2015 MV Agusta F4 RC Confirmed – $46,000

One of the more surprising things to come from MV Agusta USA’s price sheet for its 2015 models is the confirmation of the MV Agusta F4 RC superbike — a bike that had been leaked ahead of the 2014 EICMA show.

MV Agusta hasn’t publicly released details on the F4 RC yet, though leaked information points to a homologation special styled superbike with over 200hp.

Expected to cost €40,000 in the European market (the price cap for WSBK racing machines), American enthusiasts will enjoy the MV Agusta F4 RC’s $46,000 price tag in the United States.

If rumors are true, we can expected a 210hp machine that weighs 386 lbs dry. Since WSBK and similar superbike regulations are pushing engine development freezes from production models, we can expect MV Agusta to build out the F4 RC’s motor quite extensively for consumers.

As such owners can expect a new cylinder head, crankshaft, camshaft, while also using bigger fuel injectors, lighter pistons, and titanium connecting rods.

Other go-fast parts will be standard too. Expect to see Öhlins suspension, Brembo brakes, and a titanium exhaust from Termignoni.

We’re not sure why MV Agusta has been mum until now about the F4 RC project, but now that the cat is out of the bag, it shouldn’t be long until the Italian marque announces its race bike platform.

Source: MV Agusta USA

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KTM RC 390 CUP PRICE CONFIRMED

RACE SERIES REGISTRATION OPENS WITH FREE SECOND SET OF WHEELS

• RC 390 Cup race bike - £6,425.00 (plus VAT)
• Race series entry fee - £2100, including personal accident cover
• Payment plan available for entry fee, spread over four payments
• Secure your place

on the grid with £300 deposit
• Register before January 16th to receive free second set of wheels
• Series calendar confirmed 

Registration for the Santander Consumer Finance KTM British Junior Cup is now open with the price of the bike confirmed at £6,425.00 (plus VAT) and a race entry fee of £2100, including personal accident cover.

Open to riders aged 13-18-years old; the series will provide every competitor with an identical ‘Cup’ variation of the recently-launched KTM RC 390. Promoted by MSVR, the series has been created to provide equal opportunity and a level playing field for emerging talent and will be spread across eight events incorporating 20 points-scoring races. Two official tests, subject to confirmation, are also planned in March 2015.

Fitted with a wide range of performance-enhancing KTM PowerParts, such as fully adjustable WP Suspension and an Akrapovič exhaust, the race specification bike costs £6,425.00 (plus VAT) and is only available from a KTM dealer. 

The series registration costs £2100 and requires interested riders to put a deposit of £300 down to activate their inclusion for the championship atwww.bsbteams.com. An available payment plan for the series fee, which also includes personal accident insurance, then requires three more payments of £600 each in March, June and August.

Riders and teams committing to their inclusion to the series before January 16 will also receive an additional set of wheels*, ideal for fitting with wet weather tyres.

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The 2015 SUZUKI GSX-RR MOTOGP BIKE

Suzuki continues to prepare for its full-time return to the MotoGP series

The GSX-RR is a 1000cc transverse, inline four-cylinder machine, whereas the previous machine, the GSV-R, was an 800cc V-four. Suzuki claims the new bike has more than 230 horsepower. Suspension is by Ohlins, brakes are Brembo units. Team Manager Davide Brivio explains the reasoning behind the switch to an inline configuration: “Well, to be also closer to our production bikes. One of the aims of participation in MotoGP is to develop technology to transfer to production bikes. So using the same engine layout there means stronger links to our production. That’s the target; the aim.”

Suzuki has been preparing for its return to MotoGP full-time for close to two years now, with continued testing and development of the all-new GSX-RR. We've gathered up this gallery of 12 shots of the new bike during testing and the official release held at Motegi in October. Scroll through the gallery above to see the images and learn more about the GSX-RR and Suzuki's return to MotoGP competition.

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Norton rotaries fire up at the London Motorcycle Show

Ten of the most famous Norton rotary engined race bikes will be roaring into life at the London Motorcycle Show this February 13-15 as they’re fired up on stage by some of the original riders!

From the prototype RC588 to Hislops TT winning NRS588, the rotary Nortons were the icons of a fabulous era in British motorcycle racing history. The machines captured the imagination of the British public with ingenious engineering, subtle rule bending and some charismatic riders.

Steve Hislop, Ron Haslam, Steve Spray, Trevor Nation, Ian Simpson and Terry Rymer all rode the Nortons in some of the most memorable and epic battles of the era.

Who could forget Hizzys victory over Fogarty and Joey at the 1992 TT? Or the famous JPS liveried bikes or Spray and Nation wheeling over the mountain at Cadwell Park during the 1989 British F1 championship?

Now, for the first time ever, the bikes, riders and engineers will come together at the ExCel centre in London to tell the story of this legendary British race team. With ten of the most famous bikes, key team personnel and the bikes being fired up inside the hall! it’s a British celebration you won’t want to miss

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Spied: KTM Dukes Get Overhaul

Spy shots have emerged that suggest KTM’s excellent naked Duke range is under further development, presumably to refresh the 2016 model range.

KTM 125

The 125, 200 and 390 Dukes have been tricking into the marketplace since the 125’s launch in 2011. We don’t get the 200 in the UK, but the 125 and 390 have been strong performers for team orange.

The engines give them away as being the 125/200 and the 390, and there’s no obvious sign that the firm has made changes to either mill.

The obvious area under development is the rear subframe, which is new in both instances, and – at this stage – is a bolt-on affair, whereas the current bikes’ is welded in place. This may be to make the bikes more crash resistant for learners, or could simply be for prototyping.

KTM 390

The rear number plate hangers and positioning of the rear indicators is also revised, while the only other visible changes of note are revised rider rearsets, and a large side-mounted exhaust on the 390 test mule. It’s unclear why the 390 would move away from the underbelly exhaust, unless it’s to help distinguish it as the bigger bike, or it may be for exhaust or noise emission reasons.

KTM told MCN: “It’s difficult to comment on the image of the Duke other than as a current model, the model will be seen undergoing common durability testing, as is the norm.”

We’d expect to see any revisions unveiled at the 2015 EICMA show in Milan, making these 2016 models.

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Santa's From Kosovo with Supermotos + Burnout in front of the Police VIDEO

This is a group of guys from kosovo who dressed with santa clothes and ride supermotos , Perfect idea and combination + Burnout in front of the Police VIDEO :) 

Post by SuperMoto Prishtina.

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Triumph Street Tracker

Triumph's new Bonneville-based Street Tracker, which is due to go on sale in 2016, has been spied testing on the roads of Spain. These new spy shots also confirm for the first time that there will be more than one version of the Street Tracker.

These pictures show a standard model, and one with higher specification brakes and suspension. Assuming Triumph employ their normal naming conventions, this will be the Street Tracker R.
It's the first time in nearly two years that MCN's spy photographers have caught sight of the bike. They last captured images of it in the engineering mule stage, but since then virtually nothing has been seen or heard of the bike.

The Street Trackers will use an all-new engine that takes the current Bonneville motor and gives it a massive hike from 865cc to around 1100cc, which is expected to take power close to 90bhp.

MCN sources suggest the whole Bonneville range will benefit from changes, with heavy revisions also due for the 865cc motor.

Triumph's Street Tracker R is expected to come in fairly close on price to BMW's R nineT, which costs £11,750. This will make it a strong option for those who want the classic style of the Bonneville but demand more oomph. The standard bike shouled be about £1000 less than that.
Credits : MotorcycleNews.com

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Perth’s new undercover police bikes catchout careless drivers

Amazing video how a Perth’s new undercover police bikes catchout careless drivers , must watch

Post by Cycle.

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First ride: Ducati Scrambler

Ducati’s eagerly anticipated Scrambler is being launched today in sunny California in the hands of Senior Road Tester Adam Child. Here’s what Adam had to say about the all new Ducati.

"We’ve flown all the way to sunny California to test ride Ducati’s all new Scrambler. We’ve been given the chance to ride the new Icon model which will cost £6995 when it arrives in the UK early next year.

"Each model shares the same 803cc air-cooled V-Twin from the 796 Ducati Monster. The bore and stroke remain the same but the valve overlap has been reduced which should smooth out the power delivery. Ducati are quoting 75bhp at 8250rpm and 5.2ftlb of torque at 5750rpm.

"Each model also shares the same twin spar trellis frame and the same suspension, inverted 41mm front forks and a side mounted single rear shock, both adjustable for preload only and produced by Kayaba.

"Each model features new chunky enduro-style Pirelli MT60 rubber specially designed for the Scrambler. In all there are four different models to choose from, the Icon, Classic, Full Throttle and Urban Enduro, each one styled slightly different but using the same base.

"Prices start at £6895 for the Icon in red then £6895 for the yellow. All other variants are £7995. The Icon will be in dealers in February with all other models following in Mach and April. There’s also a huge list of accessories to personalise and create your own bike along with a huge list of clothing.

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The 2015 Yamaha R1 With Race Bodywork

Here is Yamaha's work-in-progress superbike with race bodywork, rapid prototype tank with larger volume, and R1M-culled carbon fiber front fender. The team expects to run its first test with the new bike after the first of the year.

Have a little mercy on the Yamaha Motor USA racing team. For six years now, the team has steadily developed the original crossplane-crank R1 into a mount that’s all but dominated the AMA SuperBike category. Now, not only is the team tasked with putting together a winning program for the all-new MotoAmerica series, but it’s also having to develop an all-new motorcycle.

“We almost couldn't get something at a worse time, but were working through it and it’s coming along really good,” says Racing Division Manager Keith McCarty during a recent trip to Yamaha Motor Racing headquarters. During that stop, we had the chance to take a peek inside the team’s race shop to see just how well the project was coming along.

While we continue to drool over Yamaha's redesigned 2015 R1, the Yamaha Motor USA team has already stripped one down and begun building its next superbike. Presumably, this little R1's engine is off to the engine room.

While there’s still a long ways to go, the team has already made some serious progress. The bike on the team's lift is already outfitted with a rapid prototype tank, for example, which has a larger volume and been shaped by Yamaha engineers (in house) to look like the standard tank. “We’re fitting the dash and intake, front fender, and brakes. All of the things that we'll be changing to make it a superbike, we’re going through that right now,” says McCarty.

The superbike's front cowling has been changed a bit, and the bike is currently adorned with a stock R1M carbon fiber front fender. McCarty goes on to say that the team is "just scratching the surface on [the engine]."

Yamaha’s first official test on the superbike will be after the first of the year, “but we’re hoping to get Cameron [Beaubier] out late this year on the production bike and just get him to get a feel for it,” admits McCarty. "We’re a small group of people doing this. There's only five or six people on this project, so it's tough," he adds, bearing in mind that the MotoAmerica series kicks off April 12 at Circuit of The Americas.

Ironically, one of the other bikes parked in the team's shop is last year’s race bike. Some assurance that if anyone can get the job done, it’s the Yamaha Motor USA race team.

More photos of Yamaha's work-in-progress 2015 R1 superbike below.

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The 2015 Norton Dominator

The legendary Norton Dominator name is set to return as Norton announce they are already taking orders for a new, road-legal version of their Domiracer.

These images direct from the Norton design department are the first chance to see the new bike and what it will look like. At the moment there isn’t a real bike fully built but these are official Norton drawings of how the Dominator will look when it goes into production early in 2015.

The new Norton Dominator has been inspired by the huge success of the £25,000 Domiracer which was limited to just 50 bikes and sold out in less than a week; secondhand examples are now changing hands for up to £40,000.

The demand for the hardcore, track-only Domiracer has shown Norton there is a huge demand for such a bike and nearly 40 of the 50 bikes sold have been registered as road bikes using Single Vehicle Approval (SVA) legislation.

The new Dominator is a toned-down version of that bike; keeps much of the basic Domiracer engineering but this will be a fully type-approved and road-legal bike that meets strict Euro3 emissions and noise regulations.

Norton has already opened the order books for some of those who were desperate to get hold of a Domiracer in 2013 but missed out on the 50 bikes built. The order books are open but Norton doesn’t even yet know exactly when production will begin but it’s estimated it will be late February 2015.

Garner told MCN: “The Domiracer has been so successful for us we had to do this. The demand for the Domiracer has been unbelieveable and even though we always said there were only ever going to be 50 of them we still get people phoning every week asking if someone had dropped off the list.

“We have seen a few selling on the used market for more than £40,000!

“What we are thinking is that there will be a run of 50 Dominator SS bikes to start with before it then turns to building standard bikes which will be named Dominator. Some of those who missed out on the Domiracer have heard about this bike and have already been trying to give us cash deposits. At the moment we are telling them to hang onto their money until we get more of a clear idea of when production will start.”

The new Dominator has some key changes over the Domiracer it is based on; most as a result of the reduced price of £19,999 which has demanded some of the most expensive elements of the Domiracer have been changed. Norton wants to make sure owners of the original 50 bikes are clear the bikes they bought are still special and aren’t going to be followed by a whole load of cheaper but identical bikes built for the road.

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Finally Revealed at 2015 EICMA : Honda CRF 1000 F Africa Twin

Honda are continuing the build-up to the launch of the all-new Africa Twin next year with the second in a series of videos exploring the history of the famous name.

Despite the firm heavily falling back on the road and racing history of the famous Africa Twin name the company is still insisting on calling the bike True Adventure; the name the concept bike shown at the Milan show and then later at Motorcycle Live in the UK was called.

'Episode 2 is called “Live Unlike The Others” and Honda says it “focuses on the personal stories of individuals who have all been inspired by the spirit of adventure in their own way. All riders featured are real people, with real stories and many of them are currently on adventures around the world, aboard their Honda motorcycles.”

The first video covered the Paris-Dakar rally racing heritage of the Africa Twin from the heyday of the racing in the 1980s when it was still racing across the desert of Africa.

The new Africa Twin is set to be shown in full finished form in 2015 to go on sale in 2016 according to Supermotoo sources.

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Yamaha R6 Smiley Burnout (Pics)

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2015 BMW S1000RR: 198bhp on the dyno!!

Some of the UK's first 2015 BMW S1000RRs have already been tested on dynos and are producing 198bhp at the back wheel.
Race teams are starting to receive their new-model 2015 BMW S1000RRs in preparation for the coming season.

Prime Factors Racing, who will be contesting the World Endurance Championship next year with Gary Mason, Lee Johnston and Stefan Capella, are running their first S1000RRs in on the dyno and have already witnessed impressive power figures.

Bruce Charman, Prime Factors’ managing director explains: “The first of our RRs we’ve put on our dyno, with bog stock tyres and exhaust, is already making 198bhp at the rear wheel.

“Last year our HP4s with which we won the ACU National Endurance championship with produced 186bhp in stock trim and we got those up to 195bhp by the end. We expect to see well over 200bhp by the time the bike is fitted with a race exhaust and fully run-in.”

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Honda’s supercharged NC750

It’s easy to see Kawasaki’s supercharged H2 as little more than a toy for the wealthy, but the supercharged technology it sports could be a taste of the future for far more mundane machines.

Looking at the layout shown in Honda’s patent drawings based around the NC750 parallel twin, it seems likely that supercharging has been in the firm’s plan ever since the NC750 was first mooted.

The near-horizontal cylinders, which allow for a large luggage space under the dummy fuel tank on the normal NC750S and NC750X, mean there’s plenty of room to sit a crankshaft-driven supercharger and all its related pipe work on top of the engine. While that eliminates the storage space, it means the bike isn’t compromised elsewhere.

Importantly, there’s even space for a large intercooler, which Kawasaki’s H2 lacks. Intercoolers are useful on any forced-induction engine because the act of compressing the intake air also creates a lot of heat. Hot intake air is less dense than cold air, harming performance. With an intercooler, boost can safely be increased.

On the Honda designs, which were drawn up before the Kawasaki H2 appeared, the supercharger is mounted in a similar position to the Kawasaki’s, just behind the cylinders. It takes air from an airbox between the rider’s legs, compresses it and feeds it forwards into an air-to-air intercooler under the front of the dummy fuel tank.

As on the normal NC750, the real fuel tank is under the seat. The intercooler is effectively a radiator, but instead of water it’s the intake air that runs through it. Cold air, coming in through an intake on the front of the bike, runs over the intercooler’s fins, drawing heat away.

After it’s been cooled, the compressed intake air is rushed into a plenum chamber, which is a pressurised storage tank that removes pressure waves and surges from the air and means there’s always a supply of compressed air ready when the throttle is opened.

The plenum chamber has two outlets: the main one feeds into the engine’s throttle body, where fuel is added before it reaches the cylinders, while a second outlet is fitted with an electronically-controlled bypass valve so if the pressure in the chamber gets too high, the engine management system can release some air from the system. Cleverly, the released air goes back into the supercharger rather than simply being vented.

Just how much performance the supercharger will add is going to be largely down to the way it’s set up. However, it’s easy to imagine that it could double the stock NC750’s power, making it a 100bhp machine that would still retain most of the normally-aspirated version’s astonishing fuel economy and low emissions.

Given that the first patents relating to Kawasaki’s H2 appeared nearly four years ago, we could still face quite a wait before seeing the fruits of Honda’s labours in showrooms.

The real reason for supercharging

While supercharged or turbocharged engines are inherently glamorous thanks to their big power outputs, there are two far more sensible reasons for their increasing popularity: emissions, and economy.

Kawasaki’s H2 demonstrates some of the more subtle advantages of supercharging. Some have questioned the road version’s seemingly ‘low’ power because its claimed output is identical to the normal ZX-10R, but newly-released American emissions documents for the bike reveal it scores massively well when it comes to cleanliness.

The H2’s hydrocarbon emissions are down from the ZX-10R’s 0.3g/km to 0.2g/km – an impressive 33% improvement – while the carbon monoxide level drops from 3g/km to just 1g/km. Those are serious improvements for an engine that loses no power and which also benefits from a hefty boost in torque.

While both surpass current emissions requirements, it’s also clear which one will be better placed to fend off future restrictions. The implication of the H2’s lower CO and HC emissions are that it will also be more fuel efficient, at least under part-throttle conditions as in the emissions test (and, most of the time, the real world).

The H2 may still be a rich man’s toy, but its emissions point very clearly to where the next-generation of everyday bikes are likely to be headed.

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JUST ANNOUNCED: 2015 KTM 250 SX-F AND 450 SX-F FACTORY EDITION

A 250 joins KTM’s Factory Edition fleet, which is significantly improved for 2015.

KTM just took the wraps off two new Factory Edition race motorcycles for 2015. While the KTM 450 SX-F is now entering its fourth year, it, along with the new 250 SX-F (which is making its debut for 2015), represents what KTM is calling “a whole new generation SX model motorcycle.”

What does this mean? Well, KTM says both of these 2015 motocrossers have been developed with weight reduction in mind, and improved mass centralization is designed to help on-track performance. Both engines are designed to be lighter, more compact, and powerful, with cases reshaped for the more centralized rotating mass of the crankshaft and clutch. This, says KTM, helps reduces the overall length of both powerplants.

In addition to re-worked Keihin engine management with a 44mm throttle body, both engines have new cylinder heads with revised valve trains. The combustion chambers are new, as are the ports, which are shaped for better performance. What’s more, both of the new Factory Edition KTMs have electronic launch control and five-speed transmissions said to provide “precise and easy” shifting.

As for the SX-F chassis, it too has been substantially reworked. The chrome-moly frame is lighter, and KTM says it provides improved handling thanks in part to better energy absorption. The subframe and swingarm are lighter, too, while the motocross suspension—with a WP 4CS fork and new WP shock—has damping tuned specifically for the lighter chassis. KTM, of note, says the 250 SX-F is 7 lb. lighter than a standard 250 SX, while the 450 SX-F is a substantial 10 lb. lighter than before.

As you’d expect, KTM’s Factory Edition models are very well equipped. In addition to limited-edition Red Bull KTM graphics, these new bikes wear a Selle Dalla Valle Factory Race Team seat, orange-anodized rubber mounted triple clamps, lightweight Galfer Wave rotors, CNC-machined hubs, and high-end Excel rims fitted with Dunlop Geomax MX32 tires. There is also a fork-mounted start device, plus an engine-map select switch and an hour meter.

Pricing for the new 2015 KTM 250 SX-F Factory Edition starts at $9,299; 2015 KTM 450 SX-F Factory Edition comes in just a little higher, at $10,199.

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MOTOGP Rookie Jack Miller Concludes Three Day Sepang Test

Australian rising star gets some time on the RC213V-RS Open class Honda before winter break

After coming up just two points short of the Moto3 World Championship at the season-ending Valencia race, Australian Jack Miller put that disappointment behind him as he quickly moved on the next chapter of his racing career—signing with HRC to ride for Lucio Cecchinello’s CWM LCR Honda MotoGP team. 
At the Valencia post-season test last week, Miller was able to get some orientation laps on the previous RCV1000R Open class machine before rain interrupted much of the proceedings. But this week at Sepang in a private test, Miller was able to spend the greater part of three days getting in a total of 120 laps at the Southeast Asian circuit on the new RC213V-RS Open class bike that is basically last year’s works Honda without the pneumatic valves and seamless transmission while using the spec Marelli software and larger fuel tank permitted by the rules.

The 19-year-old Miller is considered one of the rising stars of Grand Prix racing, enough that HRC decided to snap him up right out of Moto3 without any time in the conventional path of a season or two of training in Moto2. 

Honda also thinks highly enough of him to assign former two-time MotoGP World Champion Casey Stoner’s former crew chief Cristian Gabarrini to help develop the young Aussie’s talent. Part of that development involved keeping things simple for Miller in the beginning, meaning not introducing any electronic controls until he was able to understand the power potential in his right wrist. At Sepang, those electronics were gradually introduced so that Miller could understand where they could help and where they couldn’t, as well as the limits of the Bridgestone tires.

Miller did find some of those limits, fortunately in one of the slower corners at Sepang. “We had a small crash in the morning, but it was nothing serious and there was no real damage to the bike, as it was at slow speed carrying a bit too much lean angle over a couple of bumps,” admitted Miller. Despite the crash, he made significant progress, dropping two seconds off his first day lap time to end the test with a 2:02.9 lap.

“In general I was really happy with how the bike went, we made more improvements today and every time I get on it I feel more and more comfortable, and that means I’m getting faster and faster. All in all, I would say I’m very happy how the bike worked during the whole test. It has been positive,” said Miller afterward.

"I’m looking forward to the off-season now, and I’ll be training hard and getting my body in the physical condition needed for MotoGP. We managed a long run today and whilst it was really hard, my body stood up to it, so I look forward to coming back even stronger in February.” Part of that off-season will include surgery to remove four loose screws in his collarbone from an old racing injury. The procedure will be performed at the Dexeus University Hospital in Barcelona, Spain, by the renowned Dr. Xavier Mir from MotoGP Medical Team, who has worked on numerous MotoGP riders in the past.

Miller's teammate on the CWM LCR Honda team will be hard-charging Brit Cal Crutchlow, who will be riding the customer version of the RC213V factory bike. Because Miller is entering his first year in MotoGP, he was allowed to test at Sepang; Crutchlow will be riding a Factory class bike, and thus was subject to the winter testing ban.

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50 MINUTES WITH ROSSI’S BOSS, LIN JARVIS

Yamaha Motor Racing Managing Director Lin Jarvis talks about competing with Honda and improving the M1 over the course of the 2014 MotoGP season

Lin Jarvis  is Yamaha Motor Racing's Managing Director and oversees nearly everything related to Yamaha's MotoGP effort.

Yamaha Motor Racing S.R.L. Managing Director Lin Jarvis could have had a better year, but not by much. In 2014, Yamaha finished second and third in the MotoGP class with Valentino Rossi and Jorge Lorenzo, but also won the Open class with Aleix Espargaro. If it weren't for one pesky young Spaniard by the name of Marc Marquez, Yamaha Motor Racing would have absolutely dominated the World Championship.

Just before the 2014 season came to a wrap in Valencia, we had the chance to sit down with Jarvis at Yamaha Motor Racing headquarters and discuss all things MotoGP. Fifty minutes later we emerged with an empty can of Monster, two spotless espresso cups, and 8000 words worth of Jarvis' thoughts on the 2014 season, forthcoming electronic regulations, and the open class.

Here, in part one of the interview, Jarvis talks about competing with Honda in 2014, and how Yamaha has managed to close the performance gap between its M1 and the Honda RC213V over the course of the season.

Could you speak to Yamaha's improved performance in MotoGP this season, and share if you think you're on a performance par with Honda?

Jarvis- I think we’re pretty close [to Honda]. Of course if you would evaluate some individual aspects, there may be some points where we’re a little bit better than them, and other ones where they’re a little bit better than us. But I think we've closed the gap significantly.

Honda started their seamless shift gearbox at least two years ahead of us, so I think that they still have some advantage there with the seamless compared to us, but we’re making progress and making steps with that. We can’t develop the engine during the year (per MotoGP rules), so basically whatever we started with in March we’re still running today. So obviously now for next year we’ll move up again.

Also, you know, the rider is so important, and any technology we develop is only relevant if it helps that rider perform. If he feels comfortable with it, and if he can then play and do whatever he can. [Honda’s] technology was a little better at the beginning of the year, and Marc just felt totally at one with the bike and was able to do amazing things—literally amazing. Get away with amazing things as well. And our mission next year is to try to begin the season as strongly as we finished the second half of this season. And if we’re able to do that, and because there are no real regulation changes next year—no critical ones—I believe we can start the season competitive and if our riders are really fit, and really hungry, I think we can be really competitive.

What has best enabled you to close the gap to Honda over the course of the season?

Jarvis- [This year] we've improved the braking particularly. That’s been an important point and that’s also partially related to gearbox as well, and also engine braking strategies. But I think we are more or less equal [with Honda] in my opinion. I believe the big difference this year has been Marquez himself. And also Jorge himself. Because Jorge began the season with many difficulties and Marquez was just on a roll. The first 12 races of the year was phenomenal, he won all 12.

Vale on the other side has been phenomenal this year. He started the season very, very well and has continued very well. And as the bike has progressed and got closer to the Honda, then his performances have too. He has pretty much been on that high level throughout the season, but as the bike stepped up then he has been able to win races as well. It’s been really phenomenal.

You talked about improving the braking performance. What exactly were you able to do to improve in this area?

Jarvis- Many many things including the size of the brake, because one of the problems is there was a maximum size in the [brake] disc, and we were allowed to use the bigger disc in only a couple of tracks—one was Motegi, and maybe Barcelona. Anyways we were restricted to use the bigger discs only in a couple of places—the idea was to keep the costs down. But finally the bikes were getting so much faster all the time that we were running into big problems with braking performance.

So finally we were allowed to use the large brakes everywhere, and this was definitely something favorable for us. Honda’s engine braking works differently to ours and more for that Marquez style—and even Pedrosa a little too. They reverse the bike in so you can scrub off speed in a different way, but our guys don’t do that so much so we rely perhaps more on the brake, so that brake technology is important. Also the gearbox is important, and the weight distribution too. Also Jorge during mid-season, he changed his style to brake. He also changed his riding style, not as radically as Valentino, who really adapted totally, but Jorge changed his way to enter corners and that’s been something to definitely help him in the second half of the year.

In the beginning of the season, Bridgestone's spec tire for Factory teams had a harder compound on the side, which didn't provide enough feel, especially for Lorenzo. Fortunately for Yamaha, Bridgestone eventually updated the tire and found a better compromise for all teams.

What exactly did he change, can you say?

Jarvis- Honestly I don’t know, he explained to me once and I couldn't understand it. I think his riding level is too far. He explained exactly what it was, and I was like ‘Okay whatever, if it works that’s fine.’

Can you talk more about the problems you faced early in the season?

Jarvis- The biggest problem at the beginning of the season was with the tire and that the edge of the tire was a bit too hard, so it was not with enough feeling. And that’s why Jorge got so frustrated in the early season test, because he more than anybody else uses that high corner speed and he’s on the edge for so long. He just lost the feeling, and then Bridgestone modified the tires.

(At this point, Yamaha Motor Racing General Manager Marco Riva, who's in charge of operations - engineering, the workshop, and logistics - and on hand for the interview, chimes in)

Riva- You know we lost four races because of that. Both riders were not comfortable to go faster with the maximum leaning angle. Basically we expected the development of Bridgestone tire to go in that direction of the last two years, and finally they move in different way, and we were not ready to follow.”

It’s got to frustrate Honda, having Bridgestone adapt their tire to suit you, right?

Jarvis- You know, Bridgestone have to try to create a tire that fits all manufacturers and you've got very different characteristics of the bike, so it’s very, very difficult. One time they might develop a tire that’s more favorable to Honda, so sure we complain and Ducati complain, but then they need to adjust because anyway they can’t really have a tire that totally favors one brand. For sure Honda was happy in the beginning of the season, but we were the same one year before—the tire suited us better so we were fine as well. That’s just the ebb and flow of these situations.

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