MotoGP Suzuki powered their way to double podium at the Circuit of Barcelona-Catalunya • Total Motorcycle - Total Motorcycle News

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Team Suzuki Press Office – September 29.

Sunday September 27th 2020 was a record-breaking day for Team Suzuki Ecstar in the motorcycle racing premier class as Joan Mir and Alex Rins powered their way through to a double podium at the Circuit of Barcelona-Catalunya.

The thrilling 24-lap race saw stellar performances from the home riders, Mir and Rins, as the pair precisely picked their way through the field, taking advantage of their confidence and feel with the GSX-RR until the chequered flag.

Mir took second place, with Rins following closely in third. The last time two ‘boys in blue’ stood on the rostrum together was back in 2007 with Rizla Suzuki’s John Hopkins and Chris Vermeulen, when they did the double at the Misano World Circuit.

As well as matching this achievement, there were yet more records to be broken in Catalunya on Sunday: Mir’s excellent run of form in MotoGP’s triple-header rounds, where he snatched podium positions from his rivals three weeks running, meant he became the first Suzuki rider to score a hat-trick of podiums in the premier class for 20 years. The last rider to do so was Kenny Roberts Jr in 2000, the year he went on to become World Champion for Suzuki.

But the achievements did not stop there and Team Suzuki Ecstar’s talented squad added another accomplishment to the illustrious Suzuki success record, reaching 300 podiums in the premier class!

This comes at a particularly momentous time as the brand celebrates its 100th Anniversary in 2020.

New Zealand’s Keith Turner was the first Suzuki rider to stand on the rostrum in the 500cc class back in 1971 at the Austrian Grand Prix. Since then, an amazing 54 different riders have put the Suzuki name on the podium in the premier class, with some perhaps unexpected names inhabiting the prestigious list, such as Graziano Rossi.

The rider with the most appearances on the box for Suzuki is Kevin Schwantz with a whopping 51, followed by Barry Sheene with 31, and Randy Mamola with 21.

With so many reasons to celebrate, Team Suzuki Ecstar were in high spirits after the close of the Catalan Grand Prix, in the mood to reflect on their distinguished past while very much rejoicing in their current success with Mir and Rins.

Shinichi Sahara – Project Leader:

“It was a great feeling to see both Joan and Alex on the podium in Barcelona, and I know this result wouldn’t be possible without the hard work from all the staff involved. Realising that we got Suzuki’s 300th podium in the premier class brings a very emotional feeling to us all, to be part of Suzuki’s history in this 100th Anniversary year is something really special. But I view this as just another step for us, we are already looking to the future and focused on achieving victories – we want to continue making history.”

Davide Brivio – Team Manager:

“We are very proud to give our small contribution to Suzuki in achieving this great result. Three hundred podiums is a very important number, I’m happy that both Alex and Joan at the same time contributed to that. Now we feel an extra drive to keep representing with such a vast history behind us. I just want to say thank you very much to all our team staff, to the Suzuki engineers in the Factory, to the whole company behind us and of course to all the fans; thank you for supporting us. I promise that we will give everything and try our best to continue like this and to increase this number!”

The Link Lonk


September 27, 2020 at 02:00PM
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MotoGP Suzuki powered their way to double podium at the Circuit of Barcelona-Catalunya • Total Motorcycle - Total Motorcycle News

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Gadget Watch: Yamaha YDS-150 Digital Saxophone - Electronics Weekly

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Yes, there is such a thing.

‘Does it play itself?’ was my first question, and the answer is no. But it does let you control the volume, enabling you practice anywhere without disturbing people. And with an associated app you can also adjust the tone and fingering options.

In terms of volume, it supports 15 gradations, and you can connect a set of headphones to play in total silence. So if you want to be the next Clarence Clemens you can always “turn it up to 15”!

In terms of its tone, the YDS-150 uses sampled sounds of Yamaha’s soprano, alto, tenor, and baritone saxophones. These have been recorded, says the company, to produce 56 saxophone “voices”. Other sounds, such as synthesizers, boost the total to 73 instrument sounds.

Yamaha states:

The YDS-150 was designed to be a saxophone that would allow anyone to experience the joy of performing, anytime, anywhere. The groundbreaking new wind instrument retains the full expressiveness of the saxophone, yet unlike an acoustic saxophone it can be as quiet as you want, making it more convenient and easier to play.

Yamaha’s patented Integrated Bell Acoustic System is a fusion of traditional saxophone design and advanced digital technologies that offers the uniquely rich sound of an acoustic saxophone while also allowing you to enjoy playing without regard for time or place. Sound can be produced by simply blowing into the mouthpiece, while volume and tone can be carefully modulated using the intensity of the breath, resulting in a wind instrument which can cater to the expressive needs of both beginners and experienced players alike.

Pricing is £699.00 and the YDS-150 will be available from 30 October 2020.

You can read more about the Yamaha YDS-150 Digital Saxophone here and here.

What do you think of the Digital Saxophone? A worthy attempt to develop the instrument?

[Via New Atlas]

The Link Lonk


September 30, 2020 at 11:01PM
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Gadget Watch: Yamaha YDS-150 Digital Saxophone - Electronics Weekly

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Robin Miller's Mailbag for September 30, presented by Honda Racing / HPD - RACER

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By Robin Miller | 14 hours ago

Welcome to the Robin Miller Mailbag presented by Honda Racing / HPD. You can follow the Santa Clarita, California-based company at: hpd.honda.com and on social media at @HondaRacing_HPD and https://www.facebook.com/HondaRacingHPD.

Questions for Robin can be sent to millersmailbag@racer.com. Due to the high volume of questions received, we can’t always guarantee that your letter will be printed, but Robin will get to as many as he can. Published questions have been edited for clarity. Views expressed do not necessarily reflect those of RACER or Honda/HPD.

Q: Don’t you think Veach should have stayed at Andretti and they part with Marco instead? I know that won’t happen, but if Marco was with any other team it would. I was excited for him when he got the pole at Indy, but his performance was lackluster.

Bill Edie

RM: You answered your own question, Bill. Marco is family, he co-owns his car and he’ll be an Andretti driver as long as he stays in the series. Zach had three years, which is more than a lot of guys get, and ran strong in 2018. But he has backtracked the past two seasons, and was likely headed for the sidelines in 2021.

Q: Thinking about possible landing spots for Kanaan’s attempt at a second farewell oval tour. What are the chances he lands at Andretti? It would be cool to see him end it where most of his success started (and with Honda). Are he and Michael on good terms, or is this not even remotely possible?

Joe from Little Rock

RM: I can’t see it, because Michael is scrambling to keep his flock together and not sure T.K. would be in a hurry to go back to the team that kicked him to the curb after begging him to stay and not sign with Ganassi. I think ECR or RLL would be perfect for his final Indy 500.

Q: With St. Pete not being a double points round for the finale, could this be an indication that rule will be gone next year?

Nathan from Australia

RM: We can only hope and pray, but don’t count on it. I get Indy, but the last race of the year should not have that kind of clout and it certainly hasn’t added any TV viewers.

Q: So with Jimmie Johnson coming to IndyCar in 2021 with Chip Ganassi, how would the car situation work out for the team? Would CGR run a fourth car for Johnson, or would someone have to give up or share a ride? And how likely is it that Johnson runs the Indy 500? With him saying he would run the road courses only, I am surprised he wouldn’t at least give it a shot at some point in his open-wheel career.

Brandon Karsten

RM: Let’s just say that Ganassi always does things top shelf, so if he can raise the proper funding and assemble a competent crew, there’s a good chance he’ll field a fourth car for J.J. And even though he may have promised his wife “no ovals,” I think it will be hard for him to be a spectator next May 30.

Ganassi won’t be doing anything by halves if this becomes a regular sight in the IndyCar paddock next year. Image by IMS

Q: Love your writing and passion for the sport. While not fully an IndyCar question, this has IndyCar ramifications: Why is Penske stepping out of IMSA? Did Penske decide to exit, or was it forced out because Acura wanted to go a different direction? Hard to believe Acura wanted something different considering the success of the team. If Penske dropped out, then it reasons that he, Tim Cindric and the team decided to put all its eggs in IndyCar and expand to four teams, making way for the Aussie. This shift makes sense considering all the capital Penske has invested in IndyCar. But there might be more to the story. Plus, there are downstream changes for Helio and JPM.  What say you, Miller? What’s the scoop? Congrats on your great success over the years. It pays to persevere.

Gerald Oliver, Midlothian, Texas

RM: We heard Penske was too expensive for Acura, and we also heard that between IMS, keeping IndyCar afloat, adding a fourth car for Scott McLaughlin and the NASCAR effort, that sports car racing was no longer a priority.

Q: Is there something going on between HPD and The Captain? First HPD announces it is splitting from Team Penske in IMSA with only silence from Penske. Then Meyer Shank puts its NSX team up for sale and Wayne Taylor walks away from Cadillac to field a single Acura DPX-05 each until The Captain returns its cars at the end of the season. (ED: Penske is continuing to run the Acuras until the end of the year, and indeed won with Castroneves and Taylor at Mid-Ohio last weekend. Shank and WTR take over the program next year).

Finally, HPD announces it wants to keep Dane Cameron and Ricky Taylor but neither of the Captain’s guys who have both podiumed recently. To an outsider this looks almost punitive. Can you add any insight? If you can’t (or don’t want to) say anything because of your HPD sponsorship for the Mailbag, please feel free to say so.

Secondly, is anyone at IndyCar concerned that McLaren still makes the series ECU? Seems like they should know every bit of logic inside the box and every line of code. If anyone could game the system by tinkering with the sensor inputs (like a tuner chip does to a factory engine) it would be them. Maybe a new box with the new engine formula?

John from Madison

RM: Obviously Shank has been a loyal Honda campaigner and might have come cheaper than Team Penske, but I don’t think there is any animosity. Cameron and Taylor are the future so that wasn’t a surprise either. Never heard one complaint about ECUs and McLaren.

Q: Hinch isn’t a mediocre driver? Stats sure say so. Standings after each season: 2011 Newman Haas, 12^th; 2012 Andretti Autosport, 8^th; 2013 Andretti, 8^th; 2014 Andretti, 12^th; 2015 SPM (Indy crash); 2016 SPM, 13^th; 2017 SPM, 13^th; 2018 SPM, 10^th; 2019 ASPM, 12^th. I don’t dislike the guy and he is fantastic on TV, but let’s call a spade a spade before I throw up from the love fest.

Hutch, PA

RM: I don’t think anyone with six wins and the pole at Indianapolis can be labeled a mediocre driver, and while Hinch may not be the flavor of the month, he certainly is capable of winning anywhere. Fans gravitate to him because of his personality, but he’s shown plenty of moxie in his career, and while he’s headed through the last corner on his way to the TV booth, he’s still got a few good races in him.

1 2 3 …4

RMMB, IndyCar, Insights & Analysis

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The Link Lonk


September 30, 2020 at 05:08PM
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Robin Miller's Mailbag for September 30, presented by Honda Racing / HPD - RACER

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“Business limitations” keep Honda out of NASCAR for now - Motorsport

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Klaus, who will retire and hand over the reins of HPD to David Salter in December, was asked by Motorsport.com about the occasional rumors of Honda tackling NASCAR once the Gen. 2 car was brought online.

Last October, former HPD president Art St. Cyr told Motorsport.com that the company would consider such a move only if it made sense from a budgetary perspective.

Almost a year on, Klaus said: “I think we’ve got our hands full right now with IndyCar and getting on with the [IMSA] DPi for next season. We’ll see how that turns out.

“My suggestion is that the more that North American motorsports is able to take advantage of existing investments across the series, it gives manufacturers a chance to do more than one thing.

“If every series requires a unique investment, especially in today’s age, that will probably cause people to pause because we can’t be all things to all people.

“So I think, for the time being, we’re going to focus on IndyCar and sportscars on behalf of Honda Racing and Acura Motorsports. That’s driven by business limitations, more than anything.”

Honda won its second straight IndyCar Manufactuers’ title last season, is likely to win again this year, and is also trying to successfully defend IMSA titles in both the Prototype and GT Daytona classes.

NASCAR’s next-gen car, likely incorporating some degree of hybrid technology (although probably not on its debut) has been pushed back to 2022, IMSA’s LMDh Prototypes won’t be compulsory until 2023, while IndyCar is currently due to add hybrid units to its new 2.4-liter engines in 2022.

The Link Lonk


October 01, 2020 at 06:17AM
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“Business limitations” keep Honda out of NASCAR for now - Motorsport

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The Suzuki Jimny Is Objectively Terrible but Incredibly Charming - RoadandTrack.com

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Suzuki’s Jimny is a charming car. One that, thanks to a combination of chunky looks, a go-anywhere image, and an occasionally lurid color scheme, you can’t help but love. However, much like the most charming people, it’s not perfect in the slightest. In fact, it’s objectively one of the worst cars on sale today. You’ll still want one though.

The Jimny is one of those cars that it’s impossible to walk by without squeaking “Oh! Jimny!!” Despite the fact it’s about as big as a Shetland Pony, it comes dripping with presence. Suzuki helped this with the option of highlighter yellow paint (an option, sadly, but one that means it apparently doesn’t need to be dolled up in high-visibility paint on building sites), and a design straight out of the Tonka studio. It looks ready to take on the world, despite being half the size of a regular car. It’s kinda like Scrappy Doo, but with more charisma.

Suzuki

The inside is roomy enough for a couple of adults up front. Its interior is a feast of chunky molded plastic, dials, grab bars, and other things that make you think off roady thoughts. Though still… half-size. It’s two-door only, and while there are rear seats, they’re not super roomy. The trunk is barely deep enough to fit an iPhone in lengthways, so the less said about that the better. Being able to fold its seats down does offer more space, for sure, but that forces you to choose between people and things. For some, it’s not a hard choice. For others, it is. People with children, for example. Though if you want to throw some extra practicality on there, you can always get some sort of roof box or lash your bags up there. Though to fit the car’s image, at least one suitcase needs to be covered in stickers depicting Hello Kitty dressed as a commando.

No matter how you like your cars, you can’t say the Jimny’s ugly. Sure, some of the interior plastics are a little scratchy, and you have to wonder why its bumpers are quite as chunky as they are, but it’s a cool thing. It seems to blend the Honda E’s cuteness with the ruggedness of a Land Rover Defender, and retro sensibilities of a Mini Cooper in to a small, adorable ‘my first off-roader’ package.

Suzuki

Curb appeal isn’t an issue. Its drive, however, is. Like lots of these things, they’ll have been bought thanks to the promise of off-road prowess and then used almost exclusively on the road (take a walk through Chelsea, London and count the Land Rover Defenders—new and old—and you’ll see how common it is). Having something ready for the (increasingly likely) apocalypse is all well and good, but if it makes the preamble a misery, perhaps the juice isn’t quite worth the squeeze.

Its tiny 1.5-liter naturally aspirated four-cylinder motor produces 100 hp and 96 lb-ft and sends it to all four wheels. That’s enough, Suzuki says, to get it to 62 mph in 12.6 seconds and up to 90 mph flat out. It’ll manage just 30 mpg while doing so as well.

Suzuki

That 0-62 mph figure seems… ambitious. You need to rev the knackers off it to get it to 30 mph in town, and when you’re out on the open road, pushing it to 70 mph feels abusive. When you’re there, its square front end means further progress is slow. You make lots of noise for little payoff. For some, that aural-drama-to-license-risk ratio might be fun, maybe? However, it’s noisy on the highway, and strangely wobbly.

Soft suspension is on board to ensure it can fulfill its off-road capabilities, but to get the muddy stuff it makes road driving akin to gently bouncing on a small trampoline. In fact, its springs are so soft that by swaying your body side to side in the cabin you can make the whole car wallow.

Suzuki

Gears are swapped via a five-speed stick. It’s a long shift and it’s oddly fun to use. That’s a positive because to get the best out of its tiny engine you need to change gear often. For off-road duties there’s a two-wheel drive and low-range mode—and that’s where the Jimny’s talents truly lie. For getting up, down, around, or through pretty much anything you could reasonably need to, you can’t go wrong with a Jimny. It’ll just get on with the matter of moving. Whether the ground is dusty, muddy, or plain soaking, you get the impression that the Jimny will handle it. You have faith that the machine will see you through without issue—except here there’s no Active All Terrain Off-Road Super Mega Hyper Assist, there’s a ladder chassis, lots of mechanical bits, and human input.

When it comes to driving the thing, it’s much like the old Land Rover Defender. Flawed on road to the point where you need to almost literally drive it on its door handles to get the best out of it, and no nonsense off-road.

Suzuki

Sadly, as previously discussed, many of these new Jimnys in the world won’t be used off road. They’ll have CarPlay streaming Spotify, Waze guiding drivers from one place to another, and countless people outside pointing with glee.

See, what Suzuki has created is an instant classic. It’s inoffensive, charming, and happy. Again, like the Defenders of old, it’ll get you far more cred in town than outside of it despite its abilities.

It’s impractical, small, and for the vast majority of people it’ll be woeful to drive. But you’ll love it all the more for it. Like a puppy that’s just curled one out on the rug, you can’t stay mad at it. Its infectious charm will win you over time and time again—a rare trait in the vast majority of modern, homogenized do-everything SUVs rolling out of factory gates. Not only is it charming, but its charm is memorable too.

Suzuki

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The Link Lonk


September 30, 2020 at 09:59PM
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Waves Plugins For Yamaha Consoles - Sonic State

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Waves Audio tells us that they are now shipping the WSG-HY128 Card for Yamaha RIVAGE PM Series Consoles. Here's their press release on the subject...

The Waves WSG-HY128 is a card for HY slots that makes it possible to run Waves plugins on Yamaha RIVAGE PM series consoles at ultra-low latency, using Waves SoundGrid® technology.

Together with a SoundGrid DSP server, a Mac or PC, and authorized Waves plugins, the WSG-HY128 lets you process up to 128 channels of audio using Waves' award-winning reverbs, equalizers, compressors, limiters, delays and more, with nearly no latency. You can also assign additional SoundGrid I/O devices to your network.

The WSG-HY128 card uses the Waves SoundGrid protocol to connect all I/O devices with the DSP server and the host computer. Multiple console synchronization and digital splits are supported using clock Sync over Ethernet (SoE).

Mick Olesh, Waves EVP of Sales & Marketing, comments, "Waves is excited to support Yamaha's RIVAGE PM Series Consoles with our new Waves WSG-HY128 card. This card will allow engineers using the RIVAGE PM Series to maximize their workflow and creativity, by providing them access to Waves' plethora of diverse plugins and, expand their IO count with extremely low latency – all via Waves' SoundGrid technology."

Motome Tanaka, Yamaha Group Manager of the PA Marketing & Sales Group, comments, "Yamaha mixers have always been designed to transparently deliver on-stage sound to engineers, allowing them to build their own sound from the best possible source audio. The RIVAGE PM Series has stayed absolutely faithful to that ideal. Plugins play a vital role in building any sound, and previously Yamaha worked very closely with Waves Audio to bring SoundGrid to its digital mixers equipped with MY card slots. With the new WSG-HY128 card for the RIVAGE PM Series, Yamaha is very pleased to have again closely collaborated with Waves to bring the rich and enticing world of SoundGrid enabled plugins to its flagship digital mixing systems."

WSG-HY128 Card features:

• Run Waves plugins in real time on Yamaha RIVAGE PM series consoles
• Supported sample rates: 44.1, 48, 88.2 and 96 kHz
• Sample resolution: 24 bits
• 128 channels of audio at 44.1/48 kHz and 64 channels of audio at 88.2/96 kHz
• Clock Sync-over-Ethernet (SoE) for digital splits and audio networking
• The card can accept firmware changes/upgrades

The Link Lonk


September 30, 2020 at 03:26PM
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Waves Plugins For Yamaha Consoles - Sonic State

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2021 Triumph Trident Closer to Production - Incoming Yamaha MT-07 Rival - DriveMag Riders

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The upcoming 2021 Triumph Trident has been seen in full form and camouflaged during some tests near the British manufacturer’s plant. The middle naked motorcycle could debut on the market in spring next year.

Triumph is set to take on the middle naked bike segment with its 2021 Triumph Trident. This means that the small naked motorcycle will have to face some rivals like the Honda CB 650 R, Yamaha MT-07 and Kawasaki Z 650. First, the new three-cylinder roadster has been seen as a design prototype and now we have a glimpse of what to expect from the new bike as we can see it camouflaged in full form.

Triumph keeps quiet regarding the tech spec, but the photos reveal some of the bike’s features. So, the 2021 Triumph Trident features a redesigned frame which embraces most likely the 765cc three-cylinder engine borrowed from the 2020 Street Triple model. The power delivery could be around 95 hp. There are no official news about the displacement, but looking at its rivals in the middle naked segment, the British bike’s engine could feature a displacement between 650cc and 700cc. Taking into count the supposed power output, the 2021 Triumph Trident could also come with an A2-compatible version.

Most likely, the new middle naked motorcycle should be equipped with all the necessary rider aids and electronics like ABS, traction control, riding modes. The question is regarding which rider aids will be fitted as standard and which ones will be offered as optional accessories. Probably, if the 2021 Triumph Trident will have a quickshifter, this feature will come as an option.

The bodywork reveals a classic round headlight while the license plate holder stands fitted on the swingarm which has a banana-shaped arc around the exhaust system placed under the engine on the left. On the right side, the swingarm is straight. Moreover, the central spring strut is hinged directly. Suspension wise, the 2021 Triumph Trident has an upside-down fork. The wheels feature 17-inch five-spoke cast rims covered with a 120/70 tire at the front, and a 180/55 tire rotates at the rear.

The braking system lacks any radial-mounted caliperes as they are axially fitted. The handlebars look quite short and the dash appears to be a bit small.

One aspect that is important in the middle naked motorcycle segment is the price. As far as we can see in the photos, the 2021 Triumph Trident looks focused to attract beginner riders and the motorcycle, without the camouflage, could not be equipped with fancy components indicating a low price tag. Moreover, Triumph could have set the middle naked motorcycle to be the cheapest bike in their range while the new Trident model might be manufactured, like almost all other Triumph bikes, in Thailand.

The Link Lonk


September 30, 2020 at 03:41PM
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2021 Triumph Trident Closer to Production - Incoming Yamaha MT-07 Rival - DriveMag Riders

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Witness The Off-Road Magic Of A 1990 Yamaha XTZ 750 Super Ténéré - RideApart

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Back in the late ‘80s and early ‘90s, the Yamaha XTZ 750 Super Ténéré was a solid, capable, much-loved dual sport in many places that weren’t North America. Europe had a particular love for this slightly top-heavy but mostly very manageable machine. The liquid-cooled, ten-valve, parallel twin made a claimed 69 horsepower when new, and was extremely capable off-road and on. 

Cult classic? Check. Unavailability in the North American market? Check. Gray market import? Absolutely. You’re still more likely to see the similarly not-sold-here Africa Twins of the same vintage out in the wild, but enthusiasts did what enthusiasts do, and have brought some of these first-gen S10s to American shores.  

This video showcases a 1990 XTZ 750 tackling part of the Trans-Euro Trail in France, and both rider and bike look like they’re having a great time. There’s no info given on any modifications or other changes the owner may have done to this bike since it’s 35 years old. YouTuber Grip World does mention that there’s a Michelin Anakee Wild tire on the front and a Shinko E805 on the rear, but that’s it. No talk about suspension tweaks or maintenance on this 30-year-old adventurer, nor any other changes.  

As the northern hemisphere shifts into autumn, a standup ride through some nice forest trails on a sunny day seems so inviting. There’s also an undeniable charm in looking at this bike, and I’m certain in riding it as well. Sure, in 2020, Yamaha has seen fit to finally grace the world with the new Ténéré 700, but there are absolutely good reasons that riders love and keep riding their S10s that are 30 years old. Some, like Colombian Dakar racer Marco Saldarriaga, even take what they loved about their classic XTZ 750s and give them a few modern touches to bring them into the 21st century.  

It’s difficult to form an opinion on a bike you’ve never ridden from a video that’s under two minutes long—but you know what? It makes me want to ride this bike, and isn’t that the point?  

Source: YouTube 

The Link Lonk


September 30, 2020 at 10:18PM
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Witness The Off-Road Magic Of A 1990 Yamaha XTZ 750 Super Ténéré - RideApart

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Custom 1974 Yamaha XS650 Proves Age Is Just a Number - autoevolution

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I’ll start by pointing out the obvious and say that Yamaha’s XS650 was a genuine showstopper during the ‘70s. Not only did it perform like an absolute superstar, it is also, quite simply, a gorgeous piece of two-wheeled machinery in every possible way. As such, it goes without saying this marvel earned the respect and praise of many a rider.

Take, for instance, a 1974 model in the Japanese manufacturer’s revered XS650 range. is put in motion by a ferocious four-stroke SOHC parallel-twin, with a compression ratio of 8.4:1 and two valves per cylinder head. The air-cooled colossus houses two Mikuni BS38 carburetors and a generous displacement of 653cc.

At approximately 7,200 rpm, this nasty animal is fully capable of delivering up to 53 hp, joined by a solid torque output of 40 pound-feet (54 Nm) at 6,800 rpm. A five-speed constant mesh gearbox is tasked with transmitting the engine’s fierce power to the rear wheel by means of a chain final drive. Ultimately, this whole ordeal leads to a respectable top speed of 115 mph (185 kph).

Up front, the entire structure is supported by a pair of telescopic forks, while dual shock absorbers and a double-sided swingarm take care of suspension duties on the opposite end. A healthy dose of stopping power is provided by twin 267 mm (10.51 inches) hydraulic brake discs at the front, along with a drum unit at the rear.

Yamaha’s XS650 rolls on a 19-inch multi-spoked front wheel, coupled with an 18-inch rear counterpart. This untamed beast has a dry weight of just 420 lbs (191 kg) and its wheelbase measures a little over 56 inches (1,435 mm).

All things considered, this bad boy isn’t messing around. XS650’s remarkable features caused it to be chosen as the starting point for countless custom projects developed by workshops and solo craftsmen alike. One such venture is the result of Andy Megerle’s painstaking efforts.

Let me tell you, this talented fellow is no stranger to the automotive realm. Over the course of his career, Megerle embarked on several two- and four-wheeled quests that do a sweet job at demonstrating his outstanding abilities.

As to this delicious XS650-based exploit, he kicked things off by removing each and every last piece of stock bodywork. The process continued with the fabrication of a fresh loop-style subframe, which hosts a handsome one-off saddle.

Next, the moto wizard went about blessing the front suspension with a complete overhaul and tweaking the rear shocks to achieve a more aggressive riding stance. Additionally, he disposed of the factory fuel tank to make room for an aftermarket item that keeps things looking classy.

Megerle even went as far as crafting a tasty exhaust system with stainless-steel headers from scratch. You will also notice a Motogadget gauge and a Suzuki RV50’s headlight, accompanied by a custom module on the other end.

Inspired by a Honda Z50 Monkey’s setup, he incorporated the speedometer into the headlight housing itself. To top it all off, his unique entity was enveloped in a stealthy metallic black finish.

Now, if this breathtaking 1974 Yamaha XS650 stirred your curiosity about what exactly Andy Megerle is up to, the surgeon’s awe-inspiring undertakings can be admired on his Instagram profile. Should you be looking to delight your eyes to the sight of more one-off goodness, that’s the next place you ought to be heading!

The Link Lonk


September 30, 2020 at 04:53PM
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Custom 1974 Yamaha XS650 Proves Age Is Just a Number - autoevolution

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Yamaha to bear all expenses for Italian legend's move to SRT - The Star Online

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PETALING JAYA: It will not cost Petronas Yamaha Sepang Racing Team anything to have Italian legend Valentino Rossi ride for them next season.

Team principal Datuk Razlan Razali, in a video call, said Yamaha Motor will bear all expenses to have the nine-time world champion on board.

The 41-year-old Italian’s signing, after almost six months of negotiations, comes with full factory support from Yamaha.

“When we got the offer to get Valentino, there were a few terms we had to meet but at the same time, we also want to make sure we were getting a good deal.

“The cost to get Rossi is paid by the bike manufacturer, not us.

“It is a multi-layer contract between Yamaha and Valentino, Yamaha and SIC as well as Valentino and SIC.

“He is not just a normal rider, this is Valentino, the discussions took a lot of time but we got it done,” he disclosed.

When asked if there is any chance his contract will be extended beyond 2021, Razlan said they will cross the bridge when the time comes.

“We will evaluate this from time to time. Our wish was to bring in a young rider but we made an exception (for Rossi) because of several reasons, so we will see how he performs.”

Rossi will have compatriot Franco Morbidelli for company in the satellite team, which are only into their second year in motor racing’s premier class.

Frenchman Fabio Quartararo, who has won three races so far and is leading the championship, will move to Yamaha’s factory team next year.

“In a normal season, we will evaluate not just Valentino but also other riders. But because of Covid-19 and the season starting only in July, it was hard for us to look at other potential signings.

“Normally, if we are to bring in a rider from Moto2 to MotoGP, we need time to see his performance level. But the season only started two months ago and we could not really consider who we want.

“Valentino is a legend and it’s not good for him to retire in a season affected by Covid-19.

“We also need an experienced rider to partner Franco for the team’s stability. He is still competitive as we can see from the few races so far.”

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September 30, 2020 at 07:14AM
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Yamaha to bear all expenses for Italian legend's move to SRT - The Star Online

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“Fresh and fun”: Honda reveals its first electric SUV concept - The Driven

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The rest of the auto show circuit may have shut down due to the pandemic, but it’s business as usual in Beijing – and at the Auto China 2020 trade fair this week, Honda presented the Honda SUV “e: concept” study for the first time.

The electric SUV concept, which Honda first teased some weeks ago is a world away from Honda’s first electric car, the Honda-e, which began deliveries in Europe this year.

Design-wise it is more akin to a standard SUV design in the style of its popular CR-V, albeit with a more assertive and dynamic stance, and is intended to give an outlook on an electric car planned for the highly lucrative Chinese market.

Honda says the new e:concept is intended as a “fresh and fun” all-electric vehicle which would include the company’s next generation of safety and driver assistance systems, including an omni-directional “sensing” system with “improved recognition, prediction and decision-making performance” that the company says it will demonstrate by the end of 2020.

The latest version of the Honda Connect infotainment system with digital assistance functions and high connectivity is also on board.

Technical details of the Honda SUV e: concept were not disclosed. Based on the specifications of the brand’s current electric Honda-e, the upcoming battery-powered SUV may not offer a long range: the maximum 113 kW Honda e can only manage 220 kilometres on one charge in accordance with the WLTP standard.

In the Honda-e’s design and development, its compact design, the drive and the dynamics, the design and infotainment as well as the connectivity were more important than the range, according to Honda. A similar strategy is likely to be pursued with the Honda SUV e: concept.

If Honda pursues this approach, it may not do well in the Australian market even if it eventually makes it here, up against the 64kWh Hyundai Kona Electric which has 480km driving range.

But more likely to be presented in Australia is another electrified option unveiled in China – a plug-in hybrid CR-V that will go on sale in China in 2021.

The CR-V PHEV with a greater all-electric range is scheduled to launch next year, initially in China. There is no specific information yet, Honda only promises high efficiency and a driving experience similar to that of an electric car.

Source: Honda

Honda announced at the end of last year that it transition to e-mobility in Europe, but to date has not made any announcements with regards to electrification in Australia (we have reached out to Honda and will update you as more infromation comes to hand).

Six electrified models are to be launched in Europe by 2022, two of which are already on the market with the Honda-e and the hybrid Honda Jazz. It remains to be seen whether the now presented Honda SUV e: concept will also be sold to European or Australian customers.

Bridie Schmidt is lead reporter for The Driven, sister site of Renew Economy. She specialises in writing about new technology and has been writing about electric vehicles for two years. She has a keen interest in the role that zero emissions transport has to play in sustainability and is co-organiser of the Northern Rivers Electric Vehicle Forum.

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September 30, 2020 at 10:41AM
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“Fresh and fun”: Honda reveals its first electric SUV concept - The Driven

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MXA RETRO TEST: COMPLETE TEST OF THE 2006 YAMAHA YZ250 - Motocross Action Magazine

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September 30, 2020 at 03:26AM
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MXA RETRO TEST: COMPLETE TEST OF THE 2006 YAMAHA YZ250 - Motocross Action Magazine

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2022 Honda Civic Hatchback Leaked in Patent Images - Car and Driver

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• Patent images uncovered by CivicXI.com reveal the new 2022 Honda Civic hatchback's design.
• It looks evolutionary compared with the current tenth-generation Civic.
• The 11th-gen Civic is expected to debut next spring and should go on sale in 2021.

We now have our best look yet at the next-generation Honda Civic thanks to the CivicXI.com forum. These patent images of a 2022 Civic hatchback show the new 11th-gen model's design, which appears to be similar in shape to the current car but with a few key design tweaks. Honda has confirmed that it will show the new Civic in full in spring 2021.

CivicXI.com

The new Civic's lines are softer and less angular than before, with fewer creases and corners. The headlights and taillights are wider than before, and the front grille surround is less prominent. We think the overall greenhouse looks similar, though, as does the slope of the hatch itself.

So far, we had only seen the 11th-generation Civic in high-performance Type R form, thanks to spy photos from earlier this year. The car in these patent images, however, appears to be a base model, with fewer adornments and smaller wheels. Honda has confirmed that the new 2022 Civic lineup will include sedan, hatchback, Si, and Type R models, although the coupe is dead. We'd assume that the Type R will be available only as a hatchback and the Si will be offered as a sedan, although it's possible Honda will introduce a Civic Si hatchback.

We should learn more about the 2022 Honda Civic's powertrains, platform, and other soon, as its official debut is scheduled for sometime in the spring of next year. In the meantime, these patent images and spy photos give us a good idea of what to expect.

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September 29, 2020 at 09:16PM
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2022 Honda Civic Hatchback Leaked in Patent Images - Car and Driver

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Honda Brings E:Concept SUV to Beijing Motor Show - Paul Eisenstein

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Honda’s electrification efforts have largely been focused on hybrids and plug-ins — until this new concept.

Honda has big plans to electrify its line-up though, until recently, its emphasis has been on hybrids and PHEVs. But the automaker recently launched its little e minicar in Europe and Japan and is now showing off another all-electric concept at the Beijing Motor Show it’s billing as a preview of a production BEV to come.

The centerpiece of the Honda stand at Auto China 2020, Honda explained, “indicates the direction of a future mass-production model.” Unfortunately, additional details, including range and performance numbers, have not yet been revealed.

Shown in 3-door form, the E:Concept’s body falls somewhere between station wagon and SUV, with an aggressive design clearly meant to suggest it’s not just another “compliance car.”

(General Motors, Honda strengthen existing partnership.)

The Honda E:Concept features a “360-degree” ADAS suite of safety gear.

As has become the norm with the latest generations of battery-electric vehicles, there’s no traditional grille. What little air is needed to cool the E:Concept’s motors and electronics comes in under the front bumper and through surprisingly large scoops directly in front of the wheels – though these appear to have a primary purpose of helping improve the BEV’s aerodynamics.

The aggressively raked windshield flows into a swept-back roof that, itself, wraps up with a small spoiler over the back hatch.

The headlamps are linked by a small light bar, a theme carried over at the back end. Honda adding a “back-lit emblem” in the rear.

(Honda posts $1.07B Q1 loss as sales plummet.)

While Honda isn’t talking about the drivetrain and battery pack, it has more to say about what it bills as an “omnidirectional ADAS” – or advanced driver assistance system – suite that uses radar and camera technology not only to look forward and back but side-to-side.

Honda isn’t ready to offer details about the E:Concept’s all-electric drivetrain.

There’s also the “next-generation” Honda Connect infotainment technology which, in keeping with current industry trends, allows for future upgrades using smartphone-style over-the-air updates.

The Honda E:Concept also features a smart voice assistant, though it’s unclear if that’s a system Honda is developing or if the automaker might adopt one of the existing technologies, such as Amazon’s Alexa. Built-in WiFi would seem essential, as well.

Where the E:Concept will be produced and where it will be sold are two other questions Honda is yet to answer, though one can readily guess that at least one of the production versions will roll off a Chinese assembly line and target what has become the world’s largest market for BEVs.

Honda’s e mini-EV already debuted in Europe and is the prelude to more battery electrics to come.

Under its New Energy Vehicle mandate, manufacturers face tremendous pressure to offer all-electric and PHEV models. And Honda also must deal with the floor of competition from domestic EV brands like BYD.

The possibility that the E:Concept might also target Europe seems quite real as Honda has indicated it wants to add more all-electric products to follow this year’s launch of the Honda e mini-EV.

(First Drive: 2020 Honda Civic Type R.)

As for the U.S., Honda’s been more cautious about moving beyond its familiar hybrids and PHEVs such as the new CR-V Hybrid. But there’s more coming as part of the latest in an expanding series of joint ventures with General Motors. The Japanese automaker plans to launch two BEVs based on the new GM Ultium architecture that will reach U.S. showrooms by 2024.

The Link Lonk


September 29, 2020 at 09:16PM
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Honda Brings E:Concept SUV to Beijing Motor Show - Paul Eisenstein

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Fitch Rates Honda Auto Receivables 2020-3 Owner Trust - Fitch Ratings

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September 29, 2020 at 11:55PM
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2021 Honda Odyssey - South Bend Tribune

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September 29, 2020 at 10:19PM
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The 2020 Honda Grom: The Jalopnik Review - Jalopnik

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The 2020 Honda Grom is an inexpensive, compact, fuel-efficient commuter with shrunken sport bike flair. You probably wouldn’t want this as your only motorcycle, but as an around-town bop it’s hard to beat.

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(Full Disclosure: Honda asked if I might like to ride something from its current motorcycle lineup. We settled on this Grom and a CB650R for a couple of months of Hondified fun. Both bikes were delivered to my door full of gasoline. I have since emptied and refilled both tanks numerous times. I returned both bikes in the same condition they were in when I took delivery.)

(Testing Conditions: I used this Grom as though it were my own for two months of northern Nevada summer riding. I’ve ridden it around town, to run errands, up a mountain, out into the desert and on a short daily commute.)

Grom Explained

Introduced in 2014, the Honda Grom kicked off a new era of mini-moto enthusiasm that has bred variants on the theme in the form of the Monkey, Super Cub and Trail 125. With a 125cc air-cooled, four-stroke, single-cylinder
engine producing a whopping 10 horsepower, it tops out at 56 miles per hour, unless you’ve got a downhill grade and a tailwind.

You can pick one up for $3,399, and it delivers an astonishing 134 miles per gallon, making this an incredibly frugal machine. The base model comes in four great colors, including this delightful Halloween Orange. Or, you can opt for a Grom with antilock brakes for an additional $200, but it comes only in red.

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Where I live, at around 4,000 feet above sea level, the already-taxed engine is producing only around 8.5 horsepower. Since I’m a rider of substantial size, the Grom is frustratingly slow with me on board. But that doesn’t mean it isn’t fun.

Photo: Bradley Brownell

Top Takeaways

OK, it’s slow, you get it. That would be super disappointing if this bike weren’t such a lightweight, nimble machine. With a short wheelbase and tiny 12-inch wheels, this bike can dig into corners like a scaled-down sport bike. At 229 pounds packed full of fuel, the Grom is hilariously huckable-chuckable.

More often than not, when hopping down to the grocery store a couple of blocks over, I’d take the Grom instead of getting in the car. Why would you want to take a 4,000 pound luxury wagon to get a 12 pack of Diet Coke when you could toss on a backpack and straddle this little mule? Even when I needed to bring a package to the post office, I loved pushing the Grom into service for something it was definitely not designed to do.

Photo: Bradley Brownell

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Speaking of stuff it’s not meant to do, I decided to take the Grom up the face of a nearby mountain — the incredible Mt. Rose Highway route, for those who know it. With about 4,500 feet of elevation gain in 24 miles of road, the Grom was seriously struggling on the way up. Luckily, it was a light traffic, middle-of-the-day ride, and I was able to keep the bike at full throttle, keeping mid-corner momentum up as much as possible. It felt like a moped on the straights and miniature MotoGP in the corners.

Needless to say, the route back down was a lot more fun. Using gravity to provide more forward momentum than the 125 engine could, I was positively hauling ass with a huge smile on my face. The only way you won’t have fun on a Grom is if you take yourself too seriously.

Photo: Bradley Brownell

Standout Features

The little Honda’s ergonomics seriously impressed me. At 6-foot-2 and just under three bills, I expected to be scrunched up. While the foot pegs are a little tighter than most motorcycles I ride, they weren’t too uncomfortable, even for long stints in the saddle. I did a couple of rides longer than 90 minutes, which is pretty difficult to do on a Grom, and felt fresh as a daisy when I finished. The handlebars and seat are placed well enough for an upright riding position, even for somebody my size. It’s something like a compact dirt bike.

Fuel economy is so good that riding this thing is almost free. The average car in the U.S. gets around 25 miles per gallon, and the average commute is around 12.5 miles. Let’s say in a car you burn one gallon per day on your way to and from work. If you replaced your car commute with a commute on a Grom, you’d save almost $500 a year in fuel alone.

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Photo: Bradley Brownell

What’s Weak

I complained about the monochrome digital readout on the CB650R, so it’s only fair that I do so on the Grom as well. For the not-insignificant price of the Grom, I would like either a full-color dash or a traditional sweeping needle.

The Grom doesn’t offer a gear indicator, so until you get to know the bike, you might not know what gear you’re in straight away. Then again, there are only four gears in the transmission, so you’re never very far off by guessing.

Otherwise, it could be hard to justify the Grom’s existence on paper. It’s just a little too underpowered to be useful every day as a motorcycle, and it has too many cubic centimeters to be ridden without a motorcycle endorsement on your license. It needs maybe five more horsepower to be a truly great thing. Or maybe I need to drop a hundred pounds. Or both.

Photo: Bradley Brownell

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Safety

Oh, yeah, nothing about this is safe. With the Grom’s small size and nimble handling you might be able to avoid an accident, but the one I tested didn’t even have ABS.

Jalopnik Recommended Options

Get it in Incredible Green. Don’t bother with ABS, because it’s so fun to back it into every stop sign and stoppies are incredibly easy to accomplish and modulate. This is a bike for low-speed hooligans.

Image: Honda

Class And Competition

Kawasaki would be more than happy to sell you a Z125 Pro for $200 less than a Grom, and it comes with the gear-position indicator and analog tachometer that I was just looking for on the Grom. It’s a little more powerful, but reviews indicate it’s not as comfortable and doesn’t brake as well as the Honda.

Photo: Kawasaki

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Or, if you can find a distributor here in the U.S., then perhaps the German-designed and China-built Sachs MadAss 125 is for you? It doesn’t look nearly as enticing as the Honda or the Kawasaki, but it’s more powerful and has a ridiculous name.

Verdict

The Grom is pure dumb fun. Given the choice, I’m happy to take one anywhere in town. I’m winding out every gear to max rpm and taking every corner with as much lean angle as possible. Yeah, I probably look like a gorilla riding a tricycle, but it’s just so much ridiculous fun that I positively do not care. Buy one, have a blast, and save a shitload of money on fuel in the process.

2020 Honda Grom

2020 Honda Grom

+

Ridiculous fun, great fuel economy and surprisingly comfortable

-

Slow, no gear indicator, lackluster gauges

TL;DR

Perhaps the spiritual successor to my old 1982 Honda MB5, this compact bike works great as a low-speed commuter, but doesn't do much else well. A used 250 might be a "better" bike for the same money, but I don't think it'd be more fun.

POWER

9.7 HP • 8 lb-ft

WEIGHT

229 pounds

PRICE

$3,399 as tested

The Link Lonk


September 29, 2020 at 11:50PM
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The 2020 Honda Grom: The Jalopnik Review - Jalopnik

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