Losail, Austin and Rio Hondo.

“This means that it will also be more difficult to win on those tracks because our rivals will not be caught unprepared – Tardozzi continues – The true test bench for us, on the other hand, will be the fourth round at Jerez, because that is a track where we have always struggled a lot.”

In order to speed up development, as we all know, a third GP17 will be entrusted to team Pramac-Ducati in the able hands of Danilo Petrucci,

“If necessary – Tardozzi confirmed for Corsport – if an evolution is available for only one bike, Dall’Igna could decide to have Petrucci test it first.”

The stated goal is the world title.

“When a manufacturer signs a three-time world champion, you cannot hide behind a finger – Tardozzi admits – The goal is the world title by 2018.”

The main rivals will be Yamaha, Honda, and even Suzuki.

“They have world champion riders on their teams who have already shown what they are capable of. Suzuki, on the other hand, has Iannone, a rider for whom we have great respect.”

Source: MotoGP, Tardozzi: Ducati will fly even without wings |



And now, for something completely different. Here’s an interesting video that the folks at Pramac Ducati put together during the off-season test at Jerez (and thus outside of Dorna’s choke-hold on video usage).

In it, we see a compilation of several video spots from laps that Scott Redding and Danilo Petrucci turned at the Spanish track, which when put together give great insight into how the MotoGP riders tackle a race course.

For those of you who say “I never use the rear brake,” Mr. Redding’s right foot has a tutorial for you. Meanwhile, Petrucci’s left-foot shows how GP riders are shifting (note the reverse shift pattern) well ahead of the fast corners, letting the slipper clutch and engine management systems do the hard work.

If you are astute, you can probably pick up a couple new tricks…though we doubt you’ll watch the video only once.

Link to Video

Source: Much To Learn from This Pramac Ducati Video There Is



A few months ago, we told you that Kawasaki was working on an artificial intelligence system for motorcycles, and while the term “artificial intelligence” is thrown around too liberally, the proposal from Team Green was an interesting one for the Japanese manufacturer.

Details were light at the time, but now Kawasaki has released a demo video showing how it sees its “A.I.” system working with motorcyclists.

The demo isn’t too compelling, with many of the features being just an implementation of vehicle-to-vehcile systems with a voice-command veneer tacked on top of it,  but it does show that Kawasaki is feigning interest into what the future will hold for motorcyclists.

The question will be though, when true artificial intelligence hits the mainstream, will our robot overlords be more like JARVIS or HAL 9000?


Source: A Glimpse into Kawasaki’s Artificial Intelligence for Motorcycles



“It would be restrictive to force a rider to not take one of the twelve factory contracts available”

MotoGP is enjoying a golden era of factory participation, with official manufacturer entries doubling from three to six in the space of just two seasons.

The return of Suzuki and Aprilia alongside Honda, Yamaha and Ducati, plus the new KTM project is a resounding vote of confidence for the sport as a whole.

Yamaha Racing managing director Lin Jarvis believes fans and riders are the main beneficiaries, but warned it could also make life more difficult for satellite teams.

“Having more manufacturers is a really positive thing. I think the riders and the fans will be the big beneficiaries,” Jarvis said. “The fans because there will be a better show, more brands to follow and in general I think it pumps up the price of riders.

“In the past if you wanted to get a factory ride there were only six spots available. Now there are twelve. It probably won’t affect the price of the top riders so much, but I think it will make it very hard for the satellite teams to capture and keep young talent because factories generally have more money than satellite teams.”I think that is going to be the biggest, most critical thing. But I think the top talent will still gravitate to the most-winning teams and there will be two or three of those. That won’t change.”

From 2010 until the end of 2012 a ‘rookie rule’ existed, which prevented a premier-class newcomer from spending their first season at a factory team. The aim was to help the satellite teams by giving them at least one season with the hottest rising stars.

Ultimately Yamaha was the only manufacturer affected by the rule, World Superbike champion Ben Spies spending a season at Tech 3 before joining the factory Yamaha squad. Suzuki gained an exemption for Alvaro Bautista since they didn’t have a satellite entry.

But the rookie rule had unforeseen consequences and, to the suspicion of many, was dropped just in time for Marc Marquez to join the premier-class with Repsol Honda in 2013.

The argument for removing the rule was that, while HRC had a vacancy to fill following the retirement of Casey Stoner, the satellite Honda teams were happy to retain their existing riders. The customer teams were also said to be wary of having to ditch some of their sponsors (and mechanics) to accommodate Marquez and his crew for a single season.

Despite acknowledging that life will get harder for the satellite teams in terms of securing top riders, Jarvis doesn’t think reinstating the rookie rule is ‘realistic’.

“We can either call it the Livio rule or the Marquez rule…!” smiled the Englishman.

“Also the Quartararo rule!” quipped HRC team manager Livio Suppo, referring to a lowering of the Moto3 minimum age, which allowed the French youngster to race the whole 2015 season.

“It’s difficult to force things in my opinion,” Jarvis continued. “I think that the previous rule was good at that time. But now, with so many factories, it would be restrictive to force a rider to not take one of the twelve factory contracts available.

“So I think when times change, you have to also change the way of doing things. I don’t see it being realistic to re-impose the rookie rule.”

It remains to be seen if the satellite teams will actually need any special assistance.

While some riders – such as Tech 3 and Pramac – felt the gap to the factories increased in 2016, the first year of the single ECU and Michelin tyres, the season nonetheless saw the first non-factory winners since 2006. Those came courtesy of Honda riders Cal Crutchlow and Jack Miller, among a record nine different winners.

The increasing number of victorious factories – Ducati and Suzuki broke a monopoly held by Honda and Yamaha since 2010 – could also mean that the established factories find they have a harder time keeping hold of top talent.

“For sure it will be more difficult [for a manufacturer to keep a top rider], but it is good for the sport,” said the Italian. “In the end this season, nine different riders winning and four different manufacturers, has been special.

“I think it is a big plus for MotoGP and if it means we will have to switch riders more often, it is a problem for us but good for the sport.”

That process may have already begun, with Honda the only factory with an unchanged rider line-up in 2017.



We (AMA) thought we had put this issue to bed in 2012. But it appears that the U.S. Environmental Protection Agency is still subjecting motorcyclists to a 4-gallon minimum fuel purchase at blender pumps that dispense both E10 and E15.

As part of its E15 Misfueling Mitigation Program, the EPA is allowing retailers to sell fuel with 10 percent ethanol from the same pump used for blends of 15 percent ethanol. This creates a problem for motorcyclists, who could wind up with as much as a quart of E15 in their tanks even if they select the proper grade of fuel.

And the ethanol lobby is promoting this approach.

In its “E15 & Flex Fuel Retailer Roadmap” for fuel retailers, a pro-ethanol group offers this advice:

“E15 can be sold on the same hose with gasoline (E0 to E10) using this configuration: Require a minimum purchase of four gallons and apply a label stating ‘Minimum Fueling Volume 4 Gallons. Dispensing Less May Violate Federal Law.’” (P. 80, emphasis added).

The AMA spotted this minimum-purchase policy in 2012 and, with the voices of thousands of motorcyclists, made enough noise that the EPA backed away from it. You can read about that battle here.

Since the average fuel tank for motorcycles holds less than 4 gallons, riders are unable to buy the required minimum of 4 gallons. And, even motorcycles with larger tanks could end up with a blend with more than 10 percent ethanol. Or, end up fueling what you think is safe fuel and end up with something much worse! Check out what some motorists experienced in Oklahoma recently.

We thought common sense prevailed at the EPA when on Dec. 17, 2012, the agency informed the AMA it had reversed its decision to require the 4-gallon minimum purchase.

After the AMA read the pro-ethanol group’s “roadmap,” we immediately sent a letter to the EPA and contacted the EPA public relations office for clarification. The agency has not yet responded to our letter. But the media inquiry prompted a response.

According to an EPA spokesperson:

Dispensing E10 in volumes less than 4 gallons from a pump that supplies E10 only is absolutely NOT a violation.

The excerpted portion you highlighted should refer only to the less than 1% of gas stations that have gasoline pumps that that dispense BOTH E10 and E15 from a single hose or nozzle. The 4 gallon fueling minimum for E10 is only required for these “co-dispensing pumps” and is there to protect consumers. The 4 gallon minimum ensures that engines, that are not allowed to use E15 (like those in motorcycles) do not inadvertently get too much ethanol in the tank. To comply with EPA regulations, most stations with co-dispensing pumps simply put up a sign that says the co-dispensing pump may only be used for passenger vehicles and separately offer a dedicated E10 pump for motorcycles and other engines that cannot use E15. Motorcyclists or other types of vehicles and engines that require E10 in volumes of less than 4 gallons should not have a problem finding E10 in any volume they need.

Apparently, common sense comes only in fleeting moments—and, once again, motorcyclists end up getting hosed from an ill-conceived program created by unelected Washington bureaucrats.

Congress and the EPA are not protecting you. Ethanol producers and their lobbyists don’t care about the danger of inadvertently misfueling your motorcycle with E15. And confusing labels at the pump don’t get the message across.

The key takeaway for motorcyclists is this: If you pull up to a fuel pump that offers E10 and E15, play it safe and look for the legally required pump that only dispenses E10. If you have an older or vintage bike, you need E0 – fuel with no ethanol.

As motorcyclists, we have to watch out for each other and get the word out: E15 fuel is unsafe and we’ve got to keep it out of our tanks.

Please send a prewritten comment to your senators and representative by clicking on the “Take Action” link.

Now more than ever, it is crucial that you and your riding friends become members of the AMA to help protect our riding freedoms. More members mean more clout against the opponents of motorcycling. That support will help fight for your rights – on the road, trail, racetrack, and in the halls of government. If you are a motorcycle rider, join the AMA at

Source: Send a Message



WSBK News. Fourth place in race one now means pole position for WorldSBK race two!.

The starting grid for race two of each World Superbike weekend will no longer be based on the Superpole qualifying session.

Instead, it will be decided by the results of race one.

Superpole will still influence the grid positions for riders who finish 10th or lower in the first race.

But this does not mean that the tenth place rider in Superpole will start tenth in race two, only that the highest placed Superpole rider outside the top nine will start in tenth.

For example, the rider who qualified on pole in race one might fail to finish and therefore start tenth in race two. Likewise, riders who qualified tenth or lower in Superpole could finish inside the top nine in race one.

The complexity continues with the following system then being used to allocate the top nine grid places for race two:

* The top three riders in race one will move back to row three, and see 1st and 3rd reverse their positions. So the 1st place rider will start from 9th, 2nd place from 8th and 3rd from 7th.

* Riders who finished in 4th, 5th and 6th will be promoted to the front row. So 4th will start from pole, 5th from 2nd and 6th from 3rd.

* Riders who finished in 7th, 8th and 9th will start from the second row. So 7th will start from 4th, 8th from 5th and 9th from 6th.

All clear?!

The move is aimed at increasing excitement and unpredictability in race two, with the fastest riders now set to regularly start from row three, but lowers the significance of Superpole and risks being labelled as too artificial by fans.

However the concept of shaking up the race two grid is not unique, with the MCE British Superbike Championship using fastest race one laps to decide the starting order for race two.

In other news, World Supersport will adopt flag-to-flag racing in 2017, meaning races will no longer be stopped due to weather changes and riders will instead – as in WorldSBK and MotoGP – be able to change tyres

Source: WSBK News – World Superbike announces radical grid shake-up



July 7-9, 2017

What: Many of the world’s greatest motorcycle road racers will descend upon Mazda Raceway for the Motul FIM Superbike World Championship GEICO U.S. Round featuring MotoAmerica. The international and national two-wheel extravaganza is a spectacular demonstration of rider and machine working as one, with championship implications both in the United States and on the world scene. More than a couple of this season’s races came down to moves made at the final turn on the last lap so there’s every reason to believe they’ll finish that way again in 2017.

When: July 7-9, 2017

Support Races: MotoAmerica returns to Monterey for its third full race season.

Race Marshals: Become a race insider by volunteering as a race marshal. For more information, visit

Tickets: Go on sale December 14, 2016. To preview Ticket prices click here.

More Info: 831-242-8200

Source: FIM Superbike World Championship – Mazda Raceway Laguna Seca



“Yamaha have shown me various designs of fairings to know if they will be legal or not in 2017” – Danny Aldridge, MotoGP Technical Director.

It’s no secret that in the wake of the wing ban, MotoGP manufacturers are trying to discover exactly what they can and can’t get away with in 2017.

The new rules state: “It is not permitted to add any device or shape to the fairing or bodywork that is not integrated in the body streamlining (eg. wings, fins, bulges, etc.), that may provide an aerodynamic effect (eg. providing downforce, disrupting aerodynamic wake, etc.). The Technical Director will be the sole judge of whether a device or fairing design falls into the above definition.”

While ‘2017’ machines have already been seen during testing, next year’s fairing designs are far from finalised.

Ducati’s decision to test with wings still fitted to its 2017 Desmosedici prompted speculation they have found a way to keep downforce while staying within the new rules. Ducati state the wings were kept for ‘chassis comparisons’, but if nothing else it proved that the GP17 fairing is yet to be seen.

 “For next year we have to completely change the aerodynamics of the bike, and for sure we are not ready at the moment with the new aerodynamics,” said Ducati Corse general manager Gigi Dall’Igna.

Meanwhile, Herve Poncharal revealed that Yamaha had ‘brought a very special fairing’ to the Valencia test, aimed at replicating the performance of the winglets.

As the ‘sole judge’ of what is and isn’t legal next season, MotoGP Technical Director Danny Aldridge confirmed that Yamaha, like ‘most manufacturers’, has submitted a number of fairing designs for review.

“I can confirm that Yamaha have shown me various designs of fairings – and some in Valencia – to know if they will be legal or not in 2017,” Aldridge told

“I cannot say too much about the actual designs, but I basically informed them of what would be approved and what would not. It’s not only Yamaha that are submitting designs, most of the other manufacturers have also done the same.”

Asked how the design submissions have been made, Aldridge responded that some manufacturers supplied 3D CAD drawings while others provided complete ready-to-test fairings.

“To me, it makes sense to work only with drawings until you get approval, but if a manufacturer prefers to produce the fairing, that’s their choice and money!”

Using the feedback from Aldridge, manufacturers will complete their 2017 fairing designs ready for pre-season tests at Sepang, Phillip Island and Qatar.

But the new limit on fairing updates (one per rider, per season) raises the possibility that some teams may wait until the last moment to debut their 2017 designs, for example only at the Qatar test.

That would allow a manufacturer to check the fairing works as planned with their race riders, but make it difficult for rivals to respond/copy the design before the start of the season – at which point they are limited to only one fairing update.

Ducati chose the Qatar test to debut the new generation of MotoGP winglets, just before the opening race of 2015.

Source: MotoGP News – MotoGP designers explore wing ban limits



MotoGP News. Intermediate tyres will no longer be available in MotoGP.

Intermediate tyres will no longer be available in MotoGP, the Grand Prix Commission has confirmed.

While previous exclusive tyre supplier Bridgestone only offered slick or wet tyres, Michelin made the third option available for its return to the sport this season.

However in practice there was only a brief window when track conditions were not better suited to either wets or slicks, and by the closing stages of the season discussions were underway about scrapping intermediates for 2017.

“Dorna asked us to bring intermediate tyres because they wanted to make sure that especially during free practice, the riders would be out on track if the conditions were half-wet, half-dry,” Michelin’s Nicolas Goubert explained at last month’s Valencia season finale.

“So of course we did that willingly, but during the course of the year we realised that our medium rain tyres could live quite easily on a drying track or completely dry track. I remember a couple of occasions where exactly – at the same time – we had on track people with slicks, wets and intermediates, and using the tyres for a few laps without any trouble.

“So we are discussing right now with Dorna, because they noticed that as well. We said that maybe there is no need to bring the intermediates again.

“When we first brought them, and as I say it was a request from Dorna, a lot of riders and teams were not in favour. So now that we’ve proved they could go out on a dry track with rain tyres maybe there is no need.

“I’m not telling you there won’t be any intermediates next year, we are in the process of discussing what the regulations will be.”

The final decision on intermediates was made ‘after consultation with the Safety Commission and with the approval of Michelin’.

The maximum number of wet and dry track tyres remains unchanged for 2017, despite the removal of intermediates, but there will be an additional specification of front and rear slick available.

Source: MotoGP News – Intermediate tyres dropped for MotoGP 2017



Missile from Noale with the RSV that mounts a MotoGP derivative engine. Priced at over 100,000 Euros… engineer included!


In the area of the “Factory Works” programme, the manufacturer from Noale introduces a track-only version of its RSV-4. The Aprilia Racing “Factory Works” bikes are developed and made available to customers in accordance with the sport championship regulations (Stock, SBK), with different chassis preparation, electronic and engine levels. All of the versions begin with the already exceptional technical base of the Aprilia RSV4 RR. The new GP series, which is a derivative of the “Misano” introduced last year, stands out for the technical solutions it adopts, derived from Bradl and Bautista’s 2015 vehicles. In this case, beginning with the pneumatic valves that enhance the powerful Aprilia V4, already a concentrate of technology in and of itself, especially in this configuration.

The bike is developed by the Noale Racing Department and it is the highest performing special vehicle destined for track use but available to more than just race riders, provided you have a hefty cheque in your pocket. That’s right, because you can take the new RSV4RR-GP to pit lane, but to do so, you will need to put more than 100,000 Euros on the table. The price also includes an engineer who will accompany the customer through the fine-tuning process before heading out onto the track and testing the limits (?) of such a refined engine and chassis architecture.


The official technical data is still unknown, but one thing has been confirmed: there are 250 horses available, a value worthy of MotoGP that does justice to the symbol printed on the fairings.



The FIM and Dorna have agreed on a new entry class for the World Superbike championship. A Supersport 300 series has been created to house the burgeoning market of lightweight sports machines, such as the Yamaha YZF-R3 and the KTM RC390.

The concept for the class came about after consultation with manufacturers. Motorcycle manufacturers have seen sales of 600cc supersports bikes plummeting, while sales of lightweight machines have been booming.

More and more manufacturers have been entering the class, though each with slightly different machines and different engine capacities.

That presents the series with its first major challenge: balancing different motorcycle concepts against one another, while still ensuring that racing remains affordable.

For 2017, four machines have been homologated: the Yamaha YZF-R3, the KTM RC390, the Honda CBR500R (previously raced in the European Junior Cup) and the Kawasaki Ninja 300, one of the first bikes to be launched in the segment.

Performance balancing the concepts will initially be done via minimum weights and maximum revs, with adjustments made by agreement in the Superbike Commission, the governing body of the series.

In keeping with previous performance balancing concepts, such a decision is only likely to be taken if one bike is either obviously dominating or lagging severely behind.

The bikes to be raced must remain very close to stock. The engines and frames must remain virtually unaltered, with only the removal of secondary throttle valves permitted.

Electronics must be either the stock kit fitted, or a separate, homologated race kit from the manufacturer, or a Dorna-provided special Supersport kit.

Datalogging is severely limited, as are changes to the suspension. Exhaust may be changed, but must retain the same number of silencers in the same position as on the road bike.

“This new platform will be the perfect environment for developing future talent,” said Vito Ippolito, President of FIM.

“The intention of WorldSSP 300 is to create a benchmark for National Championships to follow. We want to offer an environment that is regulated and relatively equal in which future talent can grow, and where manufacturers can accompany young riders as they take their first steps towards stardom.”

“The focus is to have an affordable Series for these young competitors,” added Javier Alonso, WorldSBK Executive Director.

“There has been great interest for low-capacity motorcycles in this sport and the new WorldSSP 300 class strives to offer that. It will be promoted by Manufacturers as an easily accessible championship, the best possible platform to grow future stars where Manufacturers can accompany riders from an early age and as they progress through their career.”

A full list of the provisional Technical Regulations for the WorldSSP 300 Championship can be found here.

Source: FIM; Photo KTM


Source: “Supersport 300” Class Added to WSBK Championship



No new events next season, Mugello to take place on 4 June, Misano on 10 September

The FIM has today published a provisional MotoGP calendar for 2017. There are no new races planned for next year and the championship will again stage 18 Grand Prix, reconfirming this season’s circuits.

The championship will get underway on 26 March with the night race in Qatar, which will quite probably clash with the opening Formula 1 race in Australia. The final round will be held at Valencia, as is tradition, on 12 November.

As we’ve already mentioned, all of this year’s races have been reconfirmed for next season and will take place in almost exactly the same order, the only (small) change being that the Czech and Austrian races are inverted, with Brno scheduled to take place before the Red Bull Ring.

Right now, the only doubts concern the Silverstone and Malaysia races, with both events subject to contract renewals, though this should be just a formality. Also because, with regard to Great Britain, the Circuit of Wales project appears to have been abandoned, making Silverstone the only racetrack currently able to host the world championship.

Italian fans should take note of the dates of 4 June and 10 September, when the Italian GP and San Marino GP are set to take place at Mugello and Misano respectively.

Source: MotoGP, 2017 calendar: to begin on 26 March in Qatar, 18 races |



Reevu motorcycle helmets prevent accidents with their rear view system – a new level of safety


The World’s first motorsport helmet with a built-in, FULLY ADJUSTABLE rear-view mirror system is being launched by North East England based Global brand leader in rear-view helmets, Reevu.

Motorbike helmets serve one purpose – to protect. Reevu have taken this concept further, producing the world’s first motorbike helmets with an integrated rear vision system that helps prevent accidents. A new age in motorcycle helmets has arrived.

The latest Reevu helmet has been developed over the last 30 months in response to market demand for a motorsport helmet with a fully adjustable optic part allowing the wearer to tailor the rear-view mirror system to their precise requirements. The internationally patented development of the Reevu helmet will see sales of the new helmet get underway shortly across North America, Europe and the Far East / Australasia.

The innovative and world-leading technology allows the wearer to view the road behind using a set of bulletproof, coated optics, that are now fully adjustable for a bespoke fit.

Reevu, which has its head office in Washington and manufacturing plants in Europe and Asia, was established in 1999, and is represented in most international markets through exclusive distributors.

The launch of this latest Reevu motorsport helmet is the culmination of ten years of European R&D, all of which has been privately funded.

Reevu products are a unique revolutionary invention in the helmet market. This displacement innovation is taking market share all around the world.  Superbike Corse is now a part of this global phenomena and is the official Reevu Helmet distributor in Orange County.  If you would like to purchase this extraordinary helmet email Drew Immiti at  or contact Superbike Corse through their Facebook or Website pageYellow, red, black and white Reevu helmet

Source: Reevu motorbike helmets. Reevu – the world’s first rear view helmet