Responding to online news reports and comments from around the world,
Erik Buell sent this e-mail note to Roadracing World Founder & Editor John Ulrich:
Hope all is well with you and family. I and my family are doing OK, and I’m
busy with FUELL and writing a lot of music (!?) in my spare time! But I do
miss being involved in the racing world, and seeing you and my other friends.
Anyhow, I am writing because of this “new Buell” stuff going on. I wish
there was a way to get the record set straight on me personally around my
businesses, both past and present! We all see and laugh at fake news every
day, but when related to myself it bothers me. I read everything from how
many bankruptcies I’ve had, to how I am involved again now, to how exciting
it will be to see new Buell products I am designing. A few might be
malicious, but almost all comes from just bad information that gets
repeated, maybe distorted and starts becoming “real.” This gets worse as
time goes by. So I’d like to set a few things straight.
As I know you know, damned few people if any have devoted as much time and
personal money into American motorcycles. There are a lot of haters out
there, which I just don’t get. Then I’m not that kind of person. But for the
haters and those who are hearing them, since I started my first business
back in 1977, for all my years of battling, my companies went through a
grand total of one receivership, which is essentially a bankruptcy. One.
Buell existed from 1983 through 2009 with no bankruptcies. It was shut down
by H-D in 2009 when excesses and unwise choices by their existing leadership
nearly bankrupted them, and they did massive cutbacks. Buell had had its
best sales year ever just before this, but the situation was what it was, as
H-D decided to get rid of anything outside of their core business. I wish
this had not happened and believe time has shown this was a mistake, but
corporations do what they do.
After Buell was gone, I started EBR with the money I had saved from my pay
and bonuses from building Buell up within H-D. EBR grew from a start-up in
2010 to being a company that KPMG valued at $50M in 2013. However, it turns
out EBR grew faster than the growth financing we were working on allowed.
The weaker than expected superbike sales of 2014 meant we had more inventory
and parts than we could turn back into cash. In addition our largest
customer Hero decided to pull back from expanding globally with the products
we were designing to focusing on their home market of India, so expected
income from those projects dried up. There is a misunderstanding that they
did not pay their bills; that is not accurate…they just pulled back from
what we had presumed and planned upon.
Suddenly our income was insufficient to continue the pace, and we could not
negotiate delays in payments for products and services we were using for the
expected growth. This combination is what drove EBR into receivership. I
wish Hero had continued with those products, and believe they would have
done even better had they gone global, but they made a choice as a
corporation, which was their right. I wish even more that EBR had ramped up
more slowly and had not become over-extended. I sometimes wish that small U.S.
companies in trouble could get more government support as do companies in
similar situations in other countries. But on the other hand, I don’t want
big government, and face it, wishes don’t fix the past. They are only
valuable as lessons for the future.
EBR assets were bought out of receivership by LAP of Michigan. I joined
briefly with LAP, but they did not need engineering services as they were
just selling parts and a few bikes built from what was left of inventory of
EBR 1190 parts they had bought.
Erik Buell (center, kneeling) discussing a FUELL Flow electric motorcycle with visiting engineers. Photo courtesy FUELL.
So I moved on to co-start FUELL, because I could see great need for new
products and innovation in the electric motorcycle/bicycle world. That is
where I have been the last three plus years, and it is very exciting to be
free to design radical stuff. It’s a small but really serious team that
represents a real technology start-up, with a lot of patentable ideas. This
is where real talk around Erik Buell and the team I am working with should
be. We have a very exciting portfolio of new FUELL products coming that will
show innovation even beyond what we did in prior companies.
I am not involved with the EBR or Buell brands, which are owned by the
people from LAP of Michigan. Where they go will be seen, and hopefully it’s
all good, but I have no part in it at this time. I would appreciate it if
LAP would stop using my personal name Erik Buell in their postings, but what
to do… In any case if I can’t stop that, I just would like it to be known
that I am not personally associated with a company where I have no
involvement in business or engineering. The future of Erik Buell is with
FUELL.
Vance & Hines Announced as Presenting Sponsor of AFT Production Twins
V&H introduces significant bonus contingency for XG750R-mounted riders, Total contingency available for XG750R athletes climbs to $138,625.
DAYTONA BEACH, Fla. (February 22, 2021) – Progressive American Flat Track and Vance & Hines proudly announced today an expanded support program for riders in AFT’s Production Twins Class. Vance & Hines will take the role of presenting sponsor and will significantly increase its contingency payments in what will now be branded AFT Production Twins presented by Vance & Hines.
With the combined efforts of Harley-Davidson and Vance & Hines, competitors riding an XG750R in the AFT Production Twins presented by Vance & Hines class are now eligible for their piece of a $7,125 per-race contingency package, tallying an impressive $138,625 in total awards for 2021.
Total combined per-race contingency payout for eligible riders of the XG750R is as follows:
1st – $4,000
2nd – $1,500
3rd – $1,025
4th – $350
5th – $200
In addition to the per-race contingency payout, the combined championship bonus that is available for XG750R riders now totals $17,500 for the 2021 AFT Production Twins presented by Vance & Hines season.
“This partnership creates an even deeper connection for Vance & Hines with both Harley-Davidson and AFT,” said Vance & Hines President Mike Kennedy. “Most importantly, it’s an expansion of our support for Production Twins class riders. We’ll be at every race with technical support and are happy that this program helps riders meet the financial demands of racing.”
“The AFT Production Twins class has developed rapidly over the last two seasons and Vance & Hines have been a major factor in that growth,” said Michael Lock, CEO of Progressive AFT. “Their commitment to the class and riders competing on Harley-Davidson XG750Rs is welcomed and we are looking forward to an exciting season of racing in AFT Production Twins presented by Vance & Hines!”
To qualify for the full amount of available Harley-Davidson and Vance & Hines contingency awards, riders must compete aboard a Harley-Davidson XG750R, run an eligible Vance & Hines exhaust system, a Vance & Hines decal on their race bike and have a Vance & Hines patch on their racing leathers. Complete details about the three contingency packages will be posted to the AMA Pro Racing website and distributed to competitors.
Energica: new partnership with Cellularline and Alascom, for the development of dedicated and innovative AI project on two wheels
Energica Motor Company, leading company of high-performing electric motorcycle and FIM Enel MotoE World Cup single manufacturer until 2022, started a technological collaboration with Cellularline and Alascom for an innovative A.I. project developed on Energica motorcycles but easily adapted to any electric vehicle.
The project is aimed at developing a communication protocol between the Energica riders and Cellularline-Interphone products through the Alascom app downloaded on the mobile phone.
The rider, through the connection between Alascom app and Ok Google or Hey Siri function of his/her phone, can interact with the bike thanks to the interphone. The bike will reply by Bluetooth and the rider will be able to hear it through the interphone.
“Artificial intelligence is a rapidly growing trend, especially in the interaction between rider and vehicle”. Said Giampiero Testoni, CTO Energica Motor Company S.p.A. “We have been pursuing innovation for years also in this field in order to offer to our customers a state-of-the-art product that is both useful and responsive. Thanks to this innovative communication protocol, the rider can easily find information on his/her vehicle without distractions. For the development of this project, we relied on industry leaders such as Cellularline and Alascom”.
12-Year-Old American Kristian Daniel Jr. Moves Up!
The California Rider signs with Spain’s Team AGR to compete in the 2021 FIM CEV Repsol European Talent Cup.
February 22nd – Barcelona, Spain
What all began as a young California boy’s dream has just taken a huge step toward becoming a reality. Kristian Daniel Jr., who just turned twelve years-old this February, has signed with the Spanish AGR team to compete in the 2021 FIM CEV Repsol European Talent Cup. The ETC has become the proving grounds for the world’s most promising young MotoGP prospects, with past champions Xavi Artigas and Izan Guevara entering the World Moto3 Championship this year.
Kristian Jr. will not only be the only American on the ETC grid, he will also be one of the youngest riders in a championship limited to riders from 12 to 17 years of age. Kristian Jr. showed strong potential last year during his first season in the highly-competitive Spanish Cuna de Campeones. He missed pre-season testing and the opening round in Portugal due to Covid-19 travel restrictions, but after struggling to finish tenth in his first race, he quickly moved up to the front of the pack. He took his first win in the fourth round at the Motorland Aragon Grand Prix circuit and went on to score two wins and several podiums in his rookie season.
American Kristian Daniel Jr. standing on the podium holding an American flag at Motorland Aragon. Photo by Rafa Morrodan, courtesy Noyes Camp Academy.
Now, he moves into the most competitive and prestigious championship of its kind. He will be competing over an eight-race season, all on homologated FIM MotoGP World Championship venues. All participants will ride Honda NSF250R motorcycles with identical 250cc liquid-cooled, four-stroke, single-cylinder engines producing 48 HP at 13,000 RPM. These a purpose-built racing machines with inverted front fork tubes and Pro-Link rear suspension.
Kristian Jr. will be pitted against older and more experienced riders, some of whom are currently competing in the Red Bull Rookies Cup. This will give him a valuable opportunity to race against the best young European racers and to interact with professional team technicians who will combine rider input with data acquisition to set up the machine. With all this in mind, both the team and rider will focus on learning and development.
This opportunity wouldn’t be possible without his support system: Vanel Design, Noyes Camp, Kabuto and, of course, Anscari Nadal for making this dream come true.
Kristian Daniel Jr. (left) and Team AGR Manager Anscari Nadal. Photo courtesy Noyes Camp Academy.
Anscari Nadal (Team Manager): “I am very happy that Kristian Daniel Jr is on our team. He is a promising young American and we have a very good relationship since they moved to Barcelona. I thank all the sponsors who have made it possible for AGR to have a motorcycle in the European Talent Cup this year. I am very excited about Kristian. The road is long but we are already starting to work to take him to the top”.
Kristian Daniel Jr: “I’m really excited to have a chance to race in the European Talent Cup. Being able to ride with AGR is even more special, because I have know this team since I first arrived in Spain. It’s a big challenge, but together with the team, I am ready to learn. I’m very grateful to Vanel Design, Noyes Camp, Kabuto, RiderzLaw and of course Anscari Nadal for making this dream come true”.
More about Noyes Camp Academy
Noyes Camp Academy was established in 2012 by former Moto2 rider, FIM CEV SBK Champion and USA Flat Track National Champion, Kenny Noyes. We are pioneers in Europe to combine dirt track and road racing under the same roof and use it as a training method. Or as we call it “Formula USA”. Our goal is to bring all kinds of riders closer to MotoGP level facilities and training. We are constantly learning and improving. Our riders/instructors represent our training method and our values.
Mathew Scholtz and Westby Racing Complete Successful Test At Road Atlanta
Tulsa, OK – February 22, 2021 – Withstanding the cold temperatures in Georgia on Sunday, Mathew Scholtz and the Westby Racing team completed a quick, one-day test at Michelin Raceway Road Atlanta. For Mathew, it was his first time aboard the #11 Westby Racing Yamaha YZF-R1 Superbike—or any road racing motorcycle—since being injured last October at Indianapolis Motor Speedway during round eight of the 2020 MotoAmerica Superbike Championship.
Despite the extent of the injuries to his right leg and ankle, an arduous rehabilitation, and a long off-season that included a trip back home to his native country of South Africa, Mathew acclimated very quickly to the Westby Superbike. “He looked as fast as always, like he’d never gotten injured and hadn’t been off the bike for more than a day,” commented Westby Racing Team Manager Chuck Giacchetto.
Mathew said, “It was really great to get out to Road Atlanta with the Westby team and get some laps in on the Superbike. Obviously, I’ve been off for four-and-a-half months, and it’s been a really difficult time with the rehab and just trying to get all the mobility back in my foot. It’s been a difficult journey, but it makes it all worth it when you get to the track and see the bike being rolled out of the trailer and getting to see the team once more.
“It was really cold out, so we waited till after noontime to ride on Sunday. I got out on the track, and the very first session was a positive. My foot felt pretty good while I was riding. I did suffer a little bit afterwards with some swelling, but on the positive side, it didn’t seem to affect my body positioning and how I ride the bike. That was one of the biggest points for me, was just to have that confidence to get into the correct positions. The first session was just nice to kind of knock the cobwebs off, and then, I went quicker in the next session. The test gave me the mental clarity I needed, and to realize that I can still ride and push to the same limits where I was last year. Right now, I’m looking forward to training some more. I’ll be heading out to California next week to train with Josh Hayes at his J4orce Training Camp, just to get in better shape and be ready for our next test halfway through March and then, the test at COTA at the end of March. I’m anxious to see how we compare with the rest of the Superbike boys.”
Next up for Mathew and the team will be a test at Talladega Gran Prix Raceway in Munford, Alabama, in the middle of March just prior to the MotoAmerica Dunlop Official Preseason Test at the Circuit of The Americas in Austin, Texas, on March 30 and 31.
Dominic Doyle, the 19-year-old who finished runner-up in the 2020 MotoAmerica Junior Cup Championship, is moving up to MotoAmerica Supersport in 2021.
That’s the word from Colin Barton, owner of Doyle’s BARTCON Racing team.
“Knowing that the next step in Dominic’s career had to be, at minimum, a Supersport ride, I was left with the harsh reality of having to figure out if BARTCON Racing could even afford to go [racing with] MotoAmerica in 2021 or if I would possibly have to find another team to take this talented young South African boy who had spent the last couple of seasons growing up and growing on the entire BARTCON Racing crew,” Barton stated in a press release. “To be honest, the thought of Dominic riding for any team other than BARTCON this season was the driving force of pushing me to find a package that would work for everyone involved.
“I am now delighted to announce that Dominic will be racing in the MotoAmerica Supersport class for the 2021 season aboard his BARTCON Racing Kawasaki ZX-6R.
“I cannot thank the other people involved [who] have been instrumental in getting us to the where we are today. Dr. Mark Dekutoski of Coastal Neurosurgery and Spine is a huge part of helping the team get over the biggest hurdle of having the funds so the team can go into the season ready to give it 110% across the board.
“Another big thanks to both crew chiefs: Mike Skowroneck, of Triple Strong Racing, and Dustin Apgar, of Ghilliman Racing, who never stopped working with Dominic during the offseason. [And] the team Transport & General Manager, Uncle Pete Fitzpatrick.”
In his press release, Barton said Doyle’s performance during a pre-season test at Jennings GP, in Florida, convinced him and his team to also enter Doyle in the 79th Daytona 200, an ASRA SportBike race that is scheduled March 13 at Daytona International Speedway.
BARTCON Racing is sponsored by: Orient Express Racing, Spears Racing, Woodcraft, Blud Racing Lubricants, Forma Boots, Bison Leathers, Inde Motorsports Ranch, Drippin’ Wet, MOTO-D, K-Tech Suspension, and Sparks Exhaust Technology.
ASMA adds Arizona Superbike Showdown at Inde Motorsports Ranch to 2021 Schedule
The Arizona Superbike Showdown at Inde Motorsports Ranch scheduled for September 17-19th will take the place of the September round of the ASMA Championship series, originally scheduled for September 4-5 at Arroyo Seco Raceway.
In addition to a normal ASMA weekend, the Arizona Superbike Showdown at Inde Motorsports Ranch will feature an IMR Ride Day on Friday for those wanting more time to get up to speed, or if you’re an enthusiast wanting to come ride the brand new asphalt at Inde, there will be two trackdays available before ASMA racers take the grid for the first time on the 2.75 mile, 21 turn racetrack at Arizona’s premier motorsports country club.
The Evan Steel Performance Formula Arroyo race will feature a guaranteed $1000 to win for this inaugural event, with more paid down through 5th place than a normal race. Since this is a first-time event, as we add sponsors we expect this to grow well before the race.
Formula Amateur by Arizona Sportbike Development and Formula 500 by Law Tigers will both feature double purse to the top 3 compared to a regular ASMA event.
The AZ Superbike Showdown at IMR are now looking for sponsors, vendors and most importantly, enthusiasts to join us at the beautiful facility near Willcox, Arizona for two or three days of great riding, hospitality and competition.
ASMA Roadracing is based out of Arroyo Seco Raceway in Deming, New Mexico and has been running championship road racing motorcycle trackdays since 2001. For more information about ASMA, contact Roger Heemsbergen at (575) 494-4794 or visit www.asmaracing.com
Founded in 2010, Inde Motorsports Ranch is a premier private membership motorsports facility located in the hills of Willcox, Arizona. For more information about Inde Motorsports Ranch, call (520) 384-0796 or visit www.Indemotorsports.com
Travis Wyman Racing announces Irv Seaver BMW as 2021 offseason title sponsor
Storied southern California motorcycle dealership helps team get ready for 2021 MotoAmerica Stock 1000, Superbike Cup championship bids
LAS VEGAS, Nev. — Travis Wyman Racing is happy to announce it has renewed is marketing partnership with Irv Seaver BMW for 2021. The century-old dealership is the title sponsor of the team’s first offseason testing program since 2018.
Irv Seaver BMW’s support helped the team get the parts it needed to prepare one of its engines for the testing program, which kicks off Feb. 27 at the WERA Motorcycle Roadracing round at Las Vegas Motor Speedway. The program will help the Travis Wyman Racing further develop its 2020 BMW S 1000 RR package in advance of competing in MotoAmerica’s Stock 1000 and Superbike Cup classes in 2021. The team debuted the redesigned BMW literbike last season with no track time on the new machine prior to the opening round at Road America. Wyman finished the season third in the Stock 1000 standings and runner-up in the inaugural Superbike Cup.
“Irv Seaver BMW was one of my team’s new sponsors last year, and I’m delighted that they’ve upped their support for 2021,” team owner/rider Travis Wyman said. “I struggled a bit at the first couple rounds in 2019 and 2020, and I’m hoping this testing program will help the team recapture the early-season success we had in 2018.”
Located in Orange, Calif., Irv Seaver BMW was founded as a sporting goods store that began selling motorcycles in the 1910s. The dealership is no stranger to participating in racing, as it supported AMA Motorcycle Hall of Famer David Aldana in years past. The dealership is currently owned by Evan Bell, who bought it from Seaver in 1979.
Wyman added, “Our testing program wouldn’t be possible without Irv Seaver BMW helping us get the parts we needed in time and the extraordinary efforts of the team’s mechanic, Alex Torres of Fastline Motorcycle Performance, to get the engine ready. Alex lives near Austin and finished repairing the engine last week while also dealing with the effects of the recent Texas snow storms on his ranch.”
To follow Travis Wyman Racing’s offseason testing program, follow the team on Facebook at www.facebook.com/traviswymanracing or on Wyman’s Instagram feed (@twyman_10).
Ready for the challenge – Repsol Honda Team launch 2021 campaign
Marc Marquez and Pol Espargaro prepare for all new challenges in 2021 with the Repsol Honda Team.
After a season like no other, both on and off the track, 2021 presents the MotoGP World Championship with a chance to rally in the face of adversity and forge ahead. With a difficult 2020 behind them, the Repsol Honda Team are also out to reset and show they are ready for any challenge. Marc Marquez is joined on this challenge by Pol Espargaro, fresh from his best premier class season to date. The pair have grown up racing together, battling from local championships in Spain to the premier class and bring with them 446 World Championship starts, 184 podiums, 109 poles and 97 wins.
With the world still working to overcome to Covid-19 pandemic, the Repsol Honda Team have launched their 2021 challenge with a fully online presentation for the first time in Honda’s history. A new style presentation for a year set to be full of new challenges.
The 2013 Moto2 World Champion, Pol Espargaro, achieves a life-long dream in 2021 as he wears the Repsol Honda Team colours aboard the factory Honda RC213V. With over 100 premier-class starts, the 29-year-old is among the most experienced riders in MotoGP and arrives in the best form of his career. Fighting to fifth in the World Championship standings with five podiums and two pole positions, Pol brings not only experience but an undeniable fire to succeed to the team.
For Marc Marquez, the 2021 season is a new beginning as he is set to return from his season-ending injury sustained in Jerez. Focusing exclusively on his recovery from a broken right humerus, the eight-time World Champion has been working diligently to return to his best and comeback strong for the 2021 season. A champion’s spirit drives Marquez to succeed at everything he does.
The iconic Repsol Honda Team livery will be another constant in 2021 as Repsol and Honda continue their more than quarter of a century long partnership. With 180 premier class wins, 447 premier class podiums and 15 World Championships, the combination is without doubt the most decorated in Grand Prix Racing and is determined to return to these levels of success.
The Repsol Honda Team will now travel to Qatar for the MotoGP pre-season where Pol Espargaro will get his first taste of the Honda RC213V. Marc Marquez will not attend the Qatar Test as he continues to focus on his recovery.
Tetsuhiro Kuwata
HRC Director – General Manager Race Operations Management Division
“We enter another season full of anticipation and desire. After what has been a difficult 2020, we are continuing to learn and to work to return to the top of championship. From the technical side, HRC have been working as hard as always to keep improving the RC213V. We have a new rider in the shape of Pol Espargaro this year who brings good experience and a desire for victory. We are all eagerly awaiting the first test with him. On Marc’s side, we have been closely following his recovery and will continue to do everything we can to support him to return as strong as possible.
“Finally, I would like to thank Repsol and all of our sponsors for their continued support. Without them we would be unable to go racing, they are not just sponsors but partners on this great challenge.”
Ana Camps
Sponsoring, Media, Advertising and PR Deputy Director – Repsol
“We of course look forward to achieving the results that have always been our trademark, like fighting for victories, podiums and championships. This is the reason why, after more than 25 years, we continue side by side with the best partner in MotoGP, Honda. The alliance between our two companies goes beyond a sponsorship agreement and is based on technology: collaboration between Honda’s facilities in Saitama and the Repsol Tech Lab in Madrid.
“Our Tech Lab scientists apply the most avant-garde technology to our fuels and lubricants, and we take advantage of all the knowledge that high competition provides for our Repsol products. We know that Marc is an extraordinary rider and a unique person with a great ability to overcome anything, so we have no doubt that he will soon amaze us again. Marc, of course, has all our support to achieve the goals he pursues.
“We also look forward to the arrival of a new rider, Pol Espargaro. He is a great professional and a mature rider and will now have an opportunity to prove his amazing talent.”
Marc Marquez
“After a long time away it was nice to see my bike again and wear my leathers. 2020 was a difficult year for everyone and especially for me with the injury and watching the races from home. But I have continued to work with the doctors, with my team and with myself to recover and return to MotoGP. Of course, I would have liked to return sooner, but it is very important to listen to the doctors and my body until I am fully fit. I can imagine the best comeback that is to start riding again the bike and be the same, but it will be difficult to be like this. But we will see if it takes one race, two races, half the season to be the same Marc. I will not be at the Qatar Test as I aim to return only when I am 100% and there is still some work to do.”
Pol Espargaro
“The lead up to this season has been one of the most exciting of my career, it’s been like waiting for my first season or my MotoGP debut. To ride for the Repsol Honda Team is every rider’s dream and something to be truly proud of. Every few weeks I have taken another step, seeing the bike at my home, now wearing the leathers. The final step is to ride the RC213V for the first time at Qatar, this excitement is motivating me to train more and be the best I can be for the 2021 World Championship. I am here in the Repsol Honda Team in order to achieve success and fight at the top, this is the goal for 2021.”
HARLEY-DAVIDSON REVOLUTION MAX 1250 ENGINE TUNED FOR ADVENTURE
All-New Liquid-Cooled V-Twin to Power Pan America 1250 and Pan America 1250 Special
MILWAUKEE (February 22, 2021) – The Harley-Davidson® Pan America™ 1250 and Pan America™ 1250 Special models are powered by the all-new Revolution® Max 1250 engine, a liquid-cooled V-Twin designed to offer flexible, engaging performance with a broad powerband that builds to a rush of high-RPM power surging through the redline. The Revolution Max 1250 engine has been tuned specifically to deliver desirable power characteristics for the Pan America 1250 and Pan America 1250 Special models, with an emphasis on smooth low-end torque delivery and low-speed throttle control applicable to off-road riding.
“Through its history Harley-Davidson has embraced technological evolution while respecting the heritage of our brand, with engines that produce real-world performance for real-life riders,” said Harley-Davidson Chief Engineer Alex Bozmoski. “The Revolution Max 1250 is a clean-sheet, advanced-design effort that will carry Pan America riders over new horizons with reliability, efficiency, and exciting performance.”
A focus on performance and weight reduction drove both vehicle and engine architecture, material choices, and aggressive component design optimization. To minimize overall motorcycle weight the engine is integrated into the vehicle as the central member of the chassis. The use of lightweight materials helps achieve a desirable power-to-weight ratio.
The Revolution Max 1250 engine is assembled at the Harley-Davidson Pilgrim Road Powertrain Operations facility in Wisconsin.
Harley-Davidson’s new Revolution Max 1250 V-Twin engine with sections cut away to display the internal parts. Photo courtesy Harley-Davidson.
Revolution® Max 1250 Engine
Displacement: 1250cc
Bore x Stroke: 4.13 in. (105 mm) x 2.83 in (72 mm)
Horsepower: 150hp
Peak Torque: 94 ft. lbs.
Peak RPM: 9,500
Compression Ratio: 13:1
Another view of Harley-Davidson’s new Revolution Max 1250 V-Twin engine with sections cut away to display the internal parts. Photo courtesy Harley-Davidson.
Revolution® Max 1250 Engine Technical Features
V-Twin Architecture
A V-Twin design provides a narrow powertrain profile that centralizes mass to enhance balance and handling, and also provides ample foot/leg room for the rider.
A 60-degree V angle of the cylinders keeps the engine compact while providing space between the cylinders for dual down-draft throttle bodies that maximize air flow and increase performance.
Optimized Design for Light Weight
Reducing the weight of the powertrain contributes to lower motorcycle weight – reducing weight can enhance every aspect of motorcycle performance: efficiency, acceleration, handling and braking.
The use of finite element analysis (FEA) and advanced design optimization techniques in the engine design stage minimized material mass in cast and molded components. For example, as the design progressed, material was removed from the starter gear and camshaft drive gears in an effort to lighten these components.
Single-piece aluminum cylinders with nickel silicon carbide-surface galvanic coating are a lightweight design feature.
Rocker covers, camshaft covers and primary cover are lightweight magnesium.
Stressed Member Powertrain
The Revolution Max 1250 powertrain is a structural component of the motorcycle chassis.
The engine serves two functions – providing power and acting as a structural element of the chassis.
Eliminating a traditional frame significantly reduces motorcycle weight and results in a very stiff chassis.
A front frame element, mid frame element and the tail section bolt directly to the powertrain.
The powertrain is designed to be both strong and very rigid so that it can effectively function as a chassis component.
The rider realizes optimized performance due to a significant weight savings, a rigid chassis and mass centralization.
A front view of Harley-Davidson’s new Revolution Max 1250 V-Twin engine with sections cut away to display the internal parts. Photo courtesy Harley-Davidson.
Liquid Cooling
Heat is an enemy of both durability and rider comfort. Liquid cooling the engine maintains a stable and controllable engine and oil temperature for consistent performance in changing environmental and riding situations.
Powertrain performance is enhanced by tight component tolerances that can be achieved when engine temperature is controlled (there is less expansion and contraction of metal parts).
Desirable engine sounds – a stirring exhaust tone – can predominate because noise from internal engine sources is reduced by liquid cooling.
The engine oil is also liquid cooled, which ensures that engine oil performance and durability will be maintained in challenging conditions.
The cooling system is designed to be esthetically pleasing, easy to service and rugged.
The coolant pump is internal and features high-performance bearings and seals for extended service life.
Coolant passages are integrated into a complex stator cover casting to save weight and reduce powertrain width.
A coolant drain plug is recessed and guarded by a foot peg to limit vulnerability to damage in off-road riding situations.
Offset Connecting Rod Journals
The two crankshaft connecting rod journals are offset by 30 degrees. Harley-Davidson leveraged its extensive experience in flat track racing to help inform the cadence of Revolution® Max 1250 engine power pulses.
The 30-degree offset creates a 90-degree firing order that produces a smooth power delivery, especially at higher RPM.
The cylinders are offset slightly to accommodate the crankshaft design, with the rear cylinder positioned to the rider’s left on the crankcase, a choice made to enhance ergonomics.
The rider may gain control and confidence because the power pulses of a 90-degree firing order may improve traction in some off-road riding situations.
The 90-degree firing order produces a stirring exhaust beat.
Forged Aluminum Pistons
Piston crowns are machined for precise control of compression ratio. The 13:1 compression ratio improves engine torque at all speeds. This high compression ratio is made possible by advanced knock detection sensors. The engine will require premium-grade (91 octane) fuel to make maximum power, but will run on lower-octane fuel and is protected from detonation by the knock sensor technology.
The base of the piston is chamfered so no piston ring compression tool is required for installation.
The piston skirt has a low-friction coating.
Low-tension piston rings reduce friction, which improves performance.
The top ring land is anodized to enhance durability.
Oil cooling jets are aimed at the bottom of the pistons to help dissipate combustion heat.
Four-Valve Cylinder Heads
Four-valve cylinder heads (two intake and two exhaust) permit the largest-possible valve area.
The rider realizes an optimal performance profile for adventure touring – strong bottom-end torque with a smooth transition to peak power – because the flow of gasses through the combustion chamber is optimized to match the desired performance requirement and engine displacement.
The exhaust valves are sodium-filled to better dissipate heat.
Suspended oil passages within the heads are made possible by a complex casting technique, and reduce weight because the head wall thickness is minimized.
The cylinder heads are cast from high-strength 354 aluminum alloy. Because the heads act as a chassis mounting point, they are designed to be flexible at that mounting point but rigid over the combustion chamber. This is accomplished in part through targeted heat treating.
Double Overhead Camshafts (DOHC)
The Revolution Max 1250 engine is equipped with separate intake and exhaust camshafts for each cylinder.
The DOHC design facilitates higher-RPM operation by reducing valve train inertia, which produces higher peak horsepower.
The DOHC design permits independent Variable Valve Timing (VVT) on the intake and exhaust cam, optimized for the front and rear cylinder, to broaden the powerband.
Specific cam profiles are selected to produce the most-desirable performance characteristics.
The drive-side camshaft bearing journal is part of the drive sprocket, a design that makes it possible to remove the camshaft for service or a future performance upgrade without disassembling the camshaft drive.
The camshaft drive chain guides and sprockets have been optimized to reduce as much mass as possible. The chain tensioner is internally mounted and incorporates design features to minimize start-up clatter.
Hydraulic Lash Adjusters
The Revolution® Max 1250 engine features roller-finger valve actuation with hydraulic lash adjusters.
This design ensures that the valves and valve actuators (“fingers”) are in constant contact as engine heat changes.
The hydraulic lash adjusters make the valve train maintenance-free, saving the owner time and cost – there is no mechanical adjuster.
This design realizes a reduction in undesirable valve train noise, especially on cold starts.
This design maintains consistent pressure on the valve stem, which facilitates more-aggressive camshaft profiles which can boost performance.
Variable Valve Timing (VVT)
The Revolution Max 1250 engine is equipped with computer-controlled Variable Valve Timing (VVT) on both the intake and exhaust camshafts.
Through computer control, VVT advances or retards exhaust and intake camshaft timing independently through a potential range of 40 degrees of crankshaft rotation.
VVT broadens the overall powerband and improves torque management and efficiency compared to the same engine with fixed valve timing. This allows the same engine to provide both low-end grunt for acceleration off the line as well as the thrill of high-RPM horsepower.
VVT may improve fuel efficiency and increase range from each tank of fuel.
The timing phaser is located between the cam drive sprocket and the camshaft, and uses a solenoid plunger to control ported hydraulics that change the cam timing.
When the engine is shut down, VVT sets intake cams to full retard and exhaust cams to full advance to reduce compression for easier starting.
Camshaft position pick-ups are located in the valve covers.
Dual Spark Plugs
The Revolution Max 1250 engine is equipped with two spark plugs per cylinder.
Dual spark plugs improves ignition of the fuel charge across this wide-bore cylinder.
The Revolution® Max 1250 engine is equipped with “dual side strap” spark plugs that are designed to better manage high temperatures in the combustion chambers than a standard spark plug.
Dual Down-Draft Throttle Bodies
Separate throttle bodies are located between the cylinders, positioned to create minimal turbulence and impedance to air flow.
High-velocity air flow into the combustion chamber is optimized for improved performance.
Fuel delivery can be optimized individually for each cylinder, which can improve economy and range.
The central location of the throttle bodies permits the ideal position of an 11-liter airbox over the engine. Airbox capacity is optimized for engine performance.
The airbox is shaped to permit use of tuned velocity stacks over each throttle body that utilize inertia to pack more air mass into the combustion chamber, which can increase power output.
The airbox is formed of glass-filled nylon with integrated internal ribs that help quell resonance and muffle intake noise. A forward-facing intake snorkel directs intake noise away from the rider. Silencing intake noise permits desirable exhaust tone to predominate.
The circular base of the washable conical air filter provides an optimal seal to the airbox.
Robust Oiling System
The engine oiling system is scaled to perform well in challenging conditions.
The engine features a dry sump oiling system, with the oil reservoir (or sump) incorporated into the crankcase casting below all rotating parts. This increases performance by reducing the parasitic power loss that can occur when a rotating part must pass through an oil bath.
Triple oil scavenge pumps evacuate excess oil from three engine cavities – crankcase, stator cavity and clutch cavity. The rider gains optimal performance as parasitic power loss is reduced because internal engine components do not have to rotate through excess oil.
A windage tray prevents the clutch from aerating engine oil, which could degrade oil delivery.
The oil feed pump is fitted with a large-capacity screen able to filter debris for the lifespan of the motorcycle.
The oil pump is designed to pull vacuum in the crankcase, which can further reduce internal engine friction because lighter piston ring pressure is required to minimize combustion blow-by.
Oil delivery to main bearings and connecting rod bearings is delivered through the center of the crankshaft, a design that enables low oil pressure (60-70 psi) that reduces parasitic power loss at high RPM.
Fully Balanced Powertrain
Internal balancers cancel most engine vibration to enhance rider comfort and improve vehicle durability.
Primary balancer: This spiral-shaped, chain-driven balancer located in the crankcase manages the primary vibration created by the crank pins, pistons and connecting rods, and also a “rolling couple,” or side-to-side imbalance, caused by the off-set cylinders.
Secondary balancer: A small balancer located in the front cylinder head between the camshafts complements the primary balancer to further reduce vibration.
The balancers are tuned to retain just enough vibration to make the motorcycle feel “alive.”
Engine balancing contributes to weight reduction and motorcycle performance because engine components do not have to be designed to withstand stress inputs from vibration.
Clutch and Transmission
The Revolution® Max is a unitized powertrain, meaning that the engine and six-speed transmission are housed in a common case.
The clutch is mechanically actuated with a large-diameter cable for smooth, consistent disengagement and minimal drag.
The clutch assist function offers a lighter feel at the clutch lever while maintaining the ability to transmit full torque and power to the transmission.
The clutch features eight friction plates designed to provide consistent engagement at maximum torque throughout the life of the clutch.
A clutch slipper function enables the rider to downshift without over-speeding the engine or slipping or hopping the rear wheel.
To minimize NVH (noise vibration harshness) the primary gear assembly was designed to achieve the optimal balance of sound quality and performance. A custom-designed scissor gear reduces both backlash and gear meshing noise.
Compensation springs in the primary gear smooth out torque pulses from the crankshaft before they reach the transmission, providing consistent torque delivery.
The six-speed transmission shift system features roller bearings to support the shift drum and Teflon-coated shift shaft support bushings to minimize frictional losses and optimize shift quality.
Internal shift components are durable but also as light as possible to improve shift quality and acceleration by minimizing power losses during shift events.
The semi-dry transmission cavity reduces parasitic power loss and increases fuel economy for the customer because gears are not churning through oil.
Harley-Davidson, Inc. is the parent company of Harley-Davidson Motor Company and Harley-Davidson Financial Services. Our vision: Building our legend and leading our industry through innovation, evolution and emotion. Our mission: More than building machines, we stand for the timeless pursuit of adventure. Freedom for the soul. Our ambition is to maintain our place as the most desirable motorcycle brand in the world. Since 1903, Harley-Davidson has defined motorcycle culture by delivering a motorcycle lifestyle with distinctive and customizable motorcycles, experiences, motorcycle accessories, riding gear and apparel. Harley-Davidson Financial Services provides financing, insurance and other programs to help get riders on the road. www.harley-davidson.com.
A FUELL Flow electric motorcycle. Photo courtesy FUELL.
Copyright 2021, Roadracing World Publishing, Inc.
Responding to online news reports and comments from around the world,
Erik Buell sent this e-mail note to Roadracing World Founder & Editor John Ulrich:
Hope all is well with you and family. I and my family are doing OK, and I’m
busy with FUELL and writing a lot of music (!?) in my spare time! But I do
miss being involved in the racing world, and seeing you and my other friends.
Anyhow, I am writing because of this “new Buell” stuff going on. I wish
there was a way to get the record set straight on me personally around my
businesses, both past and present! We all see and laugh at fake news every
day, but when related to myself it bothers me. I read everything from how
many bankruptcies I’ve had, to how I am involved again now, to how exciting
it will be to see new Buell products I am designing. A few might be
malicious, but almost all comes from just bad information that gets
repeated, maybe distorted and starts becoming “real.” This gets worse as
time goes by. So I’d like to set a few things straight.
As I know you know, damned few people if any have devoted as much time and
personal money into American motorcycles. There are a lot of haters out
there, which I just don’t get. Then I’m not that kind of person. But for the
haters and those who are hearing them, since I started my first business
back in 1977, for all my years of battling, my companies went through a
grand total of one receivership, which is essentially a bankruptcy. One.
Buell existed from 1983 through 2009 with no bankruptcies. It was shut down
by H-D in 2009 when excesses and unwise choices by their existing leadership
nearly bankrupted them, and they did massive cutbacks. Buell had had its
best sales year ever just before this, but the situation was what it was, as
H-D decided to get rid of anything outside of their core business. I wish
this had not happened and believe time has shown this was a mistake, but
corporations do what they do.
After Buell was gone, I started EBR with the money I had saved from my pay
and bonuses from building Buell up within H-D. EBR grew from a start-up in
2010 to being a company that KPMG valued at $50M in 2013. However, it turns
out EBR grew faster than the growth financing we were working on allowed.
The weaker than expected superbike sales of 2014 meant we had more inventory
and parts than we could turn back into cash. In addition our largest
customer Hero decided to pull back from expanding globally with the products
we were designing to focusing on their home market of India, so expected
income from those projects dried up. There is a misunderstanding that they
did not pay their bills; that is not accurate…they just pulled back from
what we had presumed and planned upon.
Suddenly our income was insufficient to continue the pace, and we could not
negotiate delays in payments for products and services we were using for the
expected growth. This combination is what drove EBR into receivership. I
wish Hero had continued with those products, and believe they would have
done even better had they gone global, but they made a choice as a
corporation, which was their right. I wish even more that EBR had ramped up
more slowly and had not become over-extended. I sometimes wish that small U.S.
companies in trouble could get more government support as do companies in
similar situations in other countries. But on the other hand, I don’t want
big government, and face it, wishes don’t fix the past. They are only
valuable as lessons for the future.
EBR assets were bought out of receivership by LAP of Michigan. I joined
briefly with LAP, but they did not need engineering services as they were
just selling parts and a few bikes built from what was left of inventory of
EBR 1190 parts they had bought.
Erik Buell (center, kneeling) discussing a FUELL Flow electric motorcycle with visiting engineers. Photo courtesy FUELL.
So I moved on to co-start FUELL, because I could see great need for new
products and innovation in the electric motorcycle/bicycle world. That is
where I have been the last three plus years, and it is very exciting to be
free to design radical stuff. It’s a small but really serious team that
represents a real technology start-up, with a lot of patentable ideas. This
is where real talk around Erik Buell and the team I am working with should
be. We have a very exciting portfolio of new FUELL products coming that will
show innovation even beyond what we did in prior companies.
I am not involved with the EBR or Buell brands, which are owned by the
people from LAP of Michigan. Where they go will be seen, and hopefully it’s
all good, but I have no part in it at this time. I would appreciate it if
LAP would stop using my personal name Erik Buell in their postings, but what
to do… In any case if I can’t stop that, I just would like it to be known
that I am not personally associated with a company where I have no
involvement in business or engineering. The future of Erik Buell is with
FUELL.
Aftermarket motorcycle exhaust system manufacturer Vance & Hines is the presenting sponsor of the 2022 American Flat Track (AFT) Production Twins Championship. Photo by Scott Hunter, courtesy AFT.
Vance & Hines Announced as Presenting Sponsor of AFT Production Twins
V&H introduces significant bonus contingency for XG750R-mounted riders, Total contingency available for XG750R athletes climbs to $138,625.
DAYTONA BEACH, Fla. (February 22, 2021) – Progressive American Flat Track and Vance & Hines proudly announced today an expanded support program for riders in AFT’s Production Twins Class. Vance & Hines will take the role of presenting sponsor and will significantly increase its contingency payments in what will now be branded AFT Production Twins presented by Vance & Hines.
With the combined efforts of Harley-Davidson and Vance & Hines, competitors riding an XG750R in the AFT Production Twins presented by Vance & Hines class are now eligible for their piece of a $7,125 per-race contingency package, tallying an impressive $138,625 in total awards for 2021.
Total combined per-race contingency payout for eligible riders of the XG750R is as follows:
1st – $4,000
2nd – $1,500
3rd – $1,025
4th – $350
5th – $200
In addition to the per-race contingency payout, the combined championship bonus that is available for XG750R riders now totals $17,500 for the 2021 AFT Production Twins presented by Vance & Hines season.
“This partnership creates an even deeper connection for Vance & Hines with both Harley-Davidson and AFT,” said Vance & Hines President Mike Kennedy. “Most importantly, it’s an expansion of our support for Production Twins class riders. We’ll be at every race with technical support and are happy that this program helps riders meet the financial demands of racing.”
“The AFT Production Twins class has developed rapidly over the last two seasons and Vance & Hines have been a major factor in that growth,” said Michael Lock, CEO of Progressive AFT. “Their commitment to the class and riders competing on Harley-Davidson XG750Rs is welcomed and we are looking forward to an exciting season of racing in AFT Production Twins presented by Vance & Hines!”
To qualify for the full amount of available Harley-Davidson and Vance & Hines contingency awards, riders must compete aboard a Harley-Davidson XG750R, run an eligible Vance & Hines exhaust system, a Vance & Hines decal on their race bike and have a Vance & Hines patch on their racing leathers. Complete details about the three contingency packages will be posted to the AMA Pro Racing website and distributed to competitors.
A 2021-model Energica EGO+RS. Photo by Lorenzo Concari, courtesy Energica.
Energica: new partnership with Cellularline and Alascom, for the development of dedicated and innovative AI project on two wheels
Energica Motor Company, leading company of high-performing electric motorcycle and FIM Enel MotoE World Cup single manufacturer until 2022, started a technological collaboration with Cellularline and Alascom for an innovative A.I. project developed on Energica motorcycles but easily adapted to any electric vehicle.
The project is aimed at developing a communication protocol between the Energica riders and Cellularline-Interphone products through the Alascom app downloaded on the mobile phone.
The rider, through the connection between Alascom app and Ok Google or Hey Siri function of his/her phone, can interact with the bike thanks to the interphone. The bike will reply by Bluetooth and the rider will be able to hear it through the interphone.
“Artificial intelligence is a rapidly growing trend, especially in the interaction between rider and vehicle”. Said Giampiero Testoni, CTO Energica Motor Company S.p.A. “We have been pursuing innovation for years also in this field in order to offer to our customers a state-of-the-art product that is both useful and responsive. Thanks to this innovative communication protocol, the rider can easily find information on his/her vehicle without distractions. For the development of this project, we relied on industry leaders such as Cellularline and Alascom”.
Kristian Daniel Jr. (70) in action. Photo by Pedro Vallespi, courtesy Noyes Camp.
12-Year-Old American Kristian Daniel Jr. Moves Up!
The California Rider signs with Spain’s Team AGR to compete in the 2021 FIM CEV Repsol European Talent Cup.
February 22nd – Barcelona, Spain
What all began as a young California boy’s dream has just taken a huge step toward becoming a reality. Kristian Daniel Jr., who just turned twelve years-old this February, has signed with the Spanish AGR team to compete in the 2021 FIM CEV Repsol European Talent Cup. The ETC has become the proving grounds for the world’s most promising young MotoGP prospects, with past champions Xavi Artigas and Izan Guevara entering the World Moto3 Championship this year.
Kristian Jr. will not only be the only American on the ETC grid, he will also be one of the youngest riders in a championship limited to riders from 12 to 17 years of age. Kristian Jr. showed strong potential last year during his first season in the highly-competitive Spanish Cuna de Campeones. He missed pre-season testing and the opening round in Portugal due to Covid-19 travel restrictions, but after struggling to finish tenth in his first race, he quickly moved up to the front of the pack. He took his first win in the fourth round at the Motorland Aragon Grand Prix circuit and went on to score two wins and several podiums in his rookie season.
American Kristian Daniel Jr. standing on the podium holding an American flag at Motorland Aragon. Photo by Rafa Morrodan, courtesy Noyes Camp Academy.
Now, he moves into the most competitive and prestigious championship of its kind. He will be competing over an eight-race season, all on homologated FIM MotoGP World Championship venues. All participants will ride Honda NSF250R motorcycles with identical 250cc liquid-cooled, four-stroke, single-cylinder engines producing 48 HP at 13,000 RPM. These a purpose-built racing machines with inverted front fork tubes and Pro-Link rear suspension.
Kristian Jr. will be pitted against older and more experienced riders, some of whom are currently competing in the Red Bull Rookies Cup. This will give him a valuable opportunity to race against the best young European racers and to interact with professional team technicians who will combine rider input with data acquisition to set up the machine. With all this in mind, both the team and rider will focus on learning and development.
This opportunity wouldn’t be possible without his support system: Vanel Design, Noyes Camp, Kabuto and, of course, Anscari Nadal for making this dream come true.
Kristian Daniel Jr. (left) and Team AGR Manager Anscari Nadal. Photo courtesy Noyes Camp Academy.
Anscari Nadal (Team Manager): “I am very happy that Kristian Daniel Jr is on our team. He is a promising young American and we have a very good relationship since they moved to Barcelona. I thank all the sponsors who have made it possible for AGR to have a motorcycle in the European Talent Cup this year. I am very excited about Kristian. The road is long but we are already starting to work to take him to the top”.
Kristian Daniel Jr: “I’m really excited to have a chance to race in the European Talent Cup. Being able to ride with AGR is even more special, because I have know this team since I first arrived in Spain. It’s a big challenge, but together with the team, I am ready to learn. I’m very grateful to Vanel Design, Noyes Camp, Kabuto, RiderzLaw and of course Anscari Nadal for making this dream come true”.
More about Noyes Camp Academy
Noyes Camp Academy was established in 2012 by former Moto2 rider, FIM CEV SBK Champion and USA Flat Track National Champion, Kenny Noyes. We are pioneers in Europe to combine dirt track and road racing under the same roof and use it as a training method. Or as we call it “Formula USA”. Our goal is to bring all kinds of riders closer to MotoGP level facilities and training. We are constantly learning and improving. Our riders/instructors represent our training method and our values.
Mathew Scholtz (11) in action at Road Atlanta during the 2020 MotoAmerica season. Photo by Brian J. Nelson, courtesy Westby Racing.
Mathew Scholtz and Westby Racing Complete Successful Test At Road Atlanta
Tulsa, OK – February 22, 2021 – Withstanding the cold temperatures in Georgia on Sunday, Mathew Scholtz and the Westby Racing team completed a quick, one-day test at Michelin Raceway Road Atlanta. For Mathew, it was his first time aboard the #11 Westby Racing Yamaha YZF-R1 Superbike—or any road racing motorcycle—since being injured last October at Indianapolis Motor Speedway during round eight of the 2020 MotoAmerica Superbike Championship.
Despite the extent of the injuries to his right leg and ankle, an arduous rehabilitation, and a long off-season that included a trip back home to his native country of South Africa, Mathew acclimated very quickly to the Westby Superbike. “He looked as fast as always, like he’d never gotten injured and hadn’t been off the bike for more than a day,” commented Westby Racing Team Manager Chuck Giacchetto.
Mathew said, “It was really great to get out to Road Atlanta with the Westby team and get some laps in on the Superbike. Obviously, I’ve been off for four-and-a-half months, and it’s been a really difficult time with the rehab and just trying to get all the mobility back in my foot. It’s been a difficult journey, but it makes it all worth it when you get to the track and see the bike being rolled out of the trailer and getting to see the team once more.
“It was really cold out, so we waited till after noontime to ride on Sunday. I got out on the track, and the very first session was a positive. My foot felt pretty good while I was riding. I did suffer a little bit afterwards with some swelling, but on the positive side, it didn’t seem to affect my body positioning and how I ride the bike. That was one of the biggest points for me, was just to have that confidence to get into the correct positions. The first session was just nice to kind of knock the cobwebs off, and then, I went quicker in the next session. The test gave me the mental clarity I needed, and to realize that I can still ride and push to the same limits where I was last year. Right now, I’m looking forward to training some more. I’ll be heading out to California next week to train with Josh Hayes at his J4orce Training Camp, just to get in better shape and be ready for our next test halfway through March and then, the test at COTA at the end of March. I’m anxious to see how we compare with the rest of the Superbike boys.”
Next up for Mathew and the team will be a test at Talladega Gran Prix Raceway in Munford, Alabama, in the middle of March just prior to the MotoAmerica Dunlop Official Preseason Test at the Circuit of The Americas in Austin, Texas, on March 30 and 31.
Dominic Doyle testing his new BARTCON Racing Kawasaki ZX-6R at Jennings GP. Photo courtesy BARTCON Racing.
Dominic Doyle, the 19-year-old who finished runner-up in the 2020 MotoAmerica Junior Cup Championship, is moving up to MotoAmerica Supersport in 2021.
That’s the word from Colin Barton, owner of Doyle’s BARTCON Racing team.
“Knowing that the next step in Dominic’s career had to be, at minimum, a Supersport ride, I was left with the harsh reality of having to figure out if BARTCON Racing could even afford to go [racing with] MotoAmerica in 2021 or if I would possibly have to find another team to take this talented young South African boy who had spent the last couple of seasons growing up and growing on the entire BARTCON Racing crew,” Barton stated in a press release. “To be honest, the thought of Dominic riding for any team other than BARTCON this season was the driving force of pushing me to find a package that would work for everyone involved.
“I am now delighted to announce that Dominic will be racing in the MotoAmerica Supersport class for the 2021 season aboard his BARTCON Racing Kawasaki ZX-6R.
“I cannot thank the other people involved [who] have been instrumental in getting us to the where we are today. Dr. Mark Dekutoski of Coastal Neurosurgery and Spine is a huge part of helping the team get over the biggest hurdle of having the funds so the team can go into the season ready to give it 110% across the board.
“Another big thanks to both crew chiefs: Mike Skowroneck, of Triple Strong Racing, and Dustin Apgar, of Ghilliman Racing, who never stopped working with Dominic during the offseason. [And] the team Transport & General Manager, Uncle Pete Fitzpatrick.”
In his press release, Barton said Doyle’s performance during a pre-season test at Jennings GP, in Florida, convinced him and his team to also enter Doyle in the 79th Daytona 200, an ASRA SportBike race that is scheduled March 13 at Daytona International Speedway.
BARTCON Racing is sponsored by: Orient Express Racing, Spears Racing, Woodcraft, Blud Racing Lubricants, Forma Boots, Bison Leathers, Inde Motorsports Ranch, Drippin’ Wet, MOTO-D, K-Tech Suspension, and Sparks Exhaust Technology.
ASMA President Roger Heemsbergen (16). Photo by pughtography.com, courtesy ASMA.
ASMA adds Arizona Superbike Showdown at Inde Motorsports Ranch to 2021 Schedule
The Arizona Superbike Showdown at Inde Motorsports Ranch scheduled for September 17-19th will take the place of the September round of the ASMA Championship series, originally scheduled for September 4-5 at Arroyo Seco Raceway.
In addition to a normal ASMA weekend, the Arizona Superbike Showdown at Inde Motorsports Ranch will feature an IMR Ride Day on Friday for those wanting more time to get up to speed, or if you’re an enthusiast wanting to come ride the brand new asphalt at Inde, there will be two trackdays available before ASMA racers take the grid for the first time on the 2.75 mile, 21 turn racetrack at Arizona’s premier motorsports country club.
The Evan Steel Performance Formula Arroyo race will feature a guaranteed $1000 to win for this inaugural event, with more paid down through 5th place than a normal race. Since this is a first-time event, as we add sponsors we expect this to grow well before the race.
Formula Amateur by Arizona Sportbike Development and Formula 500 by Law Tigers will both feature double purse to the top 3 compared to a regular ASMA event.
The AZ Superbike Showdown at IMR are now looking for sponsors, vendors and most importantly, enthusiasts to join us at the beautiful facility near Willcox, Arizona for two or three days of great riding, hospitality and competition.
ASMA Roadracing is based out of Arroyo Seco Raceway in Deming, New Mexico and has been running championship road racing motorcycle trackdays since 2001. For more information about ASMA, contact Roger Heemsbergen at (575) 494-4794 or visit www.asmaracing.com
Founded in 2010, Inde Motorsports Ranch is a premier private membership motorsports facility located in the hills of Willcox, Arizona. For more information about Inde Motorsports Ranch, call (520) 384-0796 or visit www.Indemotorsports.com
(From left) Travis Wyman Racing team owner Travis Wyman, BMW HP Race Engineer Steve Weir, and Irv Seaver BMW General Manager David Diaz. Photo courtesy Travis Wyman Racing.
Travis Wyman Racing announces Irv Seaver BMW as 2021 offseason title sponsor
Storied southern California motorcycle dealership helps team get ready for 2021 MotoAmerica Stock 1000, Superbike Cup championship bids
LAS VEGAS, Nev. — Travis Wyman Racing is happy to announce it has renewed is marketing partnership with Irv Seaver BMW for 2021. The century-old dealership is the title sponsor of the team’s first offseason testing program since 2018.
Irv Seaver BMW’s support helped the team get the parts it needed to prepare one of its engines for the testing program, which kicks off Feb. 27 at the WERA Motorcycle Roadracing round at Las Vegas Motor Speedway. The program will help the Travis Wyman Racing further develop its 2020 BMW S 1000 RR package in advance of competing in MotoAmerica’s Stock 1000 and Superbike Cup classes in 2021. The team debuted the redesigned BMW literbike last season with no track time on the new machine prior to the opening round at Road America. Wyman finished the season third in the Stock 1000 standings and runner-up in the inaugural Superbike Cup.
“Irv Seaver BMW was one of my team’s new sponsors last year, and I’m delighted that they’ve upped their support for 2021,” team owner/rider Travis Wyman said. “I struggled a bit at the first couple rounds in 2019 and 2020, and I’m hoping this testing program will help the team recapture the early-season success we had in 2018.”
Located in Orange, Calif., Irv Seaver BMW was founded as a sporting goods store that began selling motorcycles in the 1910s. The dealership is no stranger to participating in racing, as it supported AMA Motorcycle Hall of Famer David Aldana in years past. The dealership is currently owned by Evan Bell, who bought it from Seaver in 1979.
Wyman added, “Our testing program wouldn’t be possible without Irv Seaver BMW helping us get the parts we needed in time and the extraordinary efforts of the team’s mechanic, Alex Torres of Fastline Motorcycle Performance, to get the engine ready. Alex lives near Austin and finished repairing the engine last week while also dealing with the effects of the recent Texas snow storms on his ranch.”
To follow Travis Wyman Racing’s offseason testing program, follow the team on Facebook at www.facebook.com/traviswymanracing or on Wyman’s Instagram feed (@twyman_10).
Repsol Honda's Marc Marquez (left) and Pol Espargaro (right). Photo courtesy Repsol Honda.
Ready for the challenge – Repsol Honda Team launch 2021 campaign
Marc Marquez and Pol Espargaro prepare for all new challenges in 2021 with the Repsol Honda Team.
After a season like no other, both on and off the track, 2021 presents the MotoGP World Championship with a chance to rally in the face of adversity and forge ahead. With a difficult 2020 behind them, the Repsol Honda Team are also out to reset and show they are ready for any challenge. Marc Marquez is joined on this challenge by Pol Espargaro, fresh from his best premier class season to date. The pair have grown up racing together, battling from local championships in Spain to the premier class and bring with them 446 World Championship starts, 184 podiums, 109 poles and 97 wins.
With the world still working to overcome to Covid-19 pandemic, the Repsol Honda Team have launched their 2021 challenge with a fully online presentation for the first time in Honda’s history. A new style presentation for a year set to be full of new challenges.
The 2013 Moto2 World Champion, Pol Espargaro, achieves a life-long dream in 2021 as he wears the Repsol Honda Team colours aboard the factory Honda RC213V. With over 100 premier-class starts, the 29-year-old is among the most experienced riders in MotoGP and arrives in the best form of his career. Fighting to fifth in the World Championship standings with five podiums and two pole positions, Pol brings not only experience but an undeniable fire to succeed to the team.
For Marc Marquez, the 2021 season is a new beginning as he is set to return from his season-ending injury sustained in Jerez. Focusing exclusively on his recovery from a broken right humerus, the eight-time World Champion has been working diligently to return to his best and comeback strong for the 2021 season. A champion’s spirit drives Marquez to succeed at everything he does.
The iconic Repsol Honda Team livery will be another constant in 2021 as Repsol and Honda continue their more than quarter of a century long partnership. With 180 premier class wins, 447 premier class podiums and 15 World Championships, the combination is without doubt the most decorated in Grand Prix Racing and is determined to return to these levels of success.
The Repsol Honda Team will now travel to Qatar for the MotoGP pre-season where Pol Espargaro will get his first taste of the Honda RC213V. Marc Marquez will not attend the Qatar Test as he continues to focus on his recovery.
Tetsuhiro Kuwata
HRC Director – General Manager Race Operations Management Division
“We enter another season full of anticipation and desire. After what has been a difficult 2020, we are continuing to learn and to work to return to the top of championship. From the technical side, HRC have been working as hard as always to keep improving the RC213V. We have a new rider in the shape of Pol Espargaro this year who brings good experience and a desire for victory. We are all eagerly awaiting the first test with him. On Marc’s side, we have been closely following his recovery and will continue to do everything we can to support him to return as strong as possible.
“Finally, I would like to thank Repsol and all of our sponsors for their continued support. Without them we would be unable to go racing, they are not just sponsors but partners on this great challenge.”
Ana Camps
Sponsoring, Media, Advertising and PR Deputy Director – Repsol
“We of course look forward to achieving the results that have always been our trademark, like fighting for victories, podiums and championships. This is the reason why, after more than 25 years, we continue side by side with the best partner in MotoGP, Honda. The alliance between our two companies goes beyond a sponsorship agreement and is based on technology: collaboration between Honda’s facilities in Saitama and the Repsol Tech Lab in Madrid.
“Our Tech Lab scientists apply the most avant-garde technology to our fuels and lubricants, and we take advantage of all the knowledge that high competition provides for our Repsol products. We know that Marc is an extraordinary rider and a unique person with a great ability to overcome anything, so we have no doubt that he will soon amaze us again. Marc, of course, has all our support to achieve the goals he pursues.
“We also look forward to the arrival of a new rider, Pol Espargaro. He is a great professional and a mature rider and will now have an opportunity to prove his amazing talent.”
Marc Marquez
“After a long time away it was nice to see my bike again and wear my leathers. 2020 was a difficult year for everyone and especially for me with the injury and watching the races from home. But I have continued to work with the doctors, with my team and with myself to recover and return to MotoGP. Of course, I would have liked to return sooner, but it is very important to listen to the doctors and my body until I am fully fit. I can imagine the best comeback that is to start riding again the bike and be the same, but it will be difficult to be like this. But we will see if it takes one race, two races, half the season to be the same Marc. I will not be at the Qatar Test as I aim to return only when I am 100% and there is still some work to do.”
Pol Espargaro
“The lead up to this season has been one of the most exciting of my career, it’s been like waiting for my first season or my MotoGP debut. To ride for the Repsol Honda Team is every rider’s dream and something to be truly proud of. Every few weeks I have taken another step, seeing the bike at my home, now wearing the leathers. The final step is to ride the RC213V for the first time at Qatar, this excitement is motivating me to train more and be the best I can be for the 2021 World Championship. I am here in the Repsol Honda Team in order to achieve success and fight at the top, this is the goal for 2021.”
Harley-Davidson's new Revolution Max 1250 V-Twin engine with sections cut away to display the internal parts. Photo courtesy Harley-Davidson.
HARLEY-DAVIDSON REVOLUTION MAX 1250 ENGINE TUNED FOR ADVENTURE
All-New Liquid-Cooled V-Twin to Power Pan America 1250 and Pan America 1250 Special
MILWAUKEE (February 22, 2021) – The Harley-Davidson® Pan America™ 1250 and Pan America™ 1250 Special models are powered by the all-new Revolution® Max 1250 engine, a liquid-cooled V-Twin designed to offer flexible, engaging performance with a broad powerband that builds to a rush of high-RPM power surging through the redline. The Revolution Max 1250 engine has been tuned specifically to deliver desirable power characteristics for the Pan America 1250 and Pan America 1250 Special models, with an emphasis on smooth low-end torque delivery and low-speed throttle control applicable to off-road riding.
“Through its history Harley-Davidson has embraced technological evolution while respecting the heritage of our brand, with engines that produce real-world performance for real-life riders,” said Harley-Davidson Chief Engineer Alex Bozmoski. “The Revolution Max 1250 is a clean-sheet, advanced-design effort that will carry Pan America riders over new horizons with reliability, efficiency, and exciting performance.”
A focus on performance and weight reduction drove both vehicle and engine architecture, material choices, and aggressive component design optimization. To minimize overall motorcycle weight the engine is integrated into the vehicle as the central member of the chassis. The use of lightweight materials helps achieve a desirable power-to-weight ratio.
The Revolution Max 1250 engine is assembled at the Harley-Davidson Pilgrim Road Powertrain Operations facility in Wisconsin.
Harley-Davidson’s new Revolution Max 1250 V-Twin engine with sections cut away to display the internal parts. Photo courtesy Harley-Davidson.
Revolution® Max 1250 Engine
Displacement: 1250cc
Bore x Stroke: 4.13 in. (105 mm) x 2.83 in (72 mm)
Horsepower: 150hp
Peak Torque: 94 ft. lbs.
Peak RPM: 9,500
Compression Ratio: 13:1
Another view of Harley-Davidson’s new Revolution Max 1250 V-Twin engine with sections cut away to display the internal parts. Photo courtesy Harley-Davidson.
Revolution® Max 1250 Engine Technical Features
V-Twin Architecture
A V-Twin design provides a narrow powertrain profile that centralizes mass to enhance balance and handling, and also provides ample foot/leg room for the rider.
A 60-degree V angle of the cylinders keeps the engine compact while providing space between the cylinders for dual down-draft throttle bodies that maximize air flow and increase performance.
Optimized Design for Light Weight
Reducing the weight of the powertrain contributes to lower motorcycle weight – reducing weight can enhance every aspect of motorcycle performance: efficiency, acceleration, handling and braking.
The use of finite element analysis (FEA) and advanced design optimization techniques in the engine design stage minimized material mass in cast and molded components. For example, as the design progressed, material was removed from the starter gear and camshaft drive gears in an effort to lighten these components.
Single-piece aluminum cylinders with nickel silicon carbide-surface galvanic coating are a lightweight design feature.
Rocker covers, camshaft covers and primary cover are lightweight magnesium.
Stressed Member Powertrain
The Revolution Max 1250 powertrain is a structural component of the motorcycle chassis.
The engine serves two functions – providing power and acting as a structural element of the chassis.
Eliminating a traditional frame significantly reduces motorcycle weight and results in a very stiff chassis.
A front frame element, mid frame element and the tail section bolt directly to the powertrain.
The powertrain is designed to be both strong and very rigid so that it can effectively function as a chassis component.
The rider realizes optimized performance due to a significant weight savings, a rigid chassis and mass centralization.
A front view of Harley-Davidson’s new Revolution Max 1250 V-Twin engine with sections cut away to display the internal parts. Photo courtesy Harley-Davidson.
Liquid Cooling
Heat is an enemy of both durability and rider comfort. Liquid cooling the engine maintains a stable and controllable engine and oil temperature for consistent performance in changing environmental and riding situations.
Powertrain performance is enhanced by tight component tolerances that can be achieved when engine temperature is controlled (there is less expansion and contraction of metal parts).
Desirable engine sounds – a stirring exhaust tone – can predominate because noise from internal engine sources is reduced by liquid cooling.
The engine oil is also liquid cooled, which ensures that engine oil performance and durability will be maintained in challenging conditions.
The cooling system is designed to be esthetically pleasing, easy to service and rugged.
The coolant pump is internal and features high-performance bearings and seals for extended service life.
Coolant passages are integrated into a complex stator cover casting to save weight and reduce powertrain width.
A coolant drain plug is recessed and guarded by a foot peg to limit vulnerability to damage in off-road riding situations.
Offset Connecting Rod Journals
The two crankshaft connecting rod journals are offset by 30 degrees. Harley-Davidson leveraged its extensive experience in flat track racing to help inform the cadence of Revolution® Max 1250 engine power pulses.
The 30-degree offset creates a 90-degree firing order that produces a smooth power delivery, especially at higher RPM.
The cylinders are offset slightly to accommodate the crankshaft design, with the rear cylinder positioned to the rider’s left on the crankcase, a choice made to enhance ergonomics.
The rider may gain control and confidence because the power pulses of a 90-degree firing order may improve traction in some off-road riding situations.
The 90-degree firing order produces a stirring exhaust beat.
Forged Aluminum Pistons
Piston crowns are machined for precise control of compression ratio. The 13:1 compression ratio improves engine torque at all speeds. This high compression ratio is made possible by advanced knock detection sensors. The engine will require premium-grade (91 octane) fuel to make maximum power, but will run on lower-octane fuel and is protected from detonation by the knock sensor technology.
The base of the piston is chamfered so no piston ring compression tool is required for installation.
The piston skirt has a low-friction coating.
Low-tension piston rings reduce friction, which improves performance.
The top ring land is anodized to enhance durability.
Oil cooling jets are aimed at the bottom of the pistons to help dissipate combustion heat.
Four-Valve Cylinder Heads
Four-valve cylinder heads (two intake and two exhaust) permit the largest-possible valve area.
The rider realizes an optimal performance profile for adventure touring – strong bottom-end torque with a smooth transition to peak power – because the flow of gasses through the combustion chamber is optimized to match the desired performance requirement and engine displacement.
The exhaust valves are sodium-filled to better dissipate heat.
Suspended oil passages within the heads are made possible by a complex casting technique, and reduce weight because the head wall thickness is minimized.
The cylinder heads are cast from high-strength 354 aluminum alloy. Because the heads act as a chassis mounting point, they are designed to be flexible at that mounting point but rigid over the combustion chamber. This is accomplished in part through targeted heat treating.
Double Overhead Camshafts (DOHC)
The Revolution Max 1250 engine is equipped with separate intake and exhaust camshafts for each cylinder.
The DOHC design facilitates higher-RPM operation by reducing valve train inertia, which produces higher peak horsepower.
The DOHC design permits independent Variable Valve Timing (VVT) on the intake and exhaust cam, optimized for the front and rear cylinder, to broaden the powerband.
Specific cam profiles are selected to produce the most-desirable performance characteristics.
The drive-side camshaft bearing journal is part of the drive sprocket, a design that makes it possible to remove the camshaft for service or a future performance upgrade without disassembling the camshaft drive.
The camshaft drive chain guides and sprockets have been optimized to reduce as much mass as possible. The chain tensioner is internally mounted and incorporates design features to minimize start-up clatter.
Hydraulic Lash Adjusters
The Revolution® Max 1250 engine features roller-finger valve actuation with hydraulic lash adjusters.
This design ensures that the valves and valve actuators (“fingers”) are in constant contact as engine heat changes.
The hydraulic lash adjusters make the valve train maintenance-free, saving the owner time and cost – there is no mechanical adjuster.
This design realizes a reduction in undesirable valve train noise, especially on cold starts.
This design maintains consistent pressure on the valve stem, which facilitates more-aggressive camshaft profiles which can boost performance.
Variable Valve Timing (VVT)
The Revolution Max 1250 engine is equipped with computer-controlled Variable Valve Timing (VVT) on both the intake and exhaust camshafts.
Through computer control, VVT advances or retards exhaust and intake camshaft timing independently through a potential range of 40 degrees of crankshaft rotation.
VVT broadens the overall powerband and improves torque management and efficiency compared to the same engine with fixed valve timing. This allows the same engine to provide both low-end grunt for acceleration off the line as well as the thrill of high-RPM horsepower.
VVT may improve fuel efficiency and increase range from each tank of fuel.
The timing phaser is located between the cam drive sprocket and the camshaft, and uses a solenoid plunger to control ported hydraulics that change the cam timing.
When the engine is shut down, VVT sets intake cams to full retard and exhaust cams to full advance to reduce compression for easier starting.
Camshaft position pick-ups are located in the valve covers.
Dual Spark Plugs
The Revolution Max 1250 engine is equipped with two spark plugs per cylinder.
Dual spark plugs improves ignition of the fuel charge across this wide-bore cylinder.
The Revolution® Max 1250 engine is equipped with “dual side strap” spark plugs that are designed to better manage high temperatures in the combustion chambers than a standard spark plug.
Dual Down-Draft Throttle Bodies
Separate throttle bodies are located between the cylinders, positioned to create minimal turbulence and impedance to air flow.
High-velocity air flow into the combustion chamber is optimized for improved performance.
Fuel delivery can be optimized individually for each cylinder, which can improve economy and range.
The central location of the throttle bodies permits the ideal position of an 11-liter airbox over the engine. Airbox capacity is optimized for engine performance.
The airbox is shaped to permit use of tuned velocity stacks over each throttle body that utilize inertia to pack more air mass into the combustion chamber, which can increase power output.
The airbox is formed of glass-filled nylon with integrated internal ribs that help quell resonance and muffle intake noise. A forward-facing intake snorkel directs intake noise away from the rider. Silencing intake noise permits desirable exhaust tone to predominate.
The circular base of the washable conical air filter provides an optimal seal to the airbox.
Robust Oiling System
The engine oiling system is scaled to perform well in challenging conditions.
The engine features a dry sump oiling system, with the oil reservoir (or sump) incorporated into the crankcase casting below all rotating parts. This increases performance by reducing the parasitic power loss that can occur when a rotating part must pass through an oil bath.
Triple oil scavenge pumps evacuate excess oil from three engine cavities – crankcase, stator cavity and clutch cavity. The rider gains optimal performance as parasitic power loss is reduced because internal engine components do not have to rotate through excess oil.
A windage tray prevents the clutch from aerating engine oil, which could degrade oil delivery.
The oil feed pump is fitted with a large-capacity screen able to filter debris for the lifespan of the motorcycle.
The oil pump is designed to pull vacuum in the crankcase, which can further reduce internal engine friction because lighter piston ring pressure is required to minimize combustion blow-by.
Oil delivery to main bearings and connecting rod bearings is delivered through the center of the crankshaft, a design that enables low oil pressure (60-70 psi) that reduces parasitic power loss at high RPM.
Fully Balanced Powertrain
Internal balancers cancel most engine vibration to enhance rider comfort and improve vehicle durability.
Primary balancer: This spiral-shaped, chain-driven balancer located in the crankcase manages the primary vibration created by the crank pins, pistons and connecting rods, and also a “rolling couple,” or side-to-side imbalance, caused by the off-set cylinders.
Secondary balancer: A small balancer located in the front cylinder head between the camshafts complements the primary balancer to further reduce vibration.
The balancers are tuned to retain just enough vibration to make the motorcycle feel “alive.”
Engine balancing contributes to weight reduction and motorcycle performance because engine components do not have to be designed to withstand stress inputs from vibration.
Clutch and Transmission
The Revolution® Max is a unitized powertrain, meaning that the engine and six-speed transmission are housed in a common case.
The clutch is mechanically actuated with a large-diameter cable for smooth, consistent disengagement and minimal drag.
The clutch assist function offers a lighter feel at the clutch lever while maintaining the ability to transmit full torque and power to the transmission.
The clutch features eight friction plates designed to provide consistent engagement at maximum torque throughout the life of the clutch.
A clutch slipper function enables the rider to downshift without over-speeding the engine or slipping or hopping the rear wheel.
To minimize NVH (noise vibration harshness) the primary gear assembly was designed to achieve the optimal balance of sound quality and performance. A custom-designed scissor gear reduces both backlash and gear meshing noise.
Compensation springs in the primary gear smooth out torque pulses from the crankshaft before they reach the transmission, providing consistent torque delivery.
The six-speed transmission shift system features roller bearings to support the shift drum and Teflon-coated shift shaft support bushings to minimize frictional losses and optimize shift quality.
Internal shift components are durable but also as light as possible to improve shift quality and acceleration by minimizing power losses during shift events.
The semi-dry transmission cavity reduces parasitic power loss and increases fuel economy for the customer because gears are not churning through oil.
Harley-Davidson, Inc. is the parent company of Harley-Davidson Motor Company and Harley-Davidson Financial Services. Our vision: Building our legend and leading our industry through innovation, evolution and emotion. Our mission: More than building machines, we stand for the timeless pursuit of adventure. Freedom for the soul. Our ambition is to maintain our place as the most desirable motorcycle brand in the world. Since 1903, Harley-Davidson has defined motorcycle culture by delivering a motorcycle lifestyle with distinctive and customizable motorcycles, experiences, motorcycle accessories, riding gear and apparel. Harley-Davidson Financial Services provides financing, insurance and other programs to help get riders on the road. www.harley-davidson.com.
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