Tuesday, 1 October 2013

One year after retiring from MotoGP™, Australian hero Casey Stoner will return to the Phillip Island Grand Prix Circuit to join fellow Aussie World Champions Wayne Gardner and Mick Doohan for a lap of honour at the 2013 Tissot Australian Motorcycle Grand Prix.

There are only three riders who have been recognised with their own stretch of bitumen at the renowned Phillip Island track and it is fitting that all three will ride together in a once-in-a-lifetime display for fans at next month’s MotoGP™ event.
Stoner has completed hundreds of laps around the 4.445km circuit on race weekends but 2013 will be something different for the two-time World Champion.
"The 2012 Australian Motorcycle Grand Prix was a fairytale ending to my MotoGP™ career," he said. "It will be nice to take to the track with Mick and Wayne this year without the pressure of competing. I look forward to enjoying it and mixing with the fans that have supported me throughout my career."
Stoner has won the Australian Motorcycle Grand Prix for the last six years in a row and in 115 MotoGP™ outings started on pole 39 times, set 29 fastest laps and took 69 podium finishes. He won 38 times; only Rossi, his great compatriot Giacomo Agostini and Mick Doohan stand above him on the all-time premier class winners’ list.
Stoner will be joined by Gardner and Doohan on 20 October, just moments before the start of the 2013 Tissot Australian Motorcycle Grand Prix in which a new King of Phillip Island will be crowned.

Rumors of a three-cylinder replacement for Yamaha’s crossplane YZF-R1 started at Intermot last year with an inscrutable exhibit promising new motorcycles with a “crossplane” inline-triple. It was a tease, of course, making us wonder just what the Tuning Fork guys had in mind, and what, exactly, they meant by a “crossplane” triple. Except for a few Laverdas, aren’t they all?

We have it on good authority that when a new R1 comes—probably for ’14, as Yamaha hinted that more new models will be introduced in September—it almost certainly won’t have three-abreast seating. Whether it’s closer to Lorenzo’s daily driver or the current R1 remains to be seen.
And what of the triple? Here it is in the 2014 Yamaha FZ-09, a naked standard to replace the FZ1-derived FZ8. But not to replace the FZ1, which has been largely unchanged since moving into its second generation way back in 2006. Supposedly, the FZ1 will continue into the ’14 model year.

Yamaha has penned an entirely new “crossplane” engine for the FZ-09, featuring 120-degree crank phasing, a modern, compact cylinder head, ride-by-wire fuel injection, and 65 lb.-ft. of torque. Let’s hope this is the first of many new triples.

At the heart of the FZ-09 is an all-new, 847cc triple featuring, you guessed it, a crossplane crank. Actually, it’s just your usual 120-degree arrangement familiar to anyone who’s opened up a modern Triumph or fiddled with any of Kawasaki’s two-stroke triples. With a bore and stroke of 78mm and 59.1mm, respectively, the liquid-cooled mill is less oversquare than the R1 or current FZ1 powerplants. Comparing Yamaha’s new triple to the Triumph Speed Triple’s 1050cc engine shows just how long-stroke the Hinckley machine is, with a 1.11:1 bore/stroke ratio against the Yamaha’s 1.32:1. Triumph’s newer triples, in the Tiger 800 and Explorer/Trophy, both run 1.19:1 bore/stroke ratios. The only engines in the Triumph catalog with a more oversquare configuration are the Street Triple (1:42) and Daytona 675 (1:53:1). Redline is 11,000 rpm, which is conservative for a 59.1mm stroke. So, the new Yammie mill is right in the thick of things, design-wise.

New switch clusters debut on the FZ-09. A combined starter/kill-switch lives above a push-to-change Mode button and a hazard-light slider. Note the throttle cables; this is still a ride-by-wire bike.

A modest 11.5:1 compression ratio suggests “tuning for torque,” as does the omission of a horsepower spec for the U.S. models. (Yamaha Italy released information on the MT-09 before the American embargo expired, including a power rating of 115 CV, which converts to 113.4 bhp.) For us, Yamaha says only that the engine makes 65 lb.-ft. of torque at an unspecified speed. A cutaway on display at the press event reveals few groundbreaking technologies, just a compact, modern motorcycle engine with ride-by-wire electronics and three ride modes (but no TC). Yamaha has a new set of switch clusters for the FZ-09, and a pushbutton labeled Mode presumably switches among the three drive modes. In order to bolster midrange torque, Yamaha’s engineers fitted staggered-length intake trumpets inside the airbox. (They’re listed as “variable length” in the press materials, but they are of fixed dimension.) A single gear-driven counterbalancer resides just ahead of the crankshaft line, an important component to reduce vibration in a 120-degree triple.
It is, of course, liquid cooled, and makes use of a stacked transmission to reduce length. Cam drive via chain runs along the right side of the engine. Primary drive is on the opposite end of the crank via straight-cut gear to a conventional wet clutch sans slipper mechanism. It’s interesting to see a permanent-magnet alternator hung off the left side of the engine rather than tucked behind. That it stands out so much is probably more an indication of how compact the rest of the engine is.

A reasonably sized saddle proclaims Yamaha’s desire to make the FZ-09 feel really, really narrow. Seat height is listed as 32.1 inches, so the taper of the saddle will help shorter riders.

The FZ-09’s aluminum chassis is similarly compact, providing a wheelbase 0.8 inches shorter than the FZ8’s and less trail, too. At 414 pounds claimed curb weight (the 3.7-gallon tank full), the 09 undercuts the FZ8 by a whopping 53 lbs. Yamaha’s market research suggested a comfortable riding position was a high priority for potential customers, so the handgrips are 53mm higher and 40mm closer to the rider than on the already comfortable FZ8, and the footpegs are 26mm lower and 2mm more rearward. The swingarm mounts to the lower-aft frame section from the outside—the frame does not go around the swingarm pivot—making the bike very narrow. The pre-production machine we straddled felt remarkably light and lithe.
Part of that light feeling no doubt comes from the low, “mass centralized” exhaust system, which features connecting pipes between cylinders 1-2 and 2-3, an oxygen sensor, and stubby outlet behind the rider’s right heel. There are no EXUP-style valves in the system.

• 
  

  Styling cues from Yamaha’s supersports take the edge off the FZ-09’s bulky exhaust system.
• 
  

  Well, it isn’t pretty, but we’re willing to bet the FZ-09’s under-slung exhaust system is efficient and quiet.

  
  
• 
  

  Radial-mount, four-piston calipers grip 298mm discs. No ABS yet. Probably soon.

The rest of the FZ-09’s running gear is modern if not exactly leading-edge spec. Brakes are new differential-piston, four-pot radial-mount items up front and a single-piston caliper out back. Discs are 298mm and 245mm, respectively. ABS is not currently offered, though with ABS expected to be mandatory in the EU by 2016, it’s likely we’ll see an ABS version of the FZ-09 before too long. Adding ABS means wheel-speed sensors, so traction control becomes possible as well. Who knows, maybe cruise control on a naked while they’re at it?
Suspension is by a single, semi-laydown style shock with linkage and a 41mm inverted fork. Yamaha confirms that adjustments are limited to spring preload and rebound damping at both ends, and it appears the fork has damping components in the right leg only. (That’s how the FZ8 is currently configured.)
Best for last, though: Yamaha, continuing a trend started with the Star Bolt, has priced the FZ-09 aggressively. At just $7990, it’s $900 less than the FZ8 and $2800 under the FZ1, which will remain in the ’14 lineup. Let’s hope

Friday, 13 September 2013

Marc Marquez set the pace in both practice sessions as Friday signaled the start of the GP Aperol di San Marino e Riviera di Rimini weekend at Misano. The Repsol Honda Team rider narrowly edged out teammate Dani Pedrosa, while Valentino Rossi ended the day quicker than Jorge Lorenzo as both ran seamless transmission of the first time.

Already the championship leader heading to Misano World Circuit Marco Simoncelli, Marquez has started as he means to continue by locking out both sessions. The margin was narrow, though, with Pedrosa moving to within 33 thousandths at the end of the day having previously overcome problems as his bike suffered vibrations. In third place, Rossi was ahead of Lorenzo, but Misano marks a critical race for all at Yamaha Factory Racing as it finally puts its seamless transmission system into practice.

Standout performance of the day went to Aleix Espargaro, as the Catalan rider hauled his CRT-specification ART machine into the top five for Power Electronics Aspar. This remarkable effort, only half a second off the top spot, demoted GO&FUN Honda Gresini’s Alvaro Bautista to sixth place ahead of Ignite Pramac Racing’s Michele Pirro and Ducati Team’s Andrea Dovizioso. Stefan Bradl was ninth for LCR Honda MotoGP, but suffered a Turn 6 crash during the afternoon session.

It was a tough day for Monster Yamaha Tech3, with Cal Crutchlow and Bradley Smith off the pace in both sessions. The former finished tenth, one second down on Marquez, while his teammate was 14th fastest and experience at crash on entry to the first corner, Variante del Parco. A total of six Italians are competing this weekend, including Andrea Iannone (Energy T.I. Pramac Racing), Danilo Petrucci (Came IodaRacing Project) and Claudio Corti (NGM Mobile Forward Racing) who ended proceedings in respective 11th, 13thand 15th positions.

Saturday’s third practice session gets underway at 9:55am local time (GMT +2).

Tuesday, 13 August 2013

Ahead of this weekend’s Red Bull Indianapolis Grand Prix, its pair of American wildcard riders were in action at the Indianapolis Motor Speedway for pre-race testing.

The test took place last Friday, with Blake Young and James Rispoli in attendance. Young returned to action for Attack Performance Racing, having previously written off his APR bike in a crash at Laguna Seca, whereas Rispoli was riding a Moto2™ Mistral 610 machine for GPTech.

“It’s pretty exciting to be home here in America and be able to ride on the world level like this - and being able to do it at the Indianapolis Motor Speedway makes it all the better,” begins Young, whose first outing of the 2013 season came at Round 2 in Texas. “My crew has done an amazing job of working together to rebuild the bike and put me on a world stage here.”

Rispoli will make his World Championship debut as a two-time AMA SuperSport champion.

“It’s going to be tough,” says the Daytona Beach rider. “We’re going to race against the best guys in the world and it’s a motorcycle I’ve never seen before. It’s also a track I’ve never seen, so thankfully we had the test so we can get further up to speed and see if we can get on the back of these guys. I think first free practice is going to be kind of like, ‘Oh, wow!’ but I’m going into it wanting to get on the back of them; let’s learn as much as we can and get the most experience that I can. I don’t really know what to expect with the first time racing at the highest level of our sport and I thank everyone at GPTech for getting me in front and showcasing my talent.”

Indianapolis will mark the third and final American race to be included in the 2013 MotoGP™ calendar, after those of Austin, Texas and Laguna Seca, California.

Monday, 12 August 2013

Confidence levels have been boosted at Remus Racing Team following a test session in the Czech Republic, preceding its race debut as a CRT wildcard with Martin Bauer later this month.

The test took place last week, as the Remus Racing Team outfit - run by S & B Motorsport - shared the Brno circuit with Yamaha Factory Racing riders Jorge Lorenzo and Valentino Rossi. Later in August, the squad will become the first ever Austrian outfit to compete in the premier class of the World Championship.

“We could have performed a lot better and are quite capable of performing well in MotoGP,” comments Bauer, who hails from Vienna. “Being only three seconds behind Rossi in testing…not bad at all. You have to remember that the course at Brno is almost twice as long as the Sachsenring. Three seconds is not a long time for such a long distance.

"Naturally, I rode behind Rossi and Lorenzo a few times and watched how they positioned their bikes and where they are faster. It was interesting to see that they can’t work magic either. At the entrance or at the top of the curve there isn’t much between us, though there is a world of difference accelerating out of the corner. They have great traction and the bikes don’t hop, even with such tremendous power. Nothing shakes at all. The mechanical grip that they get from their chassis tuning is gigantic."

During the test, Bauer trialled a new clutch on his Suter-BMW which is hoped to enable better starts.

"Essentially, we have our work cut out for us before the Grand Prix, but it’s better to have small problems now than at the performance," adds Head Mechanic Fritz Schwarz. "I’ve put together a second bike for Martin that on the first attempt went as well as the one we tested. This shows that it still has a lot of potential."

37-year-old Bauer’s World Championship debut at Brno will come on 25th August.

Large press conferences from Honda and Ducati held right before EICMA 2012 may have stolen a bit of the thunder from Milan’s annual motorcycle show, but we still came away impressed with the variety of significant new bikes on display. Although finding the 10 motorcycles that we’d most like to ride in 2013 certainly qualifies as a tough task (hey, only Bruno dePrato speaks Italian), that’s the reason we’re here.

1. Aprilia Caponord 1200
This adventurer-tourer, developed from the supermoto-inspired Dorsoduro 1200, is a versatile machine, fun
in the city yet big enough for a two-up ride into the country, aided by good wind protection and that large, 1197cc V-Twin. In addition to a ride-by-wire system with three maps (Sport, Touring, Rain), the Caponord 1200 boasts ABS and traction control, both of which can be defeated. The available Travel Pack offers active suspension damping, cruise control and color-matched panniers.

 

2. Bimota BB2
Bimota already has an abundance of Ducati-powered offerings, so it was refreshing to see this BMW
S1000RR-engined bike on display, although situated behind glass. Designed by the folks at sak_art design,
the BB2 uses an aluminum chassis and bodywork that recalls some of the Bimota shapes from the ’90s.
With its 193-horsepower, BMW-sourced powerplant, however, the BB2 will undoubtedly possess hyperbike
performance more fitting for 2013 and beyond.

 

3. BMW F800GT
This full-dress version of the F series parallel-Twin replaces the F800ST. Although it’s fitted with a sporty, new fairing, it does retain the ST’s 4.0-gallon tank and stepped seat. Most important, the dohc, 798cc engine generates a claimed 90 hp at 8000 rpm and 63.4 foot-pounds of peak torque at 5800 rpm, which is said to accelerate the bike to 60 mph in 4 seconds and to speeds in excess of 120 mph. Taller riders will appreciate the higher handlebar and the protection offered by the fairing.

 

4. Ducati Hypermotard 821
Offered in two versions, Base and SP, the latest Hypermotard is powered by a superb engine: the brand-new
821cc Testastretta V-Twin with 110 hp at 9250 rpm and 65.8 ft.-lb. of torque at 7750 rpm. Not only that, but the 821 has the most advanced ride-by-wire electronics, with three selectable power maps, traction control and Brembo brakes with Bosch ABS that offers three selectable levels of intervention. Perhaps what we like most of all: a valve-adjustment interval of 18,600 miles.

 

5. Honda CBR500R
The emphasis is on sporty affordability with the all-new Honda CBR500R, a fully faired sportbike with a
strong resemblance to the rest of the CBR family. Powered by a liquid-cooled, 500cc parallel-Twin with
a counter-balanced 180-degree crank, the 500R is perfectly positioned to introduce a new crop of young
buyers to the sportbike world, aided by a rigid steel frame that has been tuned for excellent handling
response. Perhaps most important is an entry price of only $5999, with ABS likely costing an extra $500.

 

6. KTM 1290 Super Duke R
The good news first: Although the 1290 Super Duke R is just a prototype, KTM says it will build a
production version, with first test rides taking place sometime in 2013. We can’t wait to ride this latest
naked KTM, which is fitted with a bored-out, liquid-cooled, RC8 R V-Twin engine, chrome-moly steel
chassis, single-sided swingarm and WP suspension. KTM hasn’t shared many details about this bike, but the
Austrians have told us it will have ride-by-wire throttle with ABS and traction control, both of which will be made “disengageable” to allow for stoppies and wheelies. Very thoughtful.

 

7. Moto Guzzi California 1400
This large bike, available in Touring and Custom versions, traces its lineage to 1970, when the LAPD chose
the Moto Guzzi V7 Police over Harley and the Japanese to be the agency’s patrol bike. Now, more than 40
years later, we get the California 1400, considered by many to be the star of EICMA. Taking center stage is its air-cooled, 1380cc V-Twin, which features a Y-shaped manifold with long runners that help it produce 96 hp and 88.5 ft.-lb. of torque at only 2750 rpm—quite helpful in an 743-pound machine. Officers Malloy and Reed of Adam 12 fame would approve.

 

8. MV Agusta Rivale 800
With engine and rolling gear from the F3 and Brutale 800, the aggressive new Rivale 800 is impossible not
to like. The Triple, one of the best in production, puts out 125 hp, backed by 60 ft.-lb. of torque at 8600 rpm and managed by a ride-by-wire throttle that offers traction control and selectable power mapping. Although some say the Rivale 800 is a tad too aggressively styled, it benefits from beautiful detail work in areas such as the tank, seat, lights and mirrors. With a claimed dry weight of only 375 lb., this thing should fly.

 

9. Triumph Daytona 675R
With a larger bore and shorter stroke, the high-revving Triple in the 675R now spins to 14,400 rpm.
Horsepower is up by only 2, but Triumph has produced a cylinder block that’s now separate from the upper
crankcase and lined with ceramic-coated aluminum bores. The most obvious change on this significantly
updated bike is a low-mount exhaust that centralizes mass and shifts weight forward for sportier handling.
Replete with new slipper clutch, the 675R will set you back $11,599.

 

10. Vespa 946
Okay, we know, we said this was a list of 10 motorcycles, and this Vespa clearly is a scooter. But we can’t keep our eyes off the 946; it’s the best-looking scoot we’ve seen in who knows how long, its 946 name a reference to the first Vespa of 1946. Based on the Quarantasei concept unveiled at EICMA 2011, the
handsomely curvaceous 946 is available initially in classic 125cc form, although a 150cc model (and others) will follow soon. The frame is made of steel, but for the first time in Vespa’s history, it incorporates some aluminum alloy sections.

An Uphill Struggle: The 2013 Ben Spies Journey

Friday, 9 August 2013

Having been demoted to the role of spectator for the last seven races, Ben Spies is more than eager to return to the race track as the season continues at Indianapolis.

As witnessed in motogp.com video feature An Uphill Struggle: The 2013 Ben Spies Journey, the American injured his left shoulder in the Malaysian Grand Prix crash which prematurely terminated his 2012 season. Another heavy blow in practice for this season’s Qatari event did little to assist his recovery, whereas immense pain with a pectoral muscle forced him to miss all races after Texas.

Having adapted a recovery process of ‘six-day weeks’, the 29-year-old is now desperate to return.

“We needed to follow the doctors’ orders and do what they actually said,” Spies laughs. “I am going to be 100% at Indy and I am just getting ready. I’m feeling good…it’s the first time I haven’t really been in pain and I am looking forward to getting back on the bike. The start of my season is at Indy.”

Rumors of a three-cylinder replacement for Yamaha’s crossplane YZF-R1 started at Intermot last year with an inscrutable exhibit promising new motorcycles with a “crossplane” inline-triple. It was a tease, of course, making us wonder just what the Tuning Fork guys had in mind, and what, exactly, they meant by a “crossplane” triple. Except for a few Laverdas, aren’t they all?

We have it on good authority that when a new R1 comes—probably for ’14, as Yamaha hinted that more new models will be introduced in September—it almost certainly won’t have three-abreast seating. Whether it’s closer to Lorenzo’s daily driver or the current R1 remains to be seen.
And what of the triple? Here it is in the 2014 Yamaha FZ-09, a naked standard to replace the FZ1-derived FZ8. But not to replace the FZ1, which has been largely unchanged since moving into its second generation way back in 2006. Supposedly, the FZ1 will continue into the ’14 model year.

Yamaha has penned an entirely new “crossplane” engine for the FZ-09, featuring 120-degree crank phasing, a modern, compact cylinder head, ride-by-wire fuel injection, and 65 lb.-ft. of torque. Let’s hope this is the first of many new triples.

At the heart of the FZ-09 is an all-new, 847cc triple featuring, you guessed it, a crossplane crank. Actually, it’s just your usual 120-degree arrangement familiar to anyone who’s opened up a modern Triumph or fiddled with any of Kawasaki’s two-stroke triples. With a bore and stroke of 78mm and 59.1mm, respectively, the liquid-cooled mill is less oversquare than the R1 or current FZ1 powerplants. Comparing Yamaha’s new triple to the Triumph Speed Triple’s 1050cc engine shows just how long-stroke the Hinckley machine is, with a 1.11:1 bore/stroke ratio against the Yamaha’s 1.32:1. Triumph’s newer triples, in the Tiger 800 and Explorer/Trophy, both run 1.19:1 bore/stroke ratios. The only engines in the Triumph catalog with a more oversquare configuration are the Street Triple (1:42) and Daytona 675 (1:53:1). Redline is 11,000 rpm, which is conservative for a 59.1mm stroke. So, the new Yammie mill is right in the thick of things, design-wise.

New switch clusters debut on the FZ-09. A combined starter/kill-switch lives above a push-to-change Mode button and a hazard-light slider. Note the throttle cables; this is still a ride-by-wire bike.

A modest 11.5:1 compression ratio suggests “tuning for torque,” as does the omission of a horsepower spec for the U.S. models. (Yamaha Italy released information on the MT-09 before the American embargo expired, including a power rating of 115 CV, which converts to 113.4 bhp.) For us, Yamaha says only that the engine makes 65 lb.-ft. of torque at an unspecified speed. A cutaway on display at the press event reveals few groundbreaking technologies, just a compact, modern motorcycle engine with ride-by-wire electronics and three ride modes (but no TC). Yamaha has a new set of switch clusters for the FZ-09, and a pushbutton labeled Mode presumably switches among the three drive modes. In order to bolster midrange torque, Yamaha’s engineers fitted staggered-length intake trumpets inside the airbox. (They’re listed as “variable length” in the press materials, but they are of fixed dimension.) A single gear-driven counterbalancer resides just ahead of the crankshaft line, an important component to reduce vibration in a 120-degree triple.
It is, of course, liquid cooled, and makes use of a stacked transmission to reduce length. Cam drive via chain runs along the right side of the engine. Primary drive is on the opposite end of the crank via straight-cut gear to a conventional wet clutch sans slipper mechanism. It’s interesting to see a permanent-magnet alternator hung off the left side of the engine rather than tucked behind. That it stands out so much is probably more an indication of how compact the rest of the engine is.

A reasonably sized saddle proclaims Yamaha’s desire to make the FZ-09 feel really, really narrow. Seat height is listed as 32.1 inches, so the taper of the saddle will help shorter riders.

The FZ-09’s aluminum chassis is similarly compact, providing a wheelbase 0.8 inches shorter than the FZ8’s and less trail, too. At 414 pounds claimed curb weight (the 3.7-gallon tank full), the 09 undercuts the FZ8 by a whopping 53 lbs. Yamaha’s market research suggested a comfortable riding position was a high priority for potential customers, so the handgrips are 53mm higher and 40mm closer to the rider than on the already comfortable FZ8, and the footpegs are 26mm lower and 2mm more rearward. The swingarm mounts to the lower-aft frame section from the outside—the frame does not go around the swingarm pivot—making the bike very narrow. The pre-production machine we straddled felt remarkably light and lithe.
Part of that light feeling no doubt comes from the low, “mass centralized” exhaust system, which features connecting pipes between cylinders 1-2 and 2-3, an oxygen sensor, and stubby outlet behind the rider’s right heel. There are no EXUP-style valves in the system.

• 

  Styling cues from Yamaha’s supersports take the edge off the FZ-09’s bulky exhaust system.
• 

  Well, it isn’t pretty, but we’re willing to bet the FZ-09’s under-slung exhaust system is efficient and quiet.

  
  
  
• 

  Radial-mount, four-piston calipers grip 298mm discs. No ABS yet. Probably soon.

The rest of the FZ-09’s running gear is modern if not exactly leading-edge spec. Brakes are new differential-piston, four-pot radial-mount items up front and a single-piston caliper out back. Discs are 298mm and 245mm, respectively. ABS is not currently offered, though with ABS expected to be mandatory in the EU by 2016, it’s likely we’ll see an ABS version of the FZ-09 before too long. Adding ABS means wheel-speed sensors, so traction control becomes possible as well. Who knows, maybe cruise control on a naked while they’re at it?
Suspension is by a single, semi-laydown style shock with linkage and a 41mm inverted fork. Yamaha confirms that adjustments are limited to spring preload and rebound damping at both ends, and it appears the fork has damping components in the right leg only. (That’s how the FZ8 is currently configured.)
Best for last, though: Yamaha, continuing a trend started with the Star Bolt, has priced the FZ-09 aggressively. At just $7990, it’s $900 less than the FZ8 and $2800 under the FZ1, which will remain in the ’14 lineup. Let’s hope

Of all the motorcycles Indian introduced last night to a packed house on Sturgis’ Main Street, the one that elicited the biggest response from the crowd was the 2014 Indian Chieftain. And for good reason. The sculpted fairing has a bold, aggressive design, blending the new and exciting with familiar cues like the signature Indian valanced fenders just below it. It was the one motorcycle its new Polaris owners introduced that deviated the most from the norm. Including a bagger in its initial offerings was a savvy marketing move by Indian Motorcycle. It continues to be one of the most popular segments and there’s numerous custom builders doing big things with them in the aftermarket. Just look at Paul Yaffe’s Bagger Nation. 

Indian brass stated it has one goal in mind with the new lineup: To build the premier premium American motorcycle. As it moves forward to that goal, it pays tribute to the brand’s Springfield heritage and its long history that dates back to 1901. The first 1901 production models coming out of Spirit Lake will be numbered, and the new model launch includes plenty of firsts for the Indian brand. The cast aluminum chassis is a first on an Indian, the bike’s skeleton providing both the weight savings and rigidity Indian sought as it attempted to pull mass out of the frame. The progressive linkage system used on the Chief Vintage and Chief Classic is another first on an Indian Motorcycle. The 2014 lineup includes the first hard-faired bagger the company has produced, too. 



The Thunder Stroke 111 engine powering the trio of 2014 Indian Chiefs doesn’t share any parts with other powerplants Polaris produces either. Its unit construction crankcase is comprised of two castings. It has large fins that not only help in cooling but feature the same finning and parallel pushrod tubes as Chiefs from the early 1940s. It has a 5.5 quart oil capacity to keep those almost four-inch pistons oiled up and drumming. And do they drum. Indian has worked hard to keep mechanical noise down so its exhaust note is the bike’s defining auditory signature. And I’ll admit, the bike does put out a powerful, throaty growl when you’re on the throttle as it dishes out the lofty claims of 119 lb-ft of torque at the 3000 rpm plateau. This figure exceeds company expectations as Indian initially was shooting to get power numbers in the 115 lb-ft range. 

During Indian’s technical presentation on the bike, they said the Chieftain’s styling cues were drawn from Indians from the 1950s, bold bikes with distinctive lines. But the new version departs from the norm by being the first Indian

The posse gets ready to ride out of Dodge on the new 2014 Indian Chiefs.

The Thunder Stroke 111 engine is the crown jewel of the 2014 Indian Chieftain.

produced with a hard fairing and hard bags. Indian designed them not only with function in mind, but made them quickly detachable and with the ability to be remotely locked via the bike’s key fob. The saddlebags are big enough to stuff in my backpack, which holds my 17-inch computer. 

The starting process is all-electronic with a key fob taking the place of a traditional key. As long as it’s within proximity of the bike, it will start up. You can turn it on by depressing a button on the tank or engage the electrical system by pushing the traditional handlebar mounted start button once, then press it again to turn the bike over. 

Sitting in its leather saddle for the first time, it feels compact for a bagger. The Chieftain is fairly slim in the saddle and it’s easy to get both feet securely on the ground at stop. Its ergos are relaxed and upright courtesy of highway bars and floorboards. The Chieftain’s seat has a comfortable contour and Indian said it intends to adopt it on the other two models as well. 

The motorcycle is well-balanced so it’s easy to control during slow speed maneuvers on overcrowded Lazelle Street. Despite its generous size, the fork-mounted fairing doesn’t weigh steering down. Between the wide fairing and the electronically adjustable windscreen, the tandem shelters riders well so there’s little buffeting. The four-inch power windshield is activated via button on the left handlebar. The Chieftain audio system pumps 100 watts of audio through two speakers mounted in the front fairing. The sound is clean and loud. The motorcycle also has the capacity to run your smartphone through it and link to music lists through Bluetooth. 

The gear sets on the six-speed transmission have been engineered to quell mechanical noise, and after riding the 2014 Chieftain up to Nemo and through Vanocker Canyon, we’d have to say engineers accomplished their goal. Gears engage smoothly and quietly as its big, high capacity clutch doesn’t require a lot of spring force. The clutch lever is firm but not stiff and the throttle-by-wire system is dialed, so response to input is crisp. It’s so non-descript, it took me a little while to think about the functionality of the transmission because it was easing into gear so naturally. Considering the tremendous amount of torque the engine is doling out, this is no small feat of engineering. 

The 2014 Chieftain has good ground clearance thanks to boards positioned high which allows for plenty of lean. It has both the tightest rake of the three new Indian models at 25-degrees and the shortest wheelbase at 65.7 inches. The combination adds up to a bagger that is more than willing to lean into the turns and track true once it gets there. 

The engine is smooth yet powerful. Not punchy, but strong and consistent. We wanted to crack its throttle more but confess that traffic in Vanocker prevented us from getting the full monty. On the rare occasion we did get to open it up, it pulls with the authority you’d expect from an 1811cc engine. Vibrations in the bars are almost non-existent. In addition to the surface area of its cooling fins, it has an airbox built into the cast aluminum frame to help keep heat down. 

We rolled up to Nemo from Rapid City and rambled through Vanocker Canyon on the 2014 Indian Chiefs.

The first Indian models produced by Polaris debuted Saturday night to a packed house on Sturgis' Main Street.

The front brakes are powerful thanks to twin 300mm floating discs up front. Four-piston calipers put a strong squeeze without having to mash the lever hard. The units aren’t overly bitey but pressure is immediate and even. Braking duties get an assist from ABS that are part of the factory package, assisting the single 300mm disc out back.

Besides being attractively designed, the instrument console is placed intuitively, the round dial of its analog speedo easy enough to read at speed, as is the analog tach placed opposite it. Between the two dials is a digital readout with four different screens and plenty of information to toggle through. Among its functions are a clock and outside temperature gauge, radio, satellite radio, a plug-in audio device, range indicator, odometer, and tire pressure PSI readout. Cruise control comes standard and is operated via the right switch control.

The new Indian Chiefs have been the buzz of Sturgis. Every time we stop, someone will approach with a story about an Indian they owned and just about everybody has responded positively on the direction Polaris has taken. 

“The original Indian was an everyman machine and these guys have brought that back,” said one gentleman we met called Ed Murphy, the unofficial “Mayor of Suches, Georgia.” 

The 2014 Indian Chief combines classic cues with modern performance and technology. It will run your Bluetooth, tell you your tire pressure, has throttle-by-wire and ABS. It has traditional running lights in the fairing but features integrated LED turn signals too. Classic cues include the red hue the marque is known for, swooping fenders and a lit War Bonnet emblem on the front fender. Its crown jewel is its engine that sits like a mother of pearl within the six-piece modular frame. But it’s more than just a pretty face. It’s like a punch in the nose, which Indian just delivered to its competitors. 

Tuesday, 6 August 2013

Riders for Health is offering race fans a once-in-a-lifetime opportunity to get OnBoard a MotoGP™ bike piloted by legendary Grand Prix racer Randy Mamola at Silverstone, the home of British motorsport.

A ride on the Ducati two-seater is an experience like no other. It’s a MotoGP™ riders’ eye-view of the historic Silverstone circuit - one of the fastest in the world - on a Ducati Desmosedici MotoGP bike.

Not only will you complete a thrilling lap of Silverstone on the on the same weekend as the stars of MotoGP, but your ride will also be supporting the life-saving work of Riders for Health, the official charity of MotoGP. And it doesn’t stop there. Each passenger will receive a pair of ‘premium paddock passes’ for the day of their ride and will enjoy lunch in the famous Ducati hospitality suite. It is a chance not to be missed.

Members of the public simply cannot buy the chance to ride on this bike anywhere else in the world.

All the money raised from the sale of the rides goes directly to support Riders for Health’s work in Africa. An award-winning social enterprise, Riders for Health makes sure health workers in Africa have access to reliable motorcycles and ambulances so they can reach even the most isolated people with regular and predictable health care.

Rides are available on Friday 30 or Saturday 31 August, and Sunday 1 September. So you can be part of either of the two practice days or have your ride in front of a full race-day crowd. For more information about taking part in this incredible experience and for details about prices, contact Martyn Cook by calling +44 (0)1604 889 574 or email mcook@riders.org. Make sure you don’t miss this once-in-a-lifetime opportunity.

Note: Each passenger must undergo and pass a full medical check prior to their ride, and passengers must not exceed 90 kilos (14 stone). Participants must be over 18.