The number 22 was reeled in towards the end of the session though, Schrötter and Di Giannantonio getting themselves to within a tenth of the title contender, Dixon was up to P4. The top three remained the same as the chequered flag was waved, Lowes heading Schrötter and Diggia by less than a tenth. Championship leader Luca Marini (SKY Racing Team VR46) set his personal best time on his final lap to leap up to P4, 0.189 off Lowes, with Jorge Navarro (MB Conveyors Speed Up) completing the top five.
Keanu Reeves is in a new video game called Cyberpunk 2077, and so is his motorcycle company Arch Motorcycle. Recently, a video surfaced of Reeves and co-founder Gard Hollinger doing some audio recordings for the video game.
In the video, the guys talk a bit about how Cyberpunk 2077 and Arch Motorcycles got connected up. They say the game developers Projekt Red were very interested in getting Arch’s motorcycles into the game.
The company’s motorcycle Method 143 is one of the bikes that definitely influenced the game. While the game doesn’t have an exact replica of Arch’s models, there is something that Hollinger calls “143-ish.”
Reeves said that the guys behind the game were fans of Arch and wanted a kind of Cyberpunk 2077 versions of the bikes. “I thought that was a very fun idea,” said Reeves.
It sounds like Projekt Red wanted to get the details right, too, which is why they had Reeves and Hollinger out there helping get the sound for the motorcycles right. This is a detail that’s often overlooked, and one that I’m happy to see the game developers paying attention to.
“Yeah first of all yesterday we received a bad surprise. He’s caught it and now we’re wishing him to get back as soon as possible, he’s feeling a few of the symptoms and we expect him to be back in Valencia, we don’t expect him to be back for Aragon 2. We haven’t talked yet to replace him here but I don’t think we will,” said Meregalli to Crafar.
The session was delayed 30 minutes due to cold track temperatures, the MotorLand Aragon asphalt sitting at a very cool eight degrees at 09:55 local time and on safety grounds, MotoGP™ FP1 would get underway at 10:25. Pol Esparagro (Red Bull KTM Factory Racing) was the early pacesetter, with Johann Zarco (Esponsorama Racing) becoming the first crasher of the weekend. The Frenchman was perfectly ok, Turn 14 the place. Quartararo and his teammate Morbidelli then exchanged P1, with fellow Yamaha man Viñales having a front-end scare heading into the Turn 14 – the Spaniard saving a lock-up.
Red Bull KTM Ajo’s Raul Fernandez was fourth fastest at the close of FP1, half a second adrift of Binder, with SIC58 Squadra Corse’s Niccolo Antonelli closing out the session in fifth. It was a strong showing for the Husqvarna duo of Alonso Lopez and Romano Fenati as the Sterilgarda Max Racing Team sat first and second in the early runnings, bouncing back from their double disaster in Le Mans, before then Lopez eventually slipped back to sixth and Fenati down to ninth.
Consider how a Nokia phone was cutting edge 15 years ago. Now consider how archaic it seems today compared to the latest iPhone. Like phones, rider aids such as traction control and ABS have also developed at a rapid rate. The advancements in MotoGP and WSBK have filtered down to the end-user, me and you. What was high-tech on a MotoGP machine a decade or more ago is now similar to what you’ll find on a road bike.
2020 Yamaha YZF-R1
Take Yamaha’s 2020 YZF-R1 for example, equipped with remarkably similar technology to that used by Yamaha in MotoGP in 2012. The list of rider aids has expanded from simple traction control and ABS to engine braking assistance, slide control, power modes, and cornering ABS to name but a few. And there is even more on the horizon.
Sophisticated rider aids no longer hinder your fun on the track, instead they boost your enjoyment while also making the experience safer. Rider aids are there to help you and can be easily customised to the way you ride, the conditions, and the bike. They are a tool to be used to get the most out of your bike and track day.
The idea is to show you how rider aids work, and what that feels like on track. I’ll test the R1’s rider aids fully activated, set low or switched off and then somewhere in-between to suit my style of riding and all on standard road rubber. We’re not going balls-out for lap times – this isn’t racing – instead, we’re getting the most enjoyment out of our track day, safely, while riding to the riders’ limitations. That is the idea of a track day…
The YZF-R1 features an extensive electronics package
Most manufacturers use a comparable Bosch or Continental system, which is an ‘off the shelf’ item. The Bosch system is the brains, and each manufacturer tailors that system to work on their bike, to their parameters/algorithm. It’s a difficult procedure, but the base is already set by Bosch. The Yamaha system, however, is vastly different. Everything is done in-house and produced by Yamaha using the technologies learnt in racing.
Each manufacturer’s system is different as they use different tech and parameters. For example, manufacturer A might allow two per cent of wheel slip before any traction control intervention, and manufacturer B may allow five per cent of wheel slip, it all depends on the manufacturer.
Secondly, the level of tech may be different, some using the very latest generation, while others are using two or three-year-old tech. And finally, the power and the way a bike makes power, generates grip, brakes, etc, will differ too. It’s an incredibly time consuming, complex and expensive task to set up each bike, taking into account all the possible different scenarios.
Alongside the ECU, an IMU provides additional information for the electronics
A large percentage is done via clever mathematics, algorithms, and simulations, but there is still the need for endless laps and rider feedback in all conditions. Remember the rider aids must work for different riders, on changeable surfaces, and changeable tyres.
To highlight the complexity let’s take one example, traction control. The ‘system’ must detect wheel spin. Wheel sensors show the rear wheel is spinning faster than the front, then sends a message to the brain. The brain also gets a message from the throttle – ‘we are at 90 per cent open’, ‘the gearbox is in first gear’, ‘the crank speed shows rpm have risen dramatically’, faster than possible without rear-wheel slip.
It assesses all these messages and reacts accordingly, reducing the power so both wheels are once again rotating at the same speed. How fast this happens, how quickly these messages are sent, and how quickly it re-introduces the power depends on the bike and technology.
The YZF-R1’s ECU talks to the IMU and runs the electronic aides
This is all done almost instantaneously, in the blink of an eye – actually less than that. It’s constantly monitoring as you ride, and will react dependant on the mode you’ve selected. Again for example, if you’re in Rain mode, the rider aids will be more intrusive, and act faster – hopefully.
This is an extremely basic example as we haven’t spoken about the lean angle and G-force factors a modern IMU make possible, which the Yamaha R1 also takes into account. This is like describing brain surgery as opening someone’s head with a spoon – very simple.
Now time to test it
The plan is simple. After a few laps to get used to the track, Yamaha’s 2020 R1 and its standard Bridgestone tyres, we will try a full 20-minute session with the rider aids set to their highest level. Then we’ll have another session with the rider aids reduced as much as safely possible. Finally, we will take full advantage of the Yamaha’s electronic system and tailor the rider aids to match the conditions and the way I ride.
We’re not pushing for lap times or racing, we’re simply enjoying the bike and Silverstone safely, using the rider aids as a safety net. This is an experiment I’ve wanted to do for some time. All testing was done with suspension stock, tyres the stock Bridgestone S22s and with track pressures. Let’s go.
Session 1 – Rider aids set to maximum – Power 3, TCS 9, SCS 3, EBM 3
We’ve chose not to opt for Power-4, which reduces power to 70%. We performed the test at Silverstone, on the GP layout, the extremely fast F1 track. I didn’t fancy riding in fast track day traffic with just 70%, therefore, we opted for the softest full-power mode.
I was unsure what to expect. Years ago, early traction control set to maximum would transform a beautifully fuelled bike into a miss-firing bronco, but not anymore. In fact, as I leave pit lane with a huge handful of throttle the power takes me by surprise. Power mode 3 still gives a full peak output of 197 bhp just with less mid-range and a softer throttle, it’s quick.
Yamaha YZF-R1 Electronics/Rider Aids Test
First time down the Hangar Straight I’m overtaking slower bikes, despite being in the ‘soft’ mode. Don’t be deceived, the R1 is still a swift bike, but simply tamed in the low-mid-range. It’s far less physical to ride. It’s also much calmer out of the slower corners as I’m driving smoothly, not drifting wide on the exit.
The soft power makes the angry, snarling R1 as intimidating at a kitten. A new or relatively inexperienced rider would love this mode, which is fast enough to take your breath away and to overtake, but smooth lower down and forgiving too.
Don’t be deceived; you can still crash (especially on cold tyres), this is not a fool-proof motorcycle, but it’s almost comical how early you can accelerate while still leaning over. The soft power, combined with maximum rider aids, are the perfect recipe for boosting confidence, especially when the tyres are still coming up to temp.
Again, unlike the electronic systems of a decade or more ago, there is no misfire and no splutter, just controlled power. You might want 197 bhp on a cold tyre with 45-degree of lean but the bike knows best.
Yamaha YZF-R1 Electronics/Rider Aids Test
Braking is interesting, as there is less engine braking with EBM-3. This means the engine behaves more like a two-stroke as there is less mechanical braking, while the rear doesn’t lock up when braking heavily. You can’t feel the revs increase on the brakes, but the bike flows beautifully into the corners, especially into Stowe and Brooklands where you carry corner speed into the apex.
Session 2 – Rider aids set to minimum – Power 1, TCS 1, SCS 0, EBM 1
Like many of us, when I ride a bike with the rider aids turned off, I instantly feel nervous, despite growing up in an age of no rider aids. Out the pits and everyone else is on slicks with warmers and for the first lap everyone is overtaking me – in fact, I was quicker on lap one in session one.
Yamaha YZF-R1 Electronics/Rider Aids Test
But as the heat develops so does my trust. The standard R1’s feedback is excellent, you can feel the grip, but it takes more attention than before, and once we’re up to speed and temperature, I can push on for a quick lap. The throttle is more responsive, there’s more power on tap, the connection feels sharper.
When loading the rear tyre on the initial turn of the throttle, you can feel the standard Bridgestone move a fraction, then it grips and digs in as you dial in the power from the cross-plane engine. I’m going faster than in session one, accelerating harder out of turns, but probably accelerating later, waiting a fraction longer, getting the bike upright.
Without the engine brake assist, the now strong engine braking causes the rear to slide when you load the front tyre and the rear goes light. This was fine, not too worrying, but not ideal for a fast lap time and enough to worry someone without track experience. The longer the session goes on the more the rear standard Bridgestone starts to move around. Keeping in mind setting 1 (out of 9) on traction control is for slicks, with warmers, not road rubber, which is designed to work in all conditions, including the wet and cold.
Session 3 – Rider aids set to ‘in between’ – Power 2, TCS 2, SCS 1, EBM 2
Power mode 1 was a little too aggressive, too sharp, so I’ve opted for 2. I’ve turned back on the slide control and left traction control on 1. Engine braking is in the middle at 2 because I still want some engine braking but not enough to slide the rear.
Yamaha YZF-R1 Electronics/Rider Aids Test
Now I’m happy, it feels like I’m riding my bike, which matches my riding and the rubber on test. We’re not on elbow-dragging slicks, which is why I’ve added a little bit of slide control and traction, just to give me a safety net. I can get on the power early with confidence, knowing I have some rider aids to help. The power is strong, but the instant turn of the throttle is a little easier. I’m not pushing for lap times but want that extra drive in the mid-range to overtake safely.
The engine braking is precisely where I want it; the rear no longer skids and slithers into corners, instead it’s nice and balanced with just enough engine braking. For a 20-minute track session, I’m lapping reasonably quickly, safely, hitting my markers without too much determination, and I’m not out of breath on the last few laps. We could have opted for something more aggressive, but it’s a track day, not a race.
Final session – Power 3, TCS 3, SCS 3, EBM 2
How many times do you see track day riders packing away before the last session because they are tired? How many times have you heard, “I don’t want to push it in the last session?” Yes, that is a wise decision, and I was tired after a full day on track, which is why, rather than head for the pub, I simply increase the rider aids for the last session.
Back to the softest power mode to make life simpler, I also increase the traction and slide control on the rear as the Bridgestone is now badly worn, and leave the engine braking alone. I’m riding a little slower, but still having fun. Even in power mode 3, the R1 is still rapid, and I’m still tucked in on the 160 mph-plus straights, but the acceleration is tamer. More rider aids are controlling the grip, which gives me more time to choose the correct line, and essentially be a little lazier. While some are packing away, I’m still smiling and having fun, all in relative safety thanks to the rider aids.
Verdict
Rider aids are so good, it almost feels strange and intimidating to ride without them. Yamaha’s R1 is a proven example, you don’t really ‘feel’ the rider aids working and there aren’t any misfires or alarming spluttering, instead they are an arm on your shoulder holding you back from doing something untoward, like an older brother stopping you from doing something stupid.
Yamaha YZF-R1 Electronics/Rider Aids Test
Additionally, they are simple and easy to trim, depending on your abilities and where and how you ride. In perfect conditions on slicks, yes, I might choose to remove the rider aids, but back in the real world, I’ll take modern rider aids every time.
BMW’s Boxer powered R 1250 RT has long been a favourite for long-distance tarmac motorcycle touring.
Bright new LED lights are standard while an ‘Adaptive Turning Light’ is added to the options list
A large and fully featured touring motorcycle but one that, for its size and 279 kilogram heft, is incredibly agile with a genuine sporting bent that really surprises.
2021 BMW R 1250 RT
For the 2019 model year the R 1250 RT got a new more powerful 136 horsepower and 143 Nm ShiftCam engine but the rider interfaces and other technology on the bike remained as per the previous model.
2021 BMW R 1250 RT
2021 will see the bike gain a new 1920 x 720 pixel 10.25-inch TFT screen with Wi-Fi, updated full integral ABS Pro and a fresh face for the coming model year.
Another headline feature is the new adaptive cruise control system with radar sensors that will be a standard feature for the Australian market.
Radar cruise control distance sensitivity can be changed on the move
Bright new LED lights are standard while an ‘Adaptive Turning Light’ is added to the options list where the dipped beam of the headlight turns into the bend by up to 35-degrees.
2021 BMW R 1250 RT
Three Riding Modes are standard with more customisation available via optional Riding Modes Pro in conjunction with an electronic engine braking regulation system dubbed MSR.
2021 BMW R 1250 RT
Hill Start Control is also available with an optional Pro specification that adds extra control via sensors that measure gradient to vary the amount of brake pressure required to hold the bike.
2021 BMW R 1250 RT
An upgraded Audio System 2.0 also becomes available complete with DAB+ and new speakers along with extra functionality.
2021 BMW R 1250 RT
The new R 1250 RT will be available in four variant levels – RT, Elegance, Sport and Option 719 – with pricing and specification detail for the Australian market to be announced in early 2021 before the local launch of the model in the second quarter of 2021.
Ducati have gone all-out overnight with a cavalcade of videos and information surrounding the launch of the new V4 Granturismo engine.
While the switch from the iconic L-Twin to V-Four power in their premium sportsbike flagship took place in 2018, their latest touring platforms, the Multistrada, has until now stayed faithful to Ducati’s twin cylinder roots and is currently powered by a 1262 cc DVT Testastretta engine producing 158 horsepower and 129 Nm.
The V-Four is 1.2 kg lighter than the DVT twin while also benefitting from being much more compact, it is 20 mm wider, but a full 95 mm lower in height and 85 mm shorter in length
The new 1158 cc 90-degree Euro 5 spec’ V-Four unveiled overnight makes 170 horsepower, with that peak number arriving 1000 rpm higher than the big twin’s 158 ponies.
Pistons are 2 mm larger in diameter than the V4 Panigale to realise a capacity of 1158 cc
The V-Four almost matches the DVT Testastretta for peak torque, at 125 Nm it is only 4 Nm shy of the twin-cylinder and that peak arrives only 1250 rpm later.
Intake valves are 33.5 mm and the exhausts 26.8 mm. These are activated via a conventional valve spring and finger follower rather than Ducati’s iconic Desmodromic set-up
Shorter gearing to take advantage of those rpm sees Ducati also claim that the new engine bests the twin when it comes to low and mid-range roll on performance in third and fourth gear.
Conventional steel valve spring and finger follower set-up used by most manufacturers.
Remarkably, at 66.7 kg the V-Four is also 1.2 kg lighter than the DVT twin while also benefitting from being much more compact, it is 20 mm wider, but a full 95 mm lower in height and 85 mm shorter in length which allows for much more flexibility in chassis design.
Ducati have gone away from their epochal Desmodromic valvetrain in favour of the conventional steel valve spring and finger follower set-up used by most manufacturers.
The new engine takes its inspiration from the sporting V-Fours already in production and boasts a counter-rotating crankshaft with 70-degree offset pins that deliver their trademark Twin Pulse firing order and a heady 14:1 compression ratio.
1158 cc 4-cylinder 90° V engine
A 2 mm larger bore is responsible for the hike in capacity from the 1103 cc of the Panigale to 1158 cc for this sports-touring Granturismo application that will power the coming fourth generation of the Multistrada family.
Pistons are 2 mm larger in diameter than the V4 Panigale to realise a capacity of 1158 cc
Once infamous for high servicing costs Ducati have worked very hard over the previous decade to shrug off that reputation with longer and longer valvetrain service intervals and this new V-Four pushes that envelope further with clearance checks required only every 60,000 km. Oil and filter changes for the semi-dry sump are required every 15,000 km.
Stroke is the same as the Panigale V4
One development that might insult some Ducatisti purists is that Ducati have gone away from their epochal Desmodromic valvetrain in favour of the conventional steel valve spring and finger follower set-up used by most manufacturers.
Ducati have gone away from their epochal Desmodromic valvetrain in favour of the conventional steel valve spring and finger follower set-up used by most manufacturers.
Ducati state that their expertise developed with their Desmo systems has enabled them to achieve a reliable high-performance valvetrain. In the Granturismo application the intake valves are 33.5 mm and the exhausts 26.8 mm.
Quad-cam V-Four
Ducati also state that this engine is, as you would expect, much smoother throughout the rev range than the twin and has a much shorter first gear than its sportsbike brethren to help with low-speed riding.
Wet multiplate anti-patter servo clutch
Compared to a pure performance-oriented engine like the Desmosedici Stradale, the V4 Granturismo engine has smaller 46 mm oval throttle bodies, longer ducts and optimised combustion chambers.
Throttle bodies of each bank are driven by a dedicated electric motor and can activate the throttles asynchronously between the two banks
The throttle bodies of each bank are driven by a dedicated electric motor and can activate the throttles asynchronously between the two banks. This solution, thanks to the complex control strategies managed by the full Ride by Wire system, allows the rider to shape the character of the engine according to the selected Riding Mode.
V4 Granturismo cylinder head designed for sports-touring application
A common bugbear with Vee engines in motorcycle applications is the great amount of heat generated immediately beneath the rider by the headers of the rear cylinders, to help counteract this Ducati have employed rear cylinder deactivation at idle to help reduce the build-up of heat stress in stop-start city riding scenarios.
Rear cylinder deactivation reduces heat transmitted to the rider in city riding scenarios
This new powerplant looks to be an exciting step forward and I can’t wait to see what other surprises that the fourth generation Multistrada platform might have in store for us.
Be a nice piece of art to have mounted and hung on your wall….
Ducati V4 Granturismo main technical data
1158 cc 4-cylinder 90-degree V engine
Bore x stroke 83 x 53.5 mm
Compression ratio 14:1
Maximum power 125 kW (170 hp) at 10,500 rpm
Maximum torque 125 Nm (12,7 Kgm) at 8,750 rpm
Euro 5 homologation
Distribution part chain, part gear – timing with dual overhead camshaft, 4 valves per cylinder
Counter-rotating crankshaft with crank pins offset at 70°
Wet multiplate anti-patter servo clutch
Semi-dry sump lubrication with three oil pumps: 1 delivery and 2 return
Fuelling with four oval throttle bodies (46 mm diameter equivalent)
6-speed gearbox with Ducati Quick Shift (DQS) Up & Down System
Honda Racing Corporation (HRC) has announced that it has renewed its agreement with British rider Leon Haslam who will continue to wear Team HRC colors during the 2021 FIM Superbike World Championship (SBK).
Haslam joined the Team HRC factory team at the end of 2019, making an important contribution to the positive development of Honda’s SBK project and fighting hard on track to achieve the best possible results during a season that has been significantly affected by the global Covid-19 pandemic.
The one-year contract extension will therefore see the Brit continue to race on “CBR 1000RR-RW FIREBLADE SP” factory bike, alongside Spanish rider Alvaro Bautista during the 2021 SBK.
Leon Haslam – Team HRC
“To say I’m pleased about renewing my contract with Team HRC would be an understatement. This year has been difficult, with Covid-19 and limited test sessions, but I knew right from the start that this project has great potential and so to have a second year in which to continue developing the FIREBLADE and working with the team is very important to me. I’m really confident that we can be fighting for the top steps of the podium in SBK and that’s my ultimate goal, so to work towards this with Honda and Team HRC is fantastic. I’m excited and can’t wait for the 2021 season to get underway.”
Yoshishige Nomura – Honda Racing Corporation President
“We are pleased to announce that Leon Haslam will remain a part of our Team HRC factory squad for another year. Leon is an experienced and highly motivated rider who has strongly committed to our SBK project since joining Honda at the end of 2019, working hard with the HRC engineers to exploit the full potential of production model CBR1000RR-R FIREBLADE SP despite all the limitations and challenges posed by the globally unsettling Covid-19 pandemic. Confirming our rider line-up will bring continuity to our project and allow us to continue along our growth path in the most important production-based championship. We are confident that we have the potential to win races as well as the title and we will continue to work towards this goal.”
“Unfortunately, this morning I woke up and I was not feeling good. My bones were sore and I had a slight fever, so I immediately called the doctor who tested me twice. The ’quick PCR test‘ result was negative, just like the test I underwent on Tuesday. But the second one, of which the result was sent to me at 16:00 this afternoon, was unfortunately positive. I am so disappointed that I will have to miss the race at Aragon. I’d like to be optimistic and confident, but I expect the second round in Aragon to be a ’no go‘ for me as well… I am sad and angry because I did my best to respect the protocol and although the test I had on Tuesday was negative, I self-isolated since my arrival from Le Mans. Anyway, this is the way it is, and I can’t do anything to change the situation. I will now follow the medical advice, and I just hope I will be feeling well soon.”
Facts
– On Sunday 11th October, Rossi left the Le Mans circuit and travelled back to his home in Tavullia, Italy.
– On Tuesday 13th October, Rossi underwent the usual PCR (Polymerase Chain Reaction) test, which is compulsory for those who visit their homes in between races. The result was available the next day and it was negative.
– On Wednesday 14th October, Rossi was feeling fully fit and he trained at home without any symptoms or inconveniences.
– On Thursday 15th October, he woke up in the morning and felt a bit sore. He had a slight fever and immediately called a doctor. The doctor conducted two tests:
1. A ’quick PCR test‘, that again came back with a negative test result. 2. A standard PCR test, of which the result arrived on Thursday 15th October, at 16:00 local time. Unfortunately this result was positive.
– During Rossi‘s stay at his home from Sunday night (11th October) to today (15th October), he has NOT been in contact with any person that is currently present at the Gran Premio de Aragón, including VR46 Academy riders, VR46 staff, Monster Energy Yamaha MotoGP team members etc.
– Rossi’s condition will be closely monitored by the medical staff in Tavullia.
– The situation will be reviewed every day with a view to Rossi’s participation at the upcoming MotoGP race events.
Lin Jarvis – Yamaha Racing
“This is very bad news for Valentino and very bad news for the Monster Energy Yamaha MotoGP team and for all MotoGP fans around the world. First and foremost we hope Valentino will not suffer too much in the coming days and will recover fully in the shortest time possible. It comes as a second blow for our MotoGP operations having faced the absence of Project Leader Sumi-san and five YMC engineers at the Le Mans race after one member tested positive – despite being fortunately totally asymptomatic. These two incidents remind us that no matter how careful you are, the risk is always present – as we see with the rising numbers of infections in Europe at this time. We have checked with the Italian health authorities and we have been advised that any member of our team that was in contact with Valentino up until Monday is excluded from direct risk. Nevertheless, we will be even more attentive from now on to minimise the chance for any future issues.”
