Rossi to delay 2021 decision until middle of the season
Section: Competition
Multi-time world champion assured of factory Yamaha equipment next year.
Image: Supplied.
Nine-time world champion Valentino Rossi will make a decision on continuing his career in the middle of the 2020 MotoGP season, although Yamaha has assured the fan-favourite of being equipped with factory machinery in 2021 under a satellite team after being replaced at Monster Energy Yamaha Factory Racing by Fabio Quartararo.
The Italian legend requested additional time to decide on racing in 2021, with performance in the opening half of the year to be the key factor on whether he races for another season.
“For reasons dictated by the riders‘ market, Yamaha asked me at the beginning of the year to make a decision regarding my future,” said Rossi. “Consistent with what I said during the last season, I confirmed that I didn’t want to rush any decision and needed more time. Yamaha has acted accordingly and concluded the ongoing negotiations.
“It is clear that after the last technical changes and with the arrival of my new crew chief, my first goal is to be competitive this year and to continue my career as a MotoGP rider also in 2021. Before doing so, I need to have some answers that only the track and the first few races can give me.
“I‘m happy that, should I decide to continue, Yamaha is ready to support me in all respects, giving me a factory-spec bike and a factory contract. In the first tests I will do my best to do a good job together with my team and be ready for the start of the season.”
Yamaha Racing managing director Lin Jarvis added: “The totally understandable decision of Valentino to assess his competitiveness in 2020 before making any decision about 2021 was something that Yamaha respects and also wholeheartedly agrees to. While we have total respect for and confidence in Valentino‘s abilities and speed for the 2020 championship – at the same time Yamaha also have to plan for the future.
“These days, with six motorcycle manufacturers in the MotoGP class, fast young talents are greatly in demand, and consequently the riders‘ market begins ever earlier. So, it‘s a weird sensation to start a season knowing that Vale will not be in the factory team in 2021, but Yamaha will still be there for Valentino, whatever he may decide for the future. If he feels confident and continues to race, we will provide a Factory-spec YZR-M1 bike and full engineering support.
“If he decides to retire, we will continue and expand our collaborations off track with the young riders‘ training programmes of the Riders Academy and the Yamaha VR46 Master Camp, and with him as a Yamaha brand ambassador. Anyway, that is all speculation – right now we have a full season ahead of us and I can assure the fans that Valentino will have our 100 percent support every day until he eventually one day decides to hang up his leathers.”
Rossi will be on-track next at the official Sepang test on scheduled for 6-7 February.
Yamaha signs Quartararo as Rossi replacement from 2021
Section: Competition
Youthful Frenchman signs two-year deal with Monster Energy Yamaha Factory Racing.
Image: Supplied.
Frenchman Fabio Quartararo will replace Valentino Rossi at Monster Energy Yamaha Factory Racing from 2021, the 20-year-old signing a two-year deal that will see him line-up alongside Maverick Vinales.
Quartararo had a breakout debut season in 2019 with Petronas Yamaha SRT, earning Rookie of the Year honours and topping the Independent Rider’s Championship.
“I‘m delighted about what my management has achieved in the last few months together with YMC,” said Quartararo. “It was not simple to establish, but now I have a clear plan for the next three years and I‘m really happy.
“I will work hard, like I did last year, and I‘m extremely motivated to achieve great performances. I feel like the winter period is too long – I‘m really excited to go to the Sepang test next week to ride my new YZR-M1 and meet and work with my crew again. I want to thank YMC and Petronas Yamaha Sepang Racing Team, who have given me the opportunity to enter the MotoGP class in 2019. I will give my all to do them proud again this year.”
Yamaha Racing’s managing director Lin Jarvis commented: “We are very pleased that Fabio will be joining the Yamaha Factory Racing MotoGP Team line-up for 2021 and 2022. His results in his MotoGP debut year were sensational. His six pole positions and the seven podiums in the 2019 season were a clear sign of his brilliance and exceptional riding skills.
“Inviting him to move up to the Yamaha Factory Racing Team after he completes his contract with Petronas Yamaha Sepang Racing Team was a logical next step. For the upcoming season he will be provided with a factory-spec YZR-M1 and he will receive full support from Yamaha.
“Fabio is only 20 years old, but he is already showing great maturity on and off the bike, and we are excited to have him join us in 2021. Fabio and Maverick will provide a big stimulus to all of us in the Yamaha Factory Racing MotoGP Team to continue to develop the YZR-M1 and leave no stone unturned in our quest for MotoGP World Championship victories.”
Multi-time world champion Rossi and Yamaha have mutually agreed his decision to continue racing in 2021 will be taken mid-2020, although the manufacturer has assured the Italian legend of the availability of a factory-spec YZR-M1 bike and support under a satellite team should he continue he career.
When the pavement ends, a new kind of fun begins. Photos by the author.
Andy follows me across the border from Massachusetts into Vermont. We’re riding along a dirt road that cuts through dark, deep woods overlooking the Green River. As my Kawasaki hums below, the final stanza of Robert Frost’s poem, “Stopping by Woods on a Snowy Evening,” repeats in my head:
These woods are lovely, dark and deep But I have promises to keep And miles to go before I sleep And miles to go before I sleep
It’s a warm August morning, not a snowy evening, but Frost’s silken words apply. For two days we are riding through the very landscapes that inspired Frost’s extraordinary descriptions of ordinary things. As the crow flies, Vermont is about 160 miles long north to south, but we’ll cover 321 miles before reaching our destination of North Troy. We’re on the Vermont Puppy Dog Route, which links unpaved roads from the southern border we just crossed all the way to the northern border with Québec, Canada.
Your humble scribe stops to take in an early morning view near Stowe, Vermont.
This isn’t off-roading. It’s dirt-roading. Especially in Vermont, roads like these came about because someone had a destination in mind. They follow rivers along a path of least resistance, or hug the edges of pastures and fields, or take the shorter, steeper route up and over the mountains. They have names like Church Hill Road, Rabbit Hollow Road and Elmore Mountain Road. We’re not blazing new trails or attempting to conquer untamed hilltops, we’re just choosing roads no one felt the need to pave. And since they are often the only roads to certain locales, they take us through areas we’d otherwise miss.
Early morning sun begins to burn off the fog over this beaver pond somewhere in southern Vermont.
What my “Vermont Atlas & Gazetteer” depicts as dirt roads can vary in width, surface and state of repair, but these roads are maintained for public use. Some are graded hard pack wide enough for two pickups hauling horse trailers to pass with room to spare. Others are so narrow that one vehicle must give way for another to pass. A few are bumpy, graveled but navigable two-tracks. You might not want to ride your pristine Harley Ultra on these roads, but you don’t need a dedicated dirt bike either. Any scrambler or adventure bike is up to the task.
As we discover, sticking to dirt roads can present snags. In southern Vermont, the route comes to a locked gate, so we find another dirt road that returns us to the route a few miles on. Farther north, a farm road abruptly ends at a single-track trail of deep mud and big rocks. We backtrack and look for another gray line on the map. As Andy likes to say, it’s all part of the adventure.
Nothing says Vermont like a dirt road and a covered bridge.
On a motorcycle you already feel more involved in your transportation. When you ride long distances on dirt roads your connection runs deeper. There’s a different kind of mental focus than riding on tarmac. Our pace is slower, with posted limits typically just 35, and limited sight distances are the norm. Inclines and declines can be steep. Steering is more labor intensive, traction varies continuously and braking distances are longer. It’s actually a good way to practice braking control at the limit of lockup on my ’08 Kawasaki Versys, which lacks anti-lock brakes.
Dirt roads often go under railroads. The underpasses can get mucky.
We also encounter all manner of critters at close range. A bobcat scrutinizes us from its perch atop a stack of firewood. A fisher cat ambles purposefully across our path with its distinctive four-wristed gait. A docile, ungainly porcupine takes one look at us and promptly turns back. A barred owl perches high in a tree that is rooted low in a roadside ravine, making it head-high with me as it suddenly swoops into flight.
Mid-state we find ourselves riding through horse country with stately manor homes and white-fenced pastures that remind me of Kentucky. Here we share the road with horse-drawn sulkies driven by nattily dressed people enjoying a trail ride event. (Ride slowly past horses…they often get spooked by motorcycles.)
Mission accomplished: Andy arrives at the northern terminus of the Vermont Puppy Dog Route.
As we near North Troy, Andy points out a gorge and we stop for a look. There are no signs, but the map describes this beautiful place as Big Falls State Park. In a few miles we reach the Canadian border. When we stop to reflect on our ride, Robert Frost again springs to mind. This time it’s the concluding lines of “The Road Not Taken”:
Two roads diverged in a wood, and I— I took the one less traveled by, And that has made all the difference.
In a parking lot full of beaked ADV-style touring bikes, the Moto Guzzi V85 TT Adventure stands out in many of the right ways: an eye-catching paint scheme, a high front fender, classic twin headlights bisected by the Moto Guzzi eagle motif and, of course, that distinctive and all-new “flying” V-twin engine. Photos by Kevin Wing.
We’ve been looking forward to getting our hands on the Moto Guzzi V85 TT, the latest bike to roll out of Italy’s oldest motorcycle manufacturer, since our first ride on one at the press launch last spring (read the review here). The V85 TT (tutto terrano, or all-terrain) appeared to be a Goldilocks ride for those looking for a friendly, accessible middleweight adventure tourer, with a 32.7-inch seat (a 31.9-inch low option is also available), narrow waist and claimed 505-pound wet weight. Its styling turns heads, too, especially in either of the two “Adventure” color combos. But the big news is its new air-cooled, 853cc, OHV two-valve-per-cylinder 90-degree “flying” V-twin engine, launched initially in the V85 TT with more models to follow. Technical details on the new engine can be found in our First Ride Review, but in summary the new powerplant is quicker-revving with a higher redline, and lighter, quieter and smoother than previous Guzzi small-blocks. Ground clearance is an ADV-friendly 8.3 inches, thanks to a redesigned gearbox and clutch housing and a tubular steel frame that uses the engine as a stressed member, eliminating the need for a lower frame cradle. Power is sent to the rear wheel via driveshaft housed on the right side of the long, asymmetric aluminum swingarm.
New 853cc engine vibrates significantly at idle, but smooths out immediately once underway.
The standard V85 TT ($11,990) is well equipped with hand guards, electronic cruise control, an aluminum sump guard, switchable MGCT traction control, ABS and three riding modes (Road, Rain and Off-Road). But for just $1,000 more the Adventure is a no-brainer, with striking red/white or red/yellow/white livery and standard aluminum top and side cases. (For reference, the luggage alone runs just shy of $2,000 in Moto Guzzi’s accessory catalog.) The Adventure also gets dirt-ready Michelin Anakee Adventure tires rather than the standard Metzeler Tourance Nexts; both models have 19-inch front, 17-inch rear tube-type spoked rims.
Our Adventure model was equipped with a full set of aluminum luggage and Michelin Anakee Adventure tires, which proved to be a bit on the noisy side.
This is a lovely time of year to ride California’s Central Coast, so we planned an overnighter to Monterey, on roads varying from the wide-open divided highway of U.S. Route 101, to meandering wine country two-lane, the sinuous curves of Big Sur and the bumpy, narrow tarmac of Carmel Valley Road. By the time we made our first pit stop in Los Olivos, northwest of Santa Barbara, the V85 TT’s new engine was already making a favorable impression. Response from the throttle-by-wire system was smooth and precise, without the abruptness that has plagued other bikes we’ve tested. We picked up on some vibration in the pegs and grips at higher cruising speeds, but it was never enough to cause discomfort, and once we ducked off U.S. 101 in favor of two-lane Foxen Canyon Road, which dances through hills and vineyards, the new engine’s character really started to shine.
The V85 TT hums along at freeway speeds willingly, but it’s on the smaller back roads that its character shines, like this narrow, winding descent on California’s Central Coast.
The most noticeable difference from the previous-gen V9 engine is an increase in horsepower; our V85 TT Adventure produced 66.3 peak rear-wheel horsepower at 7,900 rpm and 48.6 lb-ft of torque at 5,300 on the Jett Tuning dyno, compared with 51.3 horsepower and 47.3 lb-ft of torque from the 853cc V9 Bobber we tested in 2017. The new V85 spins up quickly and easily, which is good since you’ll want to keep it above 3,000 rpm to stay in the meat of its powerband. The six-speed gearbox is relatively smooth and less clunky than past Guzzis, though the cable-actuated dry clutch engages and disengages within a narrow portion at the end of the lever throw. Overall, we’re impressed with the new engine, and the increased horsepower as shown in the dyno figures is only part of that. Rather than holding it back, the V85 contributes to the TT’s nimble, easy to handle feel; this is a cohesive machine that works well and is really fun to ride.
Back on the road, after rotating the wide handlebar back down to its stock position (the previous tester had moved it up to facilitate standing off-road), the TT also proved to be fairly comfortable, with a long, flat, plush seat that narrows at the tank for easy reach to the ground. Footpegs are set at a happy medium between ground-clearance high and comfortable low. With a 34-inch inseam, my knees hovered just a couple of inches from the rear of each cylinder head, but heat was never a problem and I only banged them a couple of times when moving around on the bike during aggressive cornering. Our biggest complaint regarding touring comfort was the short, non-adjustable windscreen, which flowed air directly onto my shoulders and helmet; an accessory or aftermarket touring screen would be an easy fix. As an early twilight descended, we made another wish: auxiliary lights. While the twin LED headlights, bisected with a DRL in the shape of the Moto Guzzi eagle, do a nice job of lighting up the road directly in front of the TT’s front tire, their beams end abruptly in a horizontal line about two car lengths ahead. Flicking on the high beam only makes those two car lengths brighter rather than illuminating farther down the road.
Add a taller touring windscreen to its wide handlebar, plush seat and fairly low footpegs, and the V85 TT would make a comfortable long-distance mid-weight ADV tourer.
The V85 TT is equipped with three ride modes, Road, Rain and Off-Road, all of which offer full power but vary in terms of ABS, traction control, throttle response and engine braking settings. Road is the standard touring mode, while Rain softens throttle response, increases traction control and ABS intervention and limits top speed, and Off-Road reduces traction control and disables ABS to the rear wheel (ABS can be completely disabled in this mode as well). Traction control can be shut off independently, but always reengages after the bike is turned off/back on again.
TFT display includes speedo, tach, ride mode, a clock, range to empty, ambient temperature, fuel level and selectable tripmeters/fuel consumption data.
Radial-mount four-piston Brembo front brakes are adequate, but require a hefty lever squeeze to produce much action; more aggressive initial bite would be welcome and might add to rider confidence, especially when riding fully loaded on a downhill. Suspension is fairly soft, well-suited to off-road excursions and gnarly, bumpy pavement, and both the 41mm Kayaba USD fork and single rear shock with dual-rate spring are only adjustable for preload and rebound damping. We cranked the rear shock’s preload nearly all the way to the max, but even with a lightweight rider (never ask a lady how much she weighs!) and luggage that was far from full the TT sagged considerably, eating through most of the “soft” part of the spring. That said, at a moderate pace, even over rough pavement, the TT handles nimbly and easily, and in fact is almost too willing to turn in. Once tipped into a bend, I actually found myself countersteering against the turn to prevent the TT from leaning farther, then just increasing that pressure to straighten back out. Nothing dangerous, just one of those quirks that becomes “normal” after a couple of weeks.
A wide handlebar makes the TT easy to flick; even wider mirrors give the rider great visibility.
Anyway, as any Guzzi owner will tell you, a bit of character is part of the charm. Somewhat fiddly switchgear that requires a small learning curve? An indicator light that blinks irritatingly whenever cruise control is on but not in use? A starter button that doubles as a ride mode selector, requiring wrist contortions, multiple thumb taps and constant attention to (hopefully) select the desired mode? Nessun problema! (No problem!) None of these are a deal-breaker, and as a mid-weight ADV tourer or commuter the V85 TT Adventure is a real bargain, and eye-catchingly stylish to boot. With the easy additions of a touring windscreen, the optional heated grips and a set of auxiliary lights, this is a machine that’s ready to go the distance.
With a complete set of aluminum luggage and electronics like ride modes and cruise control as standard, the V85 TT Adventure is a middleweight ADV touring bargain.
2019 Moto Guzzi V85 TT Specs
Base Price: $11,990 Price As Tested: $12,990 (Adventure w/ paint, luggage & Michelin Anakee Adventure tires) Warranty: 2 yrs., unltd. miles Website: motoguzzi-us.com
Engine
Type: Air-cooled, longitudinal 90-degree V-twin Displacement: 853cc Bore x Stroke: 84.0 x 77.0mm Compression Ratio: 10.5:1 Valve Train: OHV, 2 valves per cyl. Valve Insp. Interval: 6,200 miles Fuel Delivery: EFI w/ 52mm throttle body Lubrication System: Wet sump, 2.1-qt. cap. Transmission: 6-speed, cable-actuated dry clutch Final Drive: Shaft
Frame: Tubular steel w/ engine as stressed member, cast aluminum swingarm Wheelbase: 60.2 in. Rake/Trail: 26 degrees/5.1 in. Seat Height: 32.7 in. Suspension, Front: 41mm USD fork, adj. for spring preload & rebound damping, 6.6-in. travel Rear: Single shock, adj. for spring preload & rebound damping, 4.0-in. travel Brakes, Front: Dual 320mm floating discs w/ radial 4-piston calipers & ABS Rear: Single 260mm disc w/ 2-piston floating caliper & ABS Wheels, Front: Spoked tube-type, 2.50 x 19 in. Rear: Spoked tube-type, 4.25 x 17 in. Tires, Front: 110/80-VR19 Rear: 150/70-VR17 Wet Weight: 571 lbs. (as tested) Load Capacity: 417 lbs. (as tested) GVWR: 988 lbs.
Performance
Fuel Capacity: 6.1 gals., last 1.3 gals. warning light on MPG: 90 AKI min. (low/avg/high) 43.4/48.9/55.1 Estimated Range: 298 miles Indicated RPM at 60 MPH: 3,600
Offset rear shock and an asymmetrical swingarm that’s curved on the left side make room for a high, tucked-in exhaust. Short windscreen directs a lot of air to the rider’s head and chest. Cool Moto Guzzi Eagle DRL bisects the twin headlights.
Officially, the crate engine is for Harley’s touring models, but one can dream of stuffing one of these into the Street chassis, right?
Begin press release:
Harley-Davidson offers power-hungry street riders a new performance option with the introduction of the Screamin’ Eagle® Milwaukee-Eight® 131 Crate Engine for Touring model motorcycles. The new 131 cubic inch (2147cc) V-Twin delivers the biggest, most powerful street-compliant engine Harley-Davidson has ever created*. The Screamin’ Eagle 131 is a bolt-in replacement for 2017-later model Harley-Davidson Touring motorcycles originally equipped with a Milwaukee-Eight Oil-Cooled or Twin-Cooled engine, designed to run at high RPM and provide a significant boost of torque from cruising speed. Riders of many late-model Harley-Davidson Touring motorcycles will experience commanding performance from the moment the throttle is cracked open on the Screamin’ Eagle 131 engine, performance backed by the assurance of a factory limited warranty.
“Our adrenaline-seeking riders asked for thrilling power and torque with reliability,” said Harley-Davidson Product Manager James Crean. “The Screamin’ Eagle 131 Crate Engine delivers exactly that. Developed by the Screamin’ Eagle performance team and factory-assembled at Harley-Davidson Powertrain Operations to ensure the highest quality standards, this high-performance engine is genuine Harley-Davidson.”
This street-ready performance engine features H-D’s finest Screamin’ Eagle components. The Screamin’ Eagle 131 engine combines the 4.5-inch stroke of the Milwaukee-Eight 114 engine with new 4.31-inch bore cylinders with a patented design. Milwaukee-Eight Extreme Ported four-valve cylinder heads are CNC-ported and fitted with 1mm larger-diameter valves to optimize air/fuel flow and velocity and feature fully machined combustion chambers shaped to optimize combustion efficiency. The engine is completed with a high-lift SE8-517 camshaft and high-performance cam bearing, high-compression (10.7:1) forged pistons, a 64mm throttle body and intake manifold, and high-flow (5.5-grams per second) fuel injectors. It’s a combination that produces 131 ft-lb of torque and 121 horsepower at the rear wheel when paired with Screamin’ Eagle® Street Cannon mufflers.
Each Screamin’ Eagle 131 engine is detailed with 131 Stage IV badging on the cylinder heads and timer cover. The engine is available in a choice of two finish treatments to match original motorcycle styling or a custom direction – Black and Chrome or Black and Gloss Black. There are also versions of the engine to fit motorcycles originally equipped with an oil-cooled Milwaukee-Eight engine and those equipped with the Twin-Cooled Milwaukee-Eight engine. The Screamin’ Eagle 131 engine is eligible for Custom Coverage under the motorcycle’s factory 24-month vehicle limited warranty when dealer-installed by an authorized H-D Dealer within 60 days of vehicle purchase, and is otherwise backed by a 12-month limited warranty.
The Screamin’ Eagle Milwaukee-Eight 131 Crate Engine ($6,195.00 oil cooled, $6,395 Twin-Cooled) fits 2017-later model Harley-Davidson Touring motorcycles originally equipped with either a Milwaukee-Eight Oil-Cooled or Twin-Cooled engine. It does not fit Trike models. Installation may require the separate purchase of additional components, depending on motorcycle model. All models require additional purchase of ECM recalibration with Screamin’ Eagle Pro Street Tuner for proper installation.
Complete fitment information can be found on H-D.com.
**The Screamin’ Eagle 131 Performance Crate Engine complies with noise and emissions standards in all U.S. states other than California on 2017-later Touring Models. Replacement engines must be re-fitted with emission control devices and systems appropriate for the vehicle model and model year in order to ensure emissions compliance. Legal for use on public roads only when installed in the specified models. Street-compliant statements may not apply to markets outside the United States. Not eligible for limited warranty when installed in models other than the ones specified. Please see the Parts and Accessories warranty statement and your H-D dealer for more information. The prices provided are the manufacturer’s suggested retail prices. Actual retail prices may vary.
When the “Africa Twin” graphic reappeared on a Honda motorcycle in 2016 for the first time in more than a decade, the large-bore adventure market got a little bit bigger and a whole lot sweeter. Available in both six-speed manual and dual-clutch-automatic versions, the 998cc CRF1000L was comfortable and capable on and off road. Fast-forward to 2020 and the CRF1100L Africa Twin. That’s right, the engine gets a bump in displacement via a 6.5mm stroke increase, along with IMU-aided electronics that include six ride modes, cornering ABS, wheelie and traction control, plus cruise control and Apple CarPlay compatibility—all trackable on a 6.5-inch TFT display.
Engineers further slimmed down the semi-double-cradle steel frame, lopping off a claimed 4 pounds, and redesigned the now-detachable and manufactured-from-aluminum subframe. The previous model’s tall windshield is replaced by a shorter screen that, Honda says, eases weight transfer when riding aggressively in rough terrain and reduces chest-level high-speed buffeting. If you’re seeking even greater off-road capability, Honda also offers the up-spec Adventure Sports ES models, for which DCT likewise remains an $800 option for those riders who want to leave clutch-work to old-timers.
2020 Honda CRF1100L Africa TwinHonda
Cycle World’s Annual Ten Best Bikes
Editorial reception for the 2016 Honda CRF1000L Africa Twin was so positive that the brand-new model won Best Adventure Bike honors in its debut year. Thanks to its torquey 998cc parallel twin and balanced chassis—with wheel sizes that accept off-road rubber—the sophisticated machine delivered a rare combination of refinement and versatility.
2020 Honda CRF1100L Africa Twin Reviews, Comparisons, And Competition
Norton Motorcycles in administration for unpaid taxes
Norton CEO Stuart Garner has had three of his businesses placed under the administration of the BDO Accounting Group which have been tasked with overseeing Norton Motorcycles, along with Garner’s Donington Hall Estates and Priest House Hotel.
This does not guarantee that Norton Motorcycles will be wound up, yet, but as reported in The Guardian, Norton’s own accountants noted the following themsevles in the most recent set of official company accounts.
“[Norton is] dependent on the future financial support of its bankers and its creditors … a material uncertainty exists that may cast significant doubt on the company’s ability to continue as a going concern.”
The appointment of administrators follow Norton being pursued by the British Government over unpaid taxes that saw Garner and Norton representative recently called before the courts to try and prevent a winding up order being issued by HM Revenue & Customs.
Lee Causer, for administrators BDO
“Our job is to determine and execute the most appropriate strategy as swiftly as possible to protect creditors’ interests, bearing in mind the need to minimise distress for all parties. We are currently assessing the position of each of the companies in order to conclude upon the options available to them and the most appropriate way forward.”
What does this mean for Norton owners?
If Norton fail to get up again what will this mean for the few owners that actually took delivery of their machines from the latest incarnation of the company?
There can be no concrete answers on that score but one would predict that, initially at least, values will tank downwards quite comprehensively, before then slowly recovering back towards somewhere in the middle ground. If the experience of Bimota owners is anything to be guided by, that is how the situation might play out from here…
That is if of course if the company is actually wound up and production ceases, and that fate is still yet to be officially decided by the beancounters…
Those people who have put significant money down as a deposit on a new motorcycle, that is yet to be delivered by Norton, could be in an even worse position.
Norton at the TT
Norton’s Australian distributor James Mutton
“It’s obviously a very sad day for the brand as although we have had no official news from anyone at Norton Uk or Stuart Garner, it appears that one of the most iconic brands in motorcycling has been unable to survive the current pressures on the industry.
“Australian and New Zealand customers that have placed deposits for new models with their local dealer will be able to receive a full refund for orders, however we are not sure what is in line for those that placed orders prior to our distribution with the factory directly.
“We will obviously do our best to put those customers in touch with the correct people in the UK. In regards to existing norton owners, we still have good stock of servicing parts, and will still be operating to ensure our customers are looked after.
“Ultimately we hope a larger brand with more experience will come in and continue the brand, however this is purely speculation and we have had no official correspondence.”
Norton Motorcycles has gone into administration three weeks after being in court for non-payment of £300,000 (about $A570k) in taxes owed to HM Revenue & Customs.
Global accounting firm BDO UK has been appointed administrators of the 122-year-old British company, resurrected in 2008 when business man Stuart Garner bought the company.
Australian customers have been assured their deposits will be returned and service and parts will continue.
Path to administration
Norton was in the Insolvency and Companies Court in London on 8 January 2020 in an effort to avoid a winding-up petition over its tax bill.
Stuart had said some of the money was covered by outstanding research and development tax relief owed to the company.
Stuart said they had paid £300,000 of a £600,000 bill to HMRC and had asked for 63 days for the outstanding amount to be settled.
The hearing was adjourned until 12 February 2020.
However, BDO was called in yesterday (29 January 2020).
BDO spokesman Lee Causer they will “determine and execute the most appropriate strategy as swiftly as possible to protect creditors’ interests, bearing in mind the need to minimise distress for all parties”.
Lee Causer
“We are currently assessing the position of each of the companies in order to conclude upon the options available to them and the most appropriate way forward.”
We contacted Lee for an update on administration proceedings, whether production had ceased and the order of payment of creditors. We will update when he replies.
As usual, the tax bill will be top of the list.
Motorbike Writer has also tried to contact Norton Global Sales & Marketing boss Kay Johnson for comment, but his emails now bounce back.
When we contacted him after the court appearance he assured us they were operating business as usual and invited me to visit the historic Castle Donington factory next time I’m in the UK.
Donington Hall factory
Sadly that visit may never happen now.
The factory employs about 100 people and recently opened a new production line.
Meanwhile, the official website is still operating.
In the UK, when a company goes into administration, it is not necessarily the end.
It protects the company from creditors and winding-up proceedings while a solution can be reached.
The administrator is given eight weeks to send out formal administrative proposals to all of the insolvent company’s creditors and repay “without preference”.
“It appears that one of the most iconic brands in motorcycling has been unable to survive the current pressures on the industry,” he says.
“Australian and New Zealand customers that have placed deposits for new models with their local dealer will be able to receive a full refund for orders.
“However we are not sure what is in line for those that placed orders prior to our distribution with the factory directly. We will obviously do our best to put those customers in touch with the correct people in the UK.
“In regards to existing Norton owners, we still have good stock of servicing parts, and will still be operating to ensure our customers are looked after.
“Ultimately we hope a larger brand with more experience will come in and continue the brand however this is purely speculation and we have had no official correspondence.”
But in November, the company seemed to struggle for cash and launched a crowd-funding campaign to meet a £30 million order book for V4 and Atlas models.
Norton V4 RR
Norton Atlas Ranger and Nomad
However, a single, anonymous investor sunk £1m ($1.89m) into the company, pausing the campaign.
Stuart said he has not ruled out returning to the crowd-funding campaign at a later date.
Kay said in November they were on track with production.
“We are currently making Atlas chassis and other components ready for production/deliveries next month,” he told us in October.
“First customers have been advised and we look forward to deliveries shortly.”
Sadly it looks like those deliveries will not happen, the Atlas will never make it into production and customers who have paid deposits will have to stand in line for a refund.
Valentino Rossi will complete his astounding 15-year run with the Yamaha Factory Racing MotoGP Team at the end of the 2020 season.
Rossi has stated that will wait until mid-2020 to make the final call on whether he will remain an active rider in the MotoGP World Championship in 2021.
This time frame was requested by Rossi to evaluate his competitive speed compared to the MotoGP grid after completing the first seven or eight races of 2020.
Valentino Rossi
“For reasons dictated by the riders‘ market, Yamaha asked me at the beginning of the year to make a decision regarding my future. Consistent with what I said during the last season, I confirmed that I didn’t want to rush any decision and needed more time. Yamaha has acted accordingly and concluded the ongoing negotiations. It is clear that after the last technical changes and with the arrival of my new crew chief, my first goal is to be competitive this year and to continue my career as a MotoGP rider also in 2021. Before doing so, I need to have some answers that only the track and the first few races can give me. I‘m happy that, should I decide to continue, Yamaha is ready to support me in all respects, giving me a factory-spec bike and a factory contract. In the first tests I will do my best to do a good job together with my team and be ready for the start of the season.”
Valentino Rossi
Should Rossi decide to continue as a MotoGP rider in 2021, Yamaha assures Rossi of the availability of a Factory-spec YZR-M1 bike and full Yamaha engineering support.
Irrespective of the decisions for the future, Yamaha will provide full support and total focus for the 2020 season as Rossi commences his 25th motorcycle Grand Prix racing World Championship, his 21st season in the premier class, and his 15th year with Yamaha.
Lin Jarvis – MD Yamaha Motor Racing
“The totally understandable decision of Valentino to assess his competitiveness in 2020 before making any decision about 2021 was something that Yamaha respects and also wholeheartedly agrees to. While we have total respect for and confidence in Valentino‘s abilities and speed for the 2020 championship – at the same time Yamaha also have to plan for the future. These days, with six motorcycle manufacturers in the MotoGP class, fast young talents are greatly in demand, and consequently the riders‘ market begins ever earlier. So, it‘s a weird sensation to start a season knowing that Vale will not be in the Factory Team in 2021, but Yamaha will still be there for Valentino, whatever he may decide for the future. If he feels confident and continues to race, we will provide a Factory-spec YZR-M1 bike and full engineering support. If he decides to retire, we will continue and expand our collaborations off track with the young riders‘ training programmes of the Riders Academy and the Yamaha VR46 Master Camp, and with him as a Yamaha brand ambassador. Anyway, that is all speculation – right now we have a full season ahead of us and I can assure the fans that Valentino will have our 100% support every day until he eventually one day decides to hang up his leathers!”
Valentino Rossi waves to his fans at Phillip Island last year Source: MCNews.com.au
Quartararo starred during his debut season in MotoGP with seven podiums (5x second place and 2x third place) in his debut season with the Petronas Yamaha Sepang Racing Team. On the back of those performances the 20-year-old Frenchman will be promoted to the full Factory Yamaha MotoGP squad next season.
He will complete the second year of his current two-year agreement with the satellite Petronas Squad this season, however, this season he will be riding the factory-spec YZR-M1. Moreover, he will enjoy Yamaha’s full support throughout the upcoming season, as well as when he moves up to the Factory Team in 2021.
In 2021 and 2022, Quartararo will partner Maverick Viñales, whose two-year contract extension with the Yamaha Factory Racing MotoGP Team was announced yesterday.
Lin Jarvis – MD Yamaha Motor Racing
“We are very pleased that Fabio will be joining the Yamaha Factory Racing MotoGP Team line-up for 2021 and 2022. His results in his MotoGP debut year were sensational. His 6 pole positions and the 7 podiums in the 2019 season were a clear sign of his brilliance and exceptional riding skills. Inviting him to move up to the Yamaha Factory Racing Team after he completes his contract with PETRONAS Yamaha Sepang Racing Team was a logical next step.
“For the upcoming season he will be provided with a factory-spec YZR-M1 and he will receive full support from Yamaha.
“Fabio is only 20 years old, but he is already showing great maturity on and off the bike, and we are excited to have him join us in 2021. Fabio and Maverick will provide a big stimulus to all of us in the Yamaha Factory Racing MotoGP Team to continue to develop the YZR-M1 and leave no stone unturned in our quest for MotoGP World Championship victories.”
Fabio Quartararo
“I‘m delighted about what my management has achieved in the last few months together with YMC. It was not simple to establish, but now I have a clear plan for the next three years and I‘m really happy.
“I will work hard, like I did last year, and I‘m extremely motivated to achieve great performances.
“I feel like the winter period is too long – I‘m really excited to go to the Sepang test next week to ride my new YZR-M1 and meet and work with my crew again.
“I want to thank YMC and Petronas Yamaha Sepang Racing Team, who have given me the opportunity to enter the MotoGP class in 2019. I will give my all to do them proud again this year.”
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2020 Honda CRF1100L Africa Twin
2020 Honda CRF1100L Africa Twin
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