Bridgestone BATTLAX Racing Tires Achieve Record Year in 2024 Bridgestone Canadian Superbike Championship Series Season
Seventeen riders on Bridgestone BATTLAX racing tires set 31 outright lap records throughout the 2024 Bridgestone Canadian Superbike Championship Series (CSBK) season, with new records achieved at every round.
In the second year as the exclusive CSBK tire provider, Bridgestone delivered exceptional performance and support to all participating teams and riders throughout the season.
Bridgestone supported the Bagger Racing League as the series made its international debut at Canadian Tire Motorsports Park as part of CSBK.
NASHVILLE, Tenn. (Sept. 5, 2024) – Bridgestone Americas (Bridgestone) today announced a record-setting year of performance during the 2024 Bridgestone Canadian Superbike Championship Series (CSBK) season. During the 2024 season, 17 riders on Bridgestone BATTLAX racing tires set 31 total outright lap records, with new records established at every round. This marks the company’s second season as the exclusive tire provider for CSBK, with Bridgestone BATTLAX racing tires delivering the grip and consistency that contributed to record-setting lap times.
The addition of RAD Torque Raceway in Edmonton, Alberta, Canada to the 2024 season provided several Western Canadian riders the opportunity to compete in a CSBK race for the first time on Bridgestone BATTLAX racing tires. Riders unfamiliar with BATTLAX racing tires experienced fast and consistent lap times on a track notorious for its demanding conditions.
2024 Bridgestone CSBK Lap Records
Round 1 (Shannonville Motorsport Park – Pro Track Layout): Pro/Am Twins (Am) – Vincent Wilson
Round 1 (Shannonville Motorsport Park – Pro Track Layout): Pro/Am ZX-4RR Cup (Pro) – Mack Weil (New Class)
Round 1 (Shannonville Motorsport Park – Pro Track Layout): Pro/Am ZX-4RR Cup (Am) – Adolf Silva (New Class)
Round 1 (Shannonville Motorsport Park – Pro Track Layout): Pro/Am Lightweight (Pro) – Cameron Walker
Round 1 (Shannonville Motorsport Park – Pro Track Layout): Pro/Am Lightweight (Am) – Zaim Laflamme
Round 2 (Grand Bend Motorplex): Pro/Am Twins (Am) – Vincent Wilson
Round 2 (Grand Bend Motorplex): Pro/Am ZX-4RR Cup (Pro) – Mack Weil (New Class)
Round 2 (Grand Bend Motorplex): Pro/Am ZX-4RR Cup (Am) – Rob Lepp (New Class)
Round 2 (Grand Bend Motorplex): Pro/Am Lightweight (Am) – Ryan Beattie
Round 3 (RAD Torque Raceway): Pro Superbike – Ben Young
Round 3 (RAD Torque Raceway): Pro Sport Bike – Elliot Vieira
Round 3 (RAD Torque Raceway): Amateur Sport Bike – Serge Boyer
Round 6 (Shannonville Motorsport Park – Long Track Layout): Pro/Am Twins (Pro) – Jean-Francois Cyr
Round 6 (Shannonville Motorsport Park – Long Track Layout): Pro/Am Twins (Am) – Cecil Montour
Round 6 (Shannonville Motorsport Park – Long Track Layout): Pro/Am ZX-4RR Cup (Pro) – Mack Weil (New Class)
Round 6 (Shannonville Motorsport Park – Long Track Layout): Pro/Am ZX-4RR Cup (Am) – J-P Schroeder (New Class)
Round 6 (Shannonville Motorsport Park – Long Track Layout): Pro/Am Lightweight (Pro) – Stacey Nesbitt
Round 6 (Shannonville Motorsport Park – Long Track Layout): Pro/Am Lightweight (Am) – Treston Morrison
“Seventeen racers setting 31 lap records this season is a testament to the outstanding grip, performance and reliability of Bridgestone BATTLAX tires,” said Jim Dowell, National Sales and Racing Program Manager, Bridgestone Motorcycle Products in the United States and Canada. “We look forward to building on this success and supporting the next generation of champions in the CSBK series. Congratulations to each of the class-winning riders on a record-breaking season.”
“CSBK couldn’t be happier at the conclusion of our second season with Bridgestone,” said Ross Millson, National Event Owner, CSBK. “The performance, consistency and durability of the Bridgestone product provides race control and our competitors with an extreme level of confidence in all conditions. Bridgestone BATTLAX race tires have provided competitive racing, numerous lap records and some amazing moments in 2024. We are looking forward to continuing our partnership with Bridgestone through 2025 and beyond.”
Additionally, in 2024 Bridgestone supported the Bagger Racing League’s (BRL) international debut, which took place in association with CSBK at a special event at Canadian Tire Motorsport Park Aug. 9-11. The BRL is a U.S. race series where professional riders compete on custom and performance American V-Twin touring motorcycles known as baggers. During the series’ international debut, Bridgestone provided cutting-edge tire technology to help ensure optimal performance and safety on the track, further solidifying the company’s unmatched dominance as the leading tire brand in the BRL.
Bridgestone’s success in the 2024 CSBK series aligns with the “Emotion” and “Ease” values of the Bridgestone E8 Commitment. The Bridgestone E8 Commitment, encompassing eight values all beginning with the letter “E,” solidifies Bridgestone’s dedication to fostering a more sustainable world.
Bridgestone Americas, Inc. is the U.S.-based subsidiary of Bridgestone Corporation, a global leader in tires and rubber, building on its expertise to provide solutions for safe and sustainable mobility. Headquartered in Nashville, Tenn., Bridgestone Americas employs more than 45,000 people across its worldwide operations. Bridgestone offers a diverse product portfolio of premium tires and advanced solutions backed by innovative technologies, improving the way people around the world move, live, work and play.
“It will be a good fight”: Media Day dispatch from Misano
Thursday, 05 September 2024
The Misano World Circuit Marco Simoncelli plays host to Round 13 of 2024 and on Thursday at the Gran Premio Red Bull di San Marino e della Riviera di Rimini, there wasn’t a shortage of topics to get stuck into.
Check out the key story from Misano’s Media Day as one of the final 2025 rider puzzle pieces slots into place, and then enjoy the press conferences as eight riders sat down to chat to the media on Thursday. Press Conference 1 saw Championship leader Jorge Martin (Prima Pramac Racing) sit alongside Francesco Bagnaia (Ducati Lenovo Team), Aragon GP winner Marc Marquez (Gresini Racing MotoGP™) and Enea Bastianini (Ducati Lenovo Team), before Pedro Acosta (Red Bull GASGAS Tech3), Fabio Di Giannantonio (Pertamina Enduro VR46 Racing Team) and Alex Marquez (Gresini Racing MotoGP™) were joined by Trackhouse Racing MotoGP™’s Miguel Oliveira.
Check out all the top headlines from the day and then come back for more as track action begins on Friday!
Jorge Martin. Photo courtesy Dorna.
JORGE MARTIN (Prima Pramac Racing)
Misano was one of your strongest weekends in MotoGP™. Do you feel you have the potential to dominate this weekend and do you feel that you are the strongest in this lead group in the Championship?
“It’s nice to be here in Misano after last year’s result but what I did last season doesn’t matter anymore. Now the important thing is to keep improving and keep learning because now the level is rising a lot. I feel like I am progressing, I am getting better and better but so are the others so it is quite difficult. I feel like here in Italy will be a super good weekend for Pecco and Enea as they train a lot here so it is a nice track for them but also for us. Dominate will be difficult, trying to repeat what we did last season will be super hard but I will try my best.”
Where did you make the difference last year in Misano?
“Last season I felt good straight away from the first Practice but Pecco and Marco were injured so I don’t know how much this was stopping them, but for sure they were not 100% which was an advantage. I was strong, I was missing some speed at the fast corner on the back straight so hopefully I can be better this year.”
Francesco Bagnaia (left) and Marc Marquez (right). Photo courtesy Dorna.
FRANCESCO BAGNAIA (Ducati Lenovo Team)
How are you feeling physically and is Misano the perfect way to turn the page after a difficult weekend in Aragon?
“First of all I want to say sorry to Alex (Marquez) for the strong words I said during the interviews after the race. I was very angry about what happened and looking at the telemetry was even worse from my point of view. I was a bit too strong with my words, I didn’t want to say that he made us crash on purpose but his defence was a bit aggressive, like it is normal when you are fighting for the podium positions. I still think the same about the incident because I have my way of thinking but for sure the words, I said were a bit too much and I said sorry to Alex. Physically I am not at 100%, I feel a lot of pain in my shoulder, over the collarbone by my neck. We will try to be ready; it is my home Grand Prix and it is always fantastic to race in front of the crowd here. I cover a million kilometres every year here so I can be ready in any case.”
Do you think it was important to speak with Alex on Sunday?
“Yeah because sometimes anger can make you say something that you don’t think, so from my point of view it’s that. He came to our office to say sorry and we are two riders with two points of view and are respectful, and for sure we had the same ambition at the wrong moment.”
MARC MARQUEZ (Gresini Racing MotoGP™)
Does Gresini’s home weekend give you an extra push this weekend?
“Yeah for sure my target for this season has been achieved in Aragon so now it’s time to keep working and after that weekend we can breathe a bit more, but we need to use that extra boost, the extra confidence to keep working. With the team and the bike, we are learning something every race and are finding something, feeling better. I would like to start here with the same feeling as the Red Bull Ring, that will be enough for me as it means that already the feeling is good. I know that Aragon had very special conditions because of the surface and the storms during the night. For this GP, I think these three guys will be super-fast and we will try to be close to them.
What was it that convinced you that you could fight for wins again in 2024?
“Right there (referencing a video of him at the Valencia Test) I realised that my decision was the correct one, to keep going and change the direction. At that point I realised that sooner or later a victory would arrive during the 20 races, I knew that I would have some strong points at some circuits. Now we need to work on the most difficult thing in this Championship, which is consistency, this is what these two guys are better at than us and we will try to find a way to be faster in our weak points.”
Enea Bastianini (left) and Francesco Bagnaia (right). Photo courtesy Dorna.
ENEA BASTIANINI (Ducati Lenovo Team)
Do you come here with high expectations of hopefully achieving another weekend like Silverstone?
“We will see, it is early to think about it but I am very happy to be back here in Misano, I missed the race last year because of injury. I am ready to come back to this circuit, it is one of my favourites because it is close to my town and also because my speed is also good as we train a lot here. I think we can be competitive, but also these three guys will be competitive and it will be a good fight. In Silverstone, it was so nice to ride from Friday and I hope to have the same sensation here. In Aragon, something didn’t work from the start because of the new asphalt but it can be different so let’s see.”
You will have huge support from family and friends this weekend, does that bring any extra pressure?
“I think we have to do many races and it will be important to stay focused for the rest of the season. I like the rest of the calendar, we have two races here in Misano and we are prepared before the Asian tour.”
PEDRO ACOSTA (Red Bull GASGAS Tech3)
How confident are you that you can maintain the level that you showed in Aragon here at Misano?
“First of all, I’m happy to be competitive again in Aragon. It was a good weekend overall but it’s true that our competitors will be fast here. Also, Brad and Dani had an awesome race last year so why not aim to be as competitive as Aragon as a minimum.”
Herve told us, “I am convinced that Pedro will be a title contender in 2025, not just because of his speed but because he ticks all of the boxes, he is the complete package,” what do you make of his comments?
“Let’s try and cross our fingers, for sure the jump to the factory team will help as the developments that we have made in the past couple of months were awesome and the steps that we have made and I think we will be competitive sooner or later. It’s true that we are one step behind our competitors but this is a thing of time and I think we will best fast sooner or later, and we can’t forget that our project is still quite young. For sure we will make a bigger step in the next few months.”
Fabio Di Giannantonio (left) and Pedro Acosta (right). Photo courtesy Dorna.
FABIO DI GIANNANTONIO (Pertamina Enduro VR46 Racing Team)
How much of a boost did Aragon give you and what do you expect this weekend in Misano?
“It was a fantastic weekend because before coming there I didn’t think it would be possible to complete the race or this type of race. So, we arrived with no expectations and in the end, it was possible to make the race and make a very good race because I was starting from far back and I made a lot of overtakes. At this moment of the year, we are trying to manage the pain because I am still trying to manage the collarbone from the crash at the Sachsenring and then my left shoulder in Austria. At the moment the body is a little bit on the limit but I’m not worried because with the bike we are feeling really good, we know that the 2023 bike has a little gap between the 2024 bikes but I think we can make a good race here in Misano.”
Your first race here for the VR46 Team, does that give you an extra push?
“For sure. Yesterday we had a big team dinner and the energy is really high, everything and everybody has a lot of will to have a good weekend, so it will be important to give our maximum. Misano is always special but this year is even more special.”
Alex Marquez. Photo courtesy Dorna.
ALEX MARQUEZ (Gresini Racing MotoGP™)
Firstly, how are you physically?
“Good. I mean maybe I’m not 100% after a big crash, it’s true that it’s not easy to recover, the body has just two or three days. I had three hours of physio on Monday, also today I had two hours. Day by day I am much better and I think I will be 100% this weekend. I like the fact that he apologised, it’s something which I am thankful to him for. It’s true that the damage to myself, my team and also to my rider image has already been done. That being said I want to close this chapter and want no one to speak about it. We are coming from a really positive weekend in Aragon, so we will look forward, we have an important weekend here as it is the team’s home GP, so we need to be really focused from the beginning.”
How important is it for it to be Gresini’s home GP?
“It will be really nice to ride at the front. I know the hospitality will be full of guests and these good vibes will be positive so we will try the maximum that we can achieve a good result. We struggled here last year as it’s not a track which suits my riding style well, but I think we are focused and if we come here in good shape then we can get a good result here.”
Miguel Oliveira. Photo courtesy Dorna.
MIGUEL OLIVEIRA (Trackhouse Racing MotoGP™)
What was the motivation behind this new challenge?
“I think first of all it is a little bit of a shift of the focus that they are having at the moment to develop the current bike. Despite the rules changing in two years, Yamaha does not want to wait much longer to come back to the top. After being involved with two manufacturers I feel that my adaption capability is high, I am riding in totally a different way compared to two years ago. I think this will help to give feedback and get things going quicker. Having a second factory team and being involved in a team such as Pramac is a huge motivation for me and I can’t wait to get started.”
Gwan “Chef” Simon, a main staff member of Blackhawk Farms Raceway and integral part of the ASRA family for decades, passed away on Monday, August 26th resulting from injuries sustained in a car accident. In tribute, the ASRA Midwest will be holding a memorial lap in his honor on Saturday, September 14th over lunch during the Blackhawk Farms race weekend.
Anyone wishing to participate need a helmet and pay the $20 gate entry. ASRA will be donating half of the proceeds from the gate entry to Gwan’s family.
We will sincerely miss Gwan. He was always encouraging to all of our racers, treating everyone like family, and a main piece of what made Blackhawk what it is. Our heartfelt condolences go out to his family and friends.
This Is The Key To Long-Term Motorcycling Happiness.
Well trained riders have more fun riding motorcycles for longer.
Yamaha Champions Riding School instructor Cody Wyman with students. Photo by SPImage, courtesy Yamaha Champions Riding School.
The vast majority of motorcycle road racing champions contemplate quitting the sport at some time in their careers. Injury and losing prompt those contemplations. But rather than become another ex-racer, they work harder on their craft. Quitting due to injury is self-explanatory. Pain and expense lead the list of reasons, but embarrassment and family pressure and a loss of points must be added in. Getting beaten is the second reason racers quit and it can be put more simply: Losing isn’t fun.
My Point
Apply this to our entire industry. Crashing is usually tougher on street riders than racers, and not having fun on your new motorcycle prompts you to leave it in the garage. One crash or six months of hardly riding lead to a “showroom condition, selling with riding gear” advertisement in the local want ads.
My Experience
Expert rider training changes all this. Whether it’s an hour spent talking with a championship-winning racer around a track map or enrolling in a school that teaches riding at the highest level, this expert advice and approach is the game changer. It’s the industry grower.
How about this for an industry motto: Don’t quit, get expert training.
Expert rider training is the shortcut past the crashes that might teach you a lot if you continue to ride. The problem with learning through trial and error is that the errors can be quite difficult to deal with in this sport. This is not waterskiing. Failing to make a cut behind the boat doesn’t compare with failing to make the downhill right-hand corner with a truck in the oncoming lane. “If you’re not crashing, you’re not learning” is BS!
Expert rider training will help you identify the steps that lead to a crash, the mistakes that finally add up to a loss of traction. The experience of the instructors is passed on to you, allowing you to skip over all the mistakes the instructors have made and seen. It’s a great shortcut.
Don’t Forget Fun
Expert rider training makes riding more fun. Suddenly, and I mean suddenly, improvements are rapid; you can run with your friends on the way to breakfast. That new fast motorcycle becomes a joy to ride rather than sheer terror. You learn to ride your old “pile of crap” quite rapidly and safely. Touring in the rain is no big deal, and when you visit the Alps on a rented BMW you are always in the lead group. You start to think about trackdays and even racing. Your expert-based knowledge seeps into your riding group and all ships rise. Riding is more fun because expert training brings you bike control and a technical approach to this often overly emotional sport.
Yamaha Champions Riding School Founder and Chief Instructor Nick Ienatsch. Photo by Michael Spain Smith, courtesy Yamaha Champions Riding School.
Maybe I’m Wrong
The solution could be antilock brakes. Linked brakes. Traction control. Power modes. Better tires. Improved suspension. But wait… We have all that. What we need to add to all this incredible technological hardware is the rider software, the expert’s approach pre-ride and during the ride. Not just the physical skills used to manage traction and direction, but the focused all-in mental habits that the best bring to their motorcycling. The bikes and tires are getting better and the rider isn’t keeping up. Proper advanced training brings the rider up to the level of the modern motorcycle.
Maybe another motto: Rider training keeps riders riding.
You And Yours
Maybe I’m writing this to you, maybe to your brother or neighbor. I’m speaking directly to these people:
1.) The person who came into our sport and found it too difficult or too scary after their initial foray at a new-rider school. Additional training helps solve those mysteries, making riding more comfortable in all situations.
2.) Someone who doesn’t have time to ride anymore—a euphemism for “riding isn’t fun.” Riders who are hooked on motorcycling will always find time to ride.
3.) Riders who are done with the sport and are selling the bike and all their gear. In other words, these riders fell in love with the sport. They bought the bike, the Rossi replica helmet, extra oil filters, and changed the pipe and turn signals. But now they’re done. They are quitting a pastime that captivated them at some point in their lives.
4.) Motorcycle industry workers who don’t ride. They got in this industry because of their two-wheeled passion but now, due to injury/expense/embarrassment or not having fun because they couldn’t safely keep up with their friends, they are just going through the motions at work without the passion of riding. A love of motorcycle riding makes this the best industry in the world, but without that love it’s just another job.
5.) Rider coaches who are burned out. Boost your enthusiasm by attending an advanced school. Your enthusiasm is an important concern to the industry because you are often the first motorcycle professional a new rider will meet, and your love of riding will be contagious while your burned-out attitude will be another reason your students don’t ride after class. Rekindle your love of the sport with an advanced school.
6.) Track riders or road racers who have hit a plateau in their lap times and enjoyment. When you try to go quicker, you run off the asphalt, yet there are riders on the same bike and tires who are going consistently faster. “Why go beat around the track doing the same thing next year?” you ask yourself. Easy to become an ex-rider at that point, but a visit to an advanced riding school will give you a toolbox full of new techniques and approaches. Time at a school will make you faster safer, with increased understanding of how and why.
To Be Exact
The fun and safety leave this sport when the motorcycle is poorly ridden. Think of it this way: The motorcycle is designed to work with certain inputs at certain moments by expert development riders working with expert development engineers. If the owner of that motorcycle is riding the bike differently, the bike doesn’t work as well. The faster the owner tries to ride, the larger these discrepancies become. The owner is working with the best advice they have heard or read. Some examples of the poor advice I have seen:
1.) An uncle who has ridden slowly for 40 years will advise “use the rear brake only.” Please don’t listen to your uncle.
2.) A forum writer who lives in Nebraska and rides a Rebel 250 will tell you trail-braking is not necessary. Don’t believe everything you read on the internet, especially on forums.
3.) A rider who races but crashes too often will tell you to “flick that thing in there.” Obviously his simplified view of proper corner technique is serving him well. Right?
4.) A passionate rider who really cares but doesn’t have the background posts “training” videos on the internet and advises downshifting for corners and not braking. Passion does not equal knowledge.
5.) You hear, “Power through the corner.” Not every corner.
6.) You read, “You should be accelerating or braking.” What about between those two?
7.) “When in doubt, gas it.” Not always.
8.) “To tighten your line, accelerate.” Dead wrong.
9.) “Don’t use the brakes at lean angle.” One hundred-percent wrong.
10.) “Don’t touch the rear brake.” Wrong again.
11.) You’re convinced that all you need is more seat time, more laps, and that “practice makes perfect.” However, the best rider coaches know that “practice makes permanent,” so riding more miles with poor technique is not the path to improvement, it’s only the path to grooving your mistakes.
12.) You believe that the rider you are now is the rider you will always be. Wrong! Expert-level riding is logical, explainable, and learnable. The expert coaches in this country have enormous faith in every rider’s ability to learn advanced techniques.
Help Fix Two Other Issues
Students who attend advanced training schools are hit with how seriously good riders take their riding. Not only does this message come through loud and clear from the instructors, but the entire class is extremely intent on riding better. They are also hit with the safety of a racetrack when compared to the street. This helps with two vital issues:
1.) Speed choices on the street. A rider who has been to a track-based school and seen what “fast” really means looks at the immovable objects surrounding most public roads and curbs their street speed accordingly.
2.) Alcohol involvement. An advanced riding school stresses the vital importance of rider inputs and approaches in terms of safety, so drinking alcohol before or during a ride becomes as intelligent as riding blindfolded. Alcohol is involved in 25-to-50 percent of motorcycle accidents (depending upon whose stats you read) but riders with advanced training become focused on eliminating anything that is so sure to cause an error.
Riding advice is everywhere but know this: At the limit, which could be setting your personal best lap time at the track or entering a downhill, blind corner in the rain on a road you’ve never seen before, the rider’s actions must be precise and accurate. Poor technique based on flawed advice gets painful when the pace is up or the traction is down. In those moments, expert-level riding instruction will equip you for survival and triumph.
Notice that I haven’t written, “Expert riding instruction will prevent you from crashing again.” That’s the goal of every professional riding instructor, but not a guarantee. But here is a guarantee: If you crash after expert riding instruction, you will get up off the ground knowing what went wrong. You will be able to review the pre-crash action and form a plan to not repeat that series of actions. That keeps riders in the sport.
Expert riding instruction equips riders with the tools and outlook to continue to coach themselves into a constantly improving rider or racer. These students become technical riders rather than emotional riders. Their initial fascination with motorcycles grows into a lifelong passion because they stay healthy.
Summary
The American motorcycle industry isn’t growing and there are many opinions as to why. Blame is going to video games, millennials, a risk-free society, and not enough beginner bikes. But here is my provable belief: Motorcycling in America isn’t growing because riders don’t get the advanced training necessary early in their riding careers. To put this in our earlier parlance: The new riders aren’t riding the bikes as the bikes are designed to be ridden. That’s simply not much fun—scary, in fact.
ChampSchool is working to evolve rider training in America. We ask that the industry join us in pushing riders toward advanced training, whether through promotions like the free driving school you get when you buy a Mercedes-Benz AMG vehicle, or continued support of schools who provide the necessary curriculum to make riders consistently safer.
The information is out there, and it is the job of the motorcycle industry to get riders into these programs. We can guarantee our long-term future by developing expert riders early in their riding careers.
Join us by pushing yourself, your friends, and any rider you know to increase the safety and enjoyment of motorcycling by taking advanced riding instruction from a source you trust. Well-taught advanced instruction has never failed to make riders safer and happier—and faster, if you care about that. Safe, happy riders grow our industry.
If you haven’t had advanced riding instruction, you don’t know how truly amazing riding a motorcycle can be. Yep, I mean that.
How about this motto on every motorcycle classified-ad site: Don’t sell your bike and quit, get trained.
The Chuckwalla Valley Motorcycle Association (CVMA) is excited to announce the addition of a new racing class for the 2024/2025 Winter Series. With the growing interest in the Super Hooligan racing in MotoAmerica and across the country, CVMA has added a class to accommodate various “Standard” or “Naked” style motorcycles. For details, check out the rulebook. The CMVA Hooligan class is derived from the MotoAmerica Super Hooligan rules.
The updated rule book has been published on the CVMA website and is available for download. CVMA will continue to offer classes to race MotoAmerica spec Stock 1000 and NextGen Supersport equipment in addition to classes for Open, Middleweight, Lightweight, Ultra-lightweight, Baggers, and now Hooligan motorcycles.
The first round of the CVMA 2024/2025 Winter Series is fast approaching. Join us on October 18th-20th for some of the most competitive club racing in the U.S.!
CVMA offers two full days of racing every race weekend and also includes Saturday qualifying for grid position in all classes, amateur, and expert, as well as a wide variety of classes to choose from.
CVMA offers free reciprocity as a means of encouraging racers from other clubs to come out and compete. CVMA also offers a New Racers School for those starting in racing on the Friday before each race weekend. Log on to www.cvmaracing.com to sign up or for more information.
CVMA. Built for racers by racers and offering the best racing experience around!
Yamaha Sign Miguel Oliveira as Factory MotoGP Rider
Yamaha Motor Co., Ltd. is delighted to announce the signing of Miguel Oliveira. The Portuguese MotoGP star will be riding for the Prima Pramac Yamaha Factory Team for the 2025 and 2026 MotoGP season.
Misano Adriatico (Italy), 5th September 2024
Yamaha Motor Co., Ltd. is delighted to announce the signing of Miguel Oliveira. The Portuguese MotoGP star will be joining the Prima Pramac Yamaha Factory Team for the 2025-26 MotoGP seasons.
Oliveira is in his sixth year in the MotoGP class and his fourteenth year in the paddock. The vastly experienced 29-year-old has many premier-class and lower-class achievements to his name, including 17 race wins (5x MotoGP, 6x Moto2, 6x Moto3) and 41 podiums (7x MotoGP, 21x Moto2, 13x Moto3) and a MotoGP Sprint podium at the Sachsenring this year.
For 2025-26, Yamaha as well as MotoGP fans can look forward to Oliveira’s run on a, to him, new bike: the Factory Yamaha YZR-M1. Moreover, the number-88 rider will enjoy the full support of Yamaha.
LIN JARVIS
Managing Director, Yamaha Motor Racing
We are pleased to announce that a professional and experienced rider like Miguel Oliveira is joining the Yamaha line-up for 2025-26, and we bid him a warm welcome to the Yamaha MotoGP Project.
Miguel is a rider who has the technical know-how, experience, speed, and precision needed to improve the performance of the Yamaha YZR-M1. We are really looking forward to working with him as a key member of the Yamaha MotoGP project, and he can count on our full support.
MIGUEL OLIVEIRA
It’s a great privilege for me to represent such an iconic brand in our sport as Yamaha. Through my years of progression and arriving in MotoGP, I’ve always looked upon the blue bikes with great enthusiasm.
It’s now a reality, and I want to thank Yamaha Motor Company for its commitment to me in such an important transition phase of the project. Mr. Lin Jarvis was a key figure in starting discussions and making this happen. I believe I can be useful in this transition period of bringing the bike back to the top.
I want to thank Mr. Campinoti, Gino Borsoi, and all the Pramac staff for embarking on this journey together. I can’t be happier and more excited to get this new chapter started.
Every Sprint and every Grand Prix race will be shown live across the U.S. in 2024
Thursday, 07 March 2024
MotoGP™ has a new broadcast home in the U.S. through an expanded media rights agreement with TNT Sports. Beginning with this weekend’s Qatar Airways Grand Prix of Qatar, fans across the U.S. will be able to watch every Tissot Sprint and Grand Prix race live in 2024 across TNT Sports’ networks and platforms.
truTV and Max’s B/R Sports Add-On will show every race of this record-breaking MotoGP™ season live, including top quality pre-race coverage. Max’s B/R Sports Add-On will also stream every session for every Grand Prix class across all three days of track activity, including the MotoGP™ qualifying shootout and the Grand Prix races for Moto2™ and Moto3™.
This partnership between MotoGP™ and TNT Sports represents a new era for live MotoGP™ coverage in the U.S., bringing TNT Sports’ world-class production and coverage to a U.S. audience that is passionate for high-octane motorsports.
MotoGP™ joins Max’s B/R Sports Add-On, which offers exceptional value with a full slate of premium live sports content included, such as the MLB, NHL, NBA, NCAA Men’s March Madness, U.S. Soccer, 24 Hours of Le Mans and a variety of non-live sports programming to appeal to every fan.
Fans can start tuning in to the record-breaking 2024 MotoGP™ season on truTV and Max’s B/R Sports Add-On this weekend as the Qatar Airways Grand Prix of Qatar marks the return of the world’s most exciting sport from the 8th to the 10th of March.
About TNT Sports
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About MotoGP™
MotoGP™ is the world’ most exciting sport. The pinnacle of motorcycle racing, 22 of the fastest riders compete on purpose-built motorcycles on some of the world’s greatest racetracks, reaching top speeds above 360 kilometers per hour (223 miles per hour) and lean angles of over 60 degrees. Since 1949, the sport has grown to comprise more than 20 Grands Prix across five continents, with the television broadcast reaching hundreds of millions around the world.
Dorna Sports and the FIM renew MotoGP™ agreement until 2060
The FIM and Dorna Sports announce long-term renewal of their agreement, securing the rights to MotoGP™ and all Dorna-run FIM World Championships
Thursday, 05 September 2024
MotoGP™ rights holder Dorna Sports and the Fédération Internationale de Motocyclisme (FIM) are delighted to announce an extension of their long-term agreement securing the promotion rights for all Dorna-run FIM World Championships until 2060. The continuation of this successful partnership guarantees unparalleled value, continuity, and opportunity for MotoGP™ in a rapidly evolving global sporting landscape.
Dorna first secured the promotion rights of the FIM Grand Prix World Championship in 1992. Together, the partnership has expanded the success and popularity of the sport for fans around the world and continues to do so, with MotoGP™ enjoying an impressive trajectory of global growth over recent seasons.
Working in tandem with the teams’ association (IRTA) and the manufacturers association (MSMA), the partnership between the FIM and Dorna underpins an enviable ecosystem within MotoGP™, built on an unrivalled level of consensus that puts the sport first.
In addition to its successes in driving the global growth of MotoGP™, the partnership has also expanded the popularity and reach of motorcycle racing around the world – from grassroots to the highest levels of professional competition. FIM World Championships considered under this agreement, including the MOTUL FIM Superbike World Championship since 2015, the FIM Enel MotoE™ World Championship since 2019, the FIM JuniorGP™ World Championship since 2019 and the FIM Women’s Circuit Racing World Championship since 2023, can now look forward to many more years of success thanks to this extension.
Jorge Viegas, President of the FIM: “This is an incredibly important moment and one that provides long term clarity and security regarding the pinnacle of motorcycle sport. This is not only important for all those directly involved in MotoGP™, but also for the wider motorcycle racing community that reaps the benefits from the global status, value and presence of this leading series.
“The ongoing and ever closer collaboration between the FIM, Dorna Sports and the other key stakeholders is something that has been built over many years, the trust and co-operation that now exists alongside this long-term agreement offer great foundations for the future development of MotoGP™ plus all the related championships. On behalf of the FIM, I would like to express my most sincere gratitude for the work that Dorna Sports has done since 1992 and look forward with great confidence to combining our efforts to ensure the continued growth and success of MotoGP™ for many more years to come.”
Carmelo Ezpeleta, CEO of MotoGP™ rights holder Dorna Sports: “We’re very proud to announce this agreement with the FIM. It is fantastic news for the sport, and our fans around the world, that this partnership is guaranteed to continue. We have built something truly special and will continue to grow the sport even further, working together.
“Being able to come to such a long-term agreement adds incredible value for MotoGP. In the sports and entertainment landscape of today, the level of consensus we enjoy in MotoGP is something we’re privileged to be part of, and it lays fantastic foundations for our sport to continue its trajectory of growth. We want to thank the FIM for their support and we look forward to making MotoGP even bigger and better than ever as we continue our partnership.”
“Cool ******* bikes!” the rider on the Suzuki GSX-R shouted at us. He had to shout over his machine, but ours were dead silent. We were test riding the all-electric Maeving RM1S down Sunset Boulevard and through the heart of Beverly Hills, where private security guards drove around in Teslas and driver-less electric taxis glided eerily through streets packed with tourists and students.
The Maeving RM1S turns heads, even those of the jaded fashionista of Beverly Hills. Photo by Jamie Robinson.
“Cool,” I found myself thinking a week later, whispering home on the Kawasaki Ninja e-1 late at night on the dark, empty streets of eastern Los Angeles County, the scenery whipping past to the soundtrack of wind noise past my helmet and nothing else.
The Kawasaki Ninja e-1 looks the part of a traditional sportbike, and the fit and finish is on par with other Kawasaki models. Photo courtesy Kawasaki.
The bikes couldn’t look less different. The Ninja looks like a Ninja, perhaps drawn to a slightly smaller scale than its gas-powered siblings, but absolutely reflecting the current design state of a Kawasaki supersport machine. The Maeving looks like it was ripped out of a history book, and based solely on the styling, I wouldn’t have been surprised to find a hand-shifter onboard.
Board tracker, bobber, and café racer styling elements are evident in the Maeving RM1S. Photos courtesy Maeving.
But these machines both represent a new way of thinking about electric motorcycles. Instead of trying to replicate the performance of internal-combustion machines, these are designed to deliver city-oriented performance, affordability, and ease of use. And they are designed to more accurately meet the needs of the people most likely to be looking for such a motorcycle.
Electric motorcycles can make a lot of sense in dense urban environments. There’s no noise pollution, no exhaust emissions. They are cheap to maintain and torquey leaving a stoplight. There’s a reason more than eight million electric motorcycles and scooters are sold in China every year, and that the popularity of such machines is soaring in crowded population centers worldwide.
The problem has always been charging. A relatively short range isn’t a problem if the bike can be recharged quickly. But the buyer for a city motorcycle is likely to live in an apartment or condo, and they may not have access to an outlet in a garage to charge the vehicle. Near my home in Vancouver, I have seen people drop extension cords from their third-story apartments to charge an electric motorcycle sitting in a ground-level parking lot. Not ideal.
The Ninja e-1’s batteries remove easily for charging away from the motorcycle. Diagram courtesy Kawasaki.
Honda offered one solution with its Motocompacto, the electric scooter that folds into itself and slides under the couch while charging. California-based Ryvid offered a battery pack that drops down onto a set of wheels and rolls around like luggage to the nearest standard outlet.
The Kawasaki and Maeving take this idea one step further. Both can be charged with the batteries on board. But, and this is the evolutionary step, both offer removable batteries that can be charged in an apartment, a condo, or anywhere there’s an outlet. Each individual battery weighs about as much as a big bag of dog food. If you’re like me, and enjoy spending time in coffee shops (a writer in a coffee shop is a cliche, I know), there’s no reason you couldn’t carry a battery in with you and charge it while you get charged on a double espresso.
The Maeving RM1S has two batteries which slide out sideways and can be charged away from the machine. Photo courtesy Maeving.
And it’s an answer–a pretty good one–for the people who wanted an electric bike for the city but didn’t have anywhere to charge it.
Maeving RM1S
The Maeving RM1S, as I like to say, looks like what a non-motorcyclist thinks of when they hear the word “motorcycle.” The company says its design is inspired by the board track racers of the 1920s and the café racer era. The styling is critical to Maeving, which went to great lengths to evoke the impression of a classic or vintage machine. The tube that carries cables from the battery compartment rearward evokes the image of a high-mounted exhaust pipe. There are cool bar-end mirrors, an analog speedometer, and a diamond-stitched seat.
The propulsion system of the Maeving RM1S is futuristic and the styling is historic. The company blends the two into a distinctive identity. Photo courtesy Maeving.
The single-downtube steel-cradle frame surrounds the dual battery pack, while a rear hub-mounted motor delivers a claimed 14 bhp. The company claims a curb weight of 293 pounds, and the seat height is 30.9 inches.
Conventional damper-rod forks handle suspension duties up front, and twin shocks– adjustable for preload only–mounted directly to the steel swingarm soak up bumps at the rear. The linked braking system features a single 300mm disc mated to a three-piston caliper and a wire-spoked wheel in the front, and a single 180mm disc is clamped by a single-piston caliper at the rear.
There is no clutch or transmission. There are three ride modes–Ride, Sport and Eco. The company claims a top speed of 70 mph and a range of 80 miles, and a zero-to-full charge time of just over four hours from a 120-volt home wall socket. Charging is via a port on the side of the bike or by removing the batteries and charging them someplace else.
Options include carbon-fiber fenders, seat and tank colors, and upgraded suspension. The company sells directly to the customer. Buy one and a company representative will deliver it and shows the buyer how it operates. If it needs repair, a company technician comes to get the bike, takes it back to the shop, fixes it, and brings it back.
Suggested retail for the RM1S (the upscale, twin-battery model) begins at $8,995. The base single-battery RM1 is sold out.
Kawasaki Ninja e-1
Kawasaki took the opposite approach when it styled the Ninja e-1. Taking full advantage of the fact that sportbikes have full fairings, Kawasaki wrapped bodywork around the electric Ninja’s battery pack. It takes a careful look to spot the electric motor, mounted behind the battery compartment, and the only other real clue that it’s an electric bike is the lack of an exhaust pipe. The fit and finish is right up there with Kawasaki’s other sporting motorcycles, and it slots right in with the other sportbikes in a parking lot.
The left side of a Kawasaki Ninja e-1. Photo courtesy Kawasaki.
The steel-tube frame cradles the dual battery compartment, and like the Maeving, the area traditionally occupied by the gas tank is a lockable storage container. Conventional damper-rod forks mount to a lightweight alloy rim and a single 290mm disc with a dual-piston caliper. A gas-charged monoshock, adjustable for preload only, handles suspension at the rear, where a dual-piston caliper works with a 220mm disc.
Kawasaki engineers avoided the extra unsprung weight of a hub-mounted motor, so the Ninja e-1 has its motor mounted just ahead of the swingarm. A traditional sprocket-and-chain system transmits power to the rear wheel. Kawasaki claims 12.06 horsepower from its air-cooled, interior permanent magnet motor, a range of 41 miles, and a top speed of 55 mph. The claimed maximum torque, 29.7 lbs.-ft, is just two lbs.-ft. shy of the claimed max torque of the new Ninja 500, and the e-1 delivers its peak torque starting at 500 rpm.
On the Roadracing World scales, the e-1 weighed in at 313 pounds, and Kawasaki also claims a seat height of 30.9 inches. Kawasaki says the charging time is approximately 3.7 hours.
The e-1 has two ride modes, Eco and Road, plus ABS braking. There’s also a little button on the right handlebar called e-boost, which delivers a short burst of power for leaving stoplights or merging with traffic. The machine also offers a Walk mode that limits the speed to 3.0 mph, but the cool thing is that it works in reverse as well as forward, making parking easier. Suggested retail starts at $7,899.
Riding The Electric Bikes
The Maeving looks every bit the part that the designers intended. Maeving’s engineers–formerly of Triumph, the company says–opted for a classic, timeless look, and onlookers responded positively. Drivers stopped their vehicles and started shouting questions and praise. Impressive when you’re cruising through a global nexus of fashion like Rodeo Drive, where it seems like every other car is a Ferrari or Porsche.
Leaving a stoplight in Sport mode, the Maeving was just quick enough to leave traffic behind initially, but the rate of acceleration faded quickly. It’s powerful enough to manage city traffic, but acceleration is by design soft and unintimidating. Maeving’s target audience includes riders moving up from e-bicycles, and the power delivery is meant to be manageable for them. Highways are a bit intimidating with the lack of top end, but if jumping on the freeway for a couple of exits makes the trip shorter, and there’s enough room to build up speed, the Maeving is game. The trade-off for the softer, manageable power is the greater range. Even with the convenience of removable batteries, more range means less time spent charging and greater usability.
The seat feels low, the bike is easy to maneuver, and the brakes are adequate for the task. The bike feels vintage when the pace picks up, and that’s not necessarily a good thing. All that weight at the end of the swingarm makes its presence known going over bumps, with the rear shocks unable to completely handle the most aggressive pavement irregularities. The chassis feels flexible through faster turns, and having identical tires front and rear also adds an element of unfamiliarity to the experience. It has to be said, though, that this is at the very limit–or beyond–of the bike’s design brief, and most riders will be too busy basking in the admiration of passersby to notice. When ridden as intended, the seat is comfortable, the riding position relaxed, and the quiet, vibration-free experience quite enjoyable.
The Ninja delivers a much more typical riding experience. Bumps don’t upset it nearly as much, since the electric motor isn’t unsprung weight. And while the suspension is small-bore Ninja standard, it’s more than adequate for anything city streets will throw at it. The single-disc front brake delivers a solid lever feel, and ABS is there in case the rider gets the braking wrong.
Kawasaki says the Ninja e-1 tops out at 55 mph, but I got it up to an indicated 60 mph. The Eco mode is definitely cruise-around-the-neighborhood mode, while Road mode works best for faster boulevards. Using the e-boost button turned out to be a giggle. Punch the button before leaving a light and pin the throttle, and the Ninja moves with much more authority than the Maeving. It’s not going to rip your arms off, but it delivers almost as much torque as the new Ninja 500, more torque than a Ninja 400, and serves it up starting at 500 rpm. I used the e-boost button to leave stoplights while lane splitting, turned it off once up to cruising speed, and thoroughly enjoyed using the little Ninja as my around-town scoot for a couple of weeks.
I’ve ridden bigger, more powerful electric bikes and enjoyed them–the acceleration is amazing. The Maeving and Ninja e-1 are made for a different audience, and within their performance envelope, they do everything that they promise. I’m lucky enough to have a garage and solar panels at my Southern California home, and it did not escape my attention that not only did I never have to stop at a gas station, I stopped paying attention to gas prices. For a rider looking for electric city transportation that is cheap and convenient, with charging flexibility, these are worth a look.
Specifications: 2024 Kawasaki Ninja e-1
Engine Configuration: Interior Permanent Magnet, Electric Motor
2024 Canadian Superbike Champion Ben Young (1). Photo courtesy Bridgestone.
Bridgestone BATTLAX Racing Tires Achieve Record Year in 2024 Bridgestone Canadian Superbike Championship Series Season
Seventeen riders on Bridgestone BATTLAX racing tires set 31 outright lap records throughout the 2024 Bridgestone Canadian Superbike Championship Series (CSBK) season, with new records achieved at every round.
In the second year as the exclusive CSBK tire provider, Bridgestone delivered exceptional performance and support to all participating teams and riders throughout the season.
Bridgestone supported the Bagger Racing League as the series made its international debut at Canadian Tire Motorsports Park as part of CSBK.
NASHVILLE, Tenn. (Sept. 5, 2024) – Bridgestone Americas (Bridgestone) today announced a record-setting year of performance during the 2024 Bridgestone Canadian Superbike Championship Series (CSBK) season. During the 2024 season, 17 riders on Bridgestone BATTLAX racing tires set 31 total outright lap records, with new records established at every round. This marks the company’s second season as the exclusive tire provider for CSBK, with Bridgestone BATTLAX racing tires delivering the grip and consistency that contributed to record-setting lap times.
The addition of RAD Torque Raceway in Edmonton, Alberta, Canada to the 2024 season provided several Western Canadian riders the opportunity to compete in a CSBK race for the first time on Bridgestone BATTLAX racing tires. Riders unfamiliar with BATTLAX racing tires experienced fast and consistent lap times on a track notorious for its demanding conditions.
2024 Bridgestone CSBK Lap Records
Round 1 (Shannonville Motorsport Park – Pro Track Layout): Pro/Am Twins (Am) – Vincent Wilson
Round 1 (Shannonville Motorsport Park – Pro Track Layout): Pro/Am ZX-4RR Cup (Pro) – Mack Weil (New Class)
Round 1 (Shannonville Motorsport Park – Pro Track Layout): Pro/Am ZX-4RR Cup (Am) – Adolf Silva (New Class)
Round 1 (Shannonville Motorsport Park – Pro Track Layout): Pro/Am Lightweight (Pro) – Cameron Walker
Round 1 (Shannonville Motorsport Park – Pro Track Layout): Pro/Am Lightweight (Am) – Zaim Laflamme
Round 2 (Grand Bend Motorplex): Pro/Am Twins (Am) – Vincent Wilson
Round 2 (Grand Bend Motorplex): Pro/Am ZX-4RR Cup (Pro) – Mack Weil (New Class)
Round 2 (Grand Bend Motorplex): Pro/Am ZX-4RR Cup (Am) – Rob Lepp (New Class)
Round 2 (Grand Bend Motorplex): Pro/Am Lightweight (Am) – Ryan Beattie
Round 3 (RAD Torque Raceway): Pro Superbike – Ben Young
Round 3 (RAD Torque Raceway): Pro Sport Bike – Elliot Vieira
Round 3 (RAD Torque Raceway): Amateur Sport Bike – Serge Boyer
Round 6 (Shannonville Motorsport Park – Long Track Layout): Pro/Am Twins (Pro) – Jean-Francois Cyr
Round 6 (Shannonville Motorsport Park – Long Track Layout): Pro/Am Twins (Am) – Cecil Montour
Round 6 (Shannonville Motorsport Park – Long Track Layout): Pro/Am ZX-4RR Cup (Pro) – Mack Weil (New Class)
Round 6 (Shannonville Motorsport Park – Long Track Layout): Pro/Am ZX-4RR Cup (Am) – J-P Schroeder (New Class)
Round 6 (Shannonville Motorsport Park – Long Track Layout): Pro/Am Lightweight (Pro) – Stacey Nesbitt
Round 6 (Shannonville Motorsport Park – Long Track Layout): Pro/Am Lightweight (Am) – Treston Morrison
“Seventeen racers setting 31 lap records this season is a testament to the outstanding grip, performance and reliability of Bridgestone BATTLAX tires,” said Jim Dowell, National Sales and Racing Program Manager, Bridgestone Motorcycle Products in the United States and Canada. “We look forward to building on this success and supporting the next generation of champions in the CSBK series. Congratulations to each of the class-winning riders on a record-breaking season.”
“CSBK couldn’t be happier at the conclusion of our second season with Bridgestone,” said Ross Millson, National Event Owner, CSBK. “The performance, consistency and durability of the Bridgestone product provides race control and our competitors with an extreme level of confidence in all conditions. Bridgestone BATTLAX race tires have provided competitive racing, numerous lap records and some amazing moments in 2024. We are looking forward to continuing our partnership with Bridgestone through 2025 and beyond.”
Additionally, in 2024 Bridgestone supported the Bagger Racing League’s (BRL) international debut, which took place in association with CSBK at a special event at Canadian Tire Motorsport Park Aug. 9-11. The BRL is a U.S. race series where professional riders compete on custom and performance American V-Twin touring motorcycles known as baggers. During the series’ international debut, Bridgestone provided cutting-edge tire technology to help ensure optimal performance and safety on the track, further solidifying the company’s unmatched dominance as the leading tire brand in the BRL.
Bridgestone’s success in the 2024 CSBK series aligns with the “Emotion” and “Ease” values of the Bridgestone E8 Commitment. The Bridgestone E8 Commitment, encompassing eight values all beginning with the letter “E,” solidifies Bridgestone’s dedication to fostering a more sustainable world.
Bridgestone Americas, Inc. is the U.S.-based subsidiary of Bridgestone Corporation, a global leader in tires and rubber, building on its expertise to provide solutions for safe and sustainable mobility. Headquartered in Nashville, Tenn., Bridgestone Americas employs more than 45,000 people across its worldwide operations. Bridgestone offers a diverse product portfolio of premium tires and advanced solutions backed by innovative technologies, improving the way people around the world move, live, work and play.
(From left) Enea Bastianini, Francesco Bagnaia, Jorge Martin, and Marc Marquez at the pre-event press conference at Misano. Photo courtesy Dorna.
“It will be a good fight”: Media Day dispatch from Misano
Thursday, 05 September 2024
The Misano World Circuit Marco Simoncelli plays host to Round 13 of 2024 and on Thursday at the Gran Premio Red Bull di San Marino e della Riviera di Rimini, there wasn’t a shortage of topics to get stuck into.
Check out the key story from Misano’s Media Day as one of the final 2025 rider puzzle pieces slots into place, and then enjoy the press conferences as eight riders sat down to chat to the media on Thursday. Press Conference 1 saw Championship leader Jorge Martin (Prima Pramac Racing) sit alongside Francesco Bagnaia (Ducati Lenovo Team), Aragon GP winner Marc Marquez (Gresini Racing MotoGP™) and Enea Bastianini (Ducati Lenovo Team), before Pedro Acosta (Red Bull GASGAS Tech3), Fabio Di Giannantonio (Pertamina Enduro VR46 Racing Team) and Alex Marquez (Gresini Racing MotoGP™) were joined by Trackhouse Racing MotoGP™’s Miguel Oliveira.
Check out all the top headlines from the day and then come back for more as track action begins on Friday!
Jorge Martin. Photo courtesy Dorna.
JORGE MARTIN (Prima Pramac Racing)
Misano was one of your strongest weekends in MotoGP™. Do you feel you have the potential to dominate this weekend and do you feel that you are the strongest in this lead group in the Championship?
“It’s nice to be here in Misano after last year’s result but what I did last season doesn’t matter anymore. Now the important thing is to keep improving and keep learning because now the level is rising a lot. I feel like I am progressing, I am getting better and better but so are the others so it is quite difficult. I feel like here in Italy will be a super good weekend for Pecco and Enea as they train a lot here so it is a nice track for them but also for us. Dominate will be difficult, trying to repeat what we did last season will be super hard but I will try my best.”
Where did you make the difference last year in Misano?
“Last season I felt good straight away from the first Practice but Pecco and Marco were injured so I don’t know how much this was stopping them, but for sure they were not 100% which was an advantage. I was strong, I was missing some speed at the fast corner on the back straight so hopefully I can be better this year.”
Francesco Bagnaia (left) and Marc Marquez (right). Photo courtesy Dorna.
FRANCESCO BAGNAIA (Ducati Lenovo Team)
How are you feeling physically and is Misano the perfect way to turn the page after a difficult weekend in Aragon?
“First of all I want to say sorry to Alex (Marquez) for the strong words I said during the interviews after the race. I was very angry about what happened and looking at the telemetry was even worse from my point of view. I was a bit too strong with my words, I didn’t want to say that he made us crash on purpose but his defence was a bit aggressive, like it is normal when you are fighting for the podium positions. I still think the same about the incident because I have my way of thinking but for sure the words, I said were a bit too much and I said sorry to Alex. Physically I am not at 100%, I feel a lot of pain in my shoulder, over the collarbone by my neck. We will try to be ready; it is my home Grand Prix and it is always fantastic to race in front of the crowd here. I cover a million kilometres every year here so I can be ready in any case.”
Do you think it was important to speak with Alex on Sunday?
“Yeah because sometimes anger can make you say something that you don’t think, so from my point of view it’s that. He came to our office to say sorry and we are two riders with two points of view and are respectful, and for sure we had the same ambition at the wrong moment.”
MARC MARQUEZ (Gresini Racing MotoGP™)
Does Gresini’s home weekend give you an extra push this weekend?
“Yeah for sure my target for this season has been achieved in Aragon so now it’s time to keep working and after that weekend we can breathe a bit more, but we need to use that extra boost, the extra confidence to keep working. With the team and the bike, we are learning something every race and are finding something, feeling better. I would like to start here with the same feeling as the Red Bull Ring, that will be enough for me as it means that already the feeling is good. I know that Aragon had very special conditions because of the surface and the storms during the night. For this GP, I think these three guys will be super-fast and we will try to be close to them.
What was it that convinced you that you could fight for wins again in 2024?
“Right there (referencing a video of him at the Valencia Test) I realised that my decision was the correct one, to keep going and change the direction. At that point I realised that sooner or later a victory would arrive during the 20 races, I knew that I would have some strong points at some circuits. Now we need to work on the most difficult thing in this Championship, which is consistency, this is what these two guys are better at than us and we will try to find a way to be faster in our weak points.”
Enea Bastianini (left) and Francesco Bagnaia (right). Photo courtesy Dorna.
ENEA BASTIANINI (Ducati Lenovo Team)
Do you come here with high expectations of hopefully achieving another weekend like Silverstone?
“We will see, it is early to think about it but I am very happy to be back here in Misano, I missed the race last year because of injury. I am ready to come back to this circuit, it is one of my favourites because it is close to my town and also because my speed is also good as we train a lot here. I think we can be competitive, but also these three guys will be competitive and it will be a good fight. In Silverstone, it was so nice to ride from Friday and I hope to have the same sensation here. In Aragon, something didn’t work from the start because of the new asphalt but it can be different so let’s see.”
You will have huge support from family and friends this weekend, does that bring any extra pressure?
“I think we have to do many races and it will be important to stay focused for the rest of the season. I like the rest of the calendar, we have two races here in Misano and we are prepared before the Asian tour.”
PEDRO ACOSTA (Red Bull GASGAS Tech3)
How confident are you that you can maintain the level that you showed in Aragon here at Misano?
“First of all, I’m happy to be competitive again in Aragon. It was a good weekend overall but it’s true that our competitors will be fast here. Also, Brad and Dani had an awesome race last year so why not aim to be as competitive as Aragon as a minimum.”
Herve told us, “I am convinced that Pedro will be a title contender in 2025, not just because of his speed but because he ticks all of the boxes, he is the complete package,” what do you make of his comments?
“Let’s try and cross our fingers, for sure the jump to the factory team will help as the developments that we have made in the past couple of months were awesome and the steps that we have made and I think we will be competitive sooner or later. It’s true that we are one step behind our competitors but this is a thing of time and I think we will best fast sooner or later, and we can’t forget that our project is still quite young. For sure we will make a bigger step in the next few months.”
Fabio Di Giannantonio (left) and Pedro Acosta (right). Photo courtesy Dorna.
FABIO DI GIANNANTONIO (Pertamina Enduro VR46 Racing Team)
How much of a boost did Aragon give you and what do you expect this weekend in Misano?
“It was a fantastic weekend because before coming there I didn’t think it would be possible to complete the race or this type of race. So, we arrived with no expectations and in the end, it was possible to make the race and make a very good race because I was starting from far back and I made a lot of overtakes. At this moment of the year, we are trying to manage the pain because I am still trying to manage the collarbone from the crash at the Sachsenring and then my left shoulder in Austria. At the moment the body is a little bit on the limit but I’m not worried because with the bike we are feeling really good, we know that the 2023 bike has a little gap between the 2024 bikes but I think we can make a good race here in Misano.”
Your first race here for the VR46 Team, does that give you an extra push?
“For sure. Yesterday we had a big team dinner and the energy is really high, everything and everybody has a lot of will to have a good weekend, so it will be important to give our maximum. Misano is always special but this year is even more special.”
Alex Marquez. Photo courtesy Dorna.
ALEX MARQUEZ (Gresini Racing MotoGP™)
Firstly, how are you physically?
“Good. I mean maybe I’m not 100% after a big crash, it’s true that it’s not easy to recover, the body has just two or three days. I had three hours of physio on Monday, also today I had two hours. Day by day I am much better and I think I will be 100% this weekend. I like the fact that he apologised, it’s something which I am thankful to him for. It’s true that the damage to myself, my team and also to my rider image has already been done. That being said I want to close this chapter and want no one to speak about it. We are coming from a really positive weekend in Aragon, so we will look forward, we have an important weekend here as it is the team’s home GP, so we need to be really focused from the beginning.”
How important is it for it to be Gresini’s home GP?
“It will be really nice to ride at the front. I know the hospitality will be full of guests and these good vibes will be positive so we will try the maximum that we can achieve a good result. We struggled here last year as it’s not a track which suits my riding style well, but I think we are focused and if we come here in good shape then we can get a good result here.”
Miguel Oliveira. Photo courtesy Dorna.
MIGUEL OLIVEIRA (Trackhouse Racing MotoGP™)
What was the motivation behind this new challenge?
“I think first of all it is a little bit of a shift of the focus that they are having at the moment to develop the current bike. Despite the rules changing in two years, Yamaha does not want to wait much longer to come back to the top. After being involved with two manufacturers I feel that my adaption capability is high, I am riding in totally a different way compared to two years ago. I think this will help to give feedback and get things going quicker. Having a second factory team and being involved in a team such as Pramac is a huge motivation for me and I can’t wait to get started.”
Gwan “Chef” Simon, a main staff member of Blackhawk Farms Raceway and integral part of the ASRA family for decades, passed away on Monday, August 26th resulting from injuries sustained in a car accident. In tribute, the ASRA Midwest will be holding a memorial lap in his honor on Saturday, September 14th over lunch during the Blackhawk Farms race weekend.
Anyone wishing to participate need a helmet and pay the $20 gate entry. ASRA will be donating half of the proceeds from the gate entry to Gwan’s family.
We will sincerely miss Gwan. He was always encouraging to all of our racers, treating everyone like family, and a main piece of what made Blackhawk what it is. Our heartfelt condolences go out to his family and friends.
Yamaha Champions Riding School instructor Cody Wyman and a student mid-lesson. Photo courtesy Yamaha Champions Riding School.
FIRST PERSON/OPINION:
By Nick Ienatsch
Riders!
Enjoy Motorcycles Forever!
This Is The Key To Long-Term Motorcycling Happiness.
Well trained riders have more fun riding motorcycles for longer.
Yamaha Champions Riding School instructor Cody Wyman with students. Photo by SPImage, courtesy Yamaha Champions Riding School.
The vast majority of motorcycle road racing champions contemplate quitting the sport at some time in their careers. Injury and losing prompt those contemplations. But rather than become another ex-racer, they work harder on their craft. Quitting due to injury is self-explanatory. Pain and expense lead the list of reasons, but embarrassment and family pressure and a loss of points must be added in. Getting beaten is the second reason racers quit and it can be put more simply: Losing isn’t fun.
My Point
Apply this to our entire industry. Crashing is usually tougher on street riders than racers, and not having fun on your new motorcycle prompts you to leave it in the garage. One crash or six months of hardly riding lead to a “showroom condition, selling with riding gear” advertisement in the local want ads.
My Experience
Expert rider training changes all this. Whether it’s an hour spent talking with a championship-winning racer around a track map or enrolling in a school that teaches riding at the highest level, this expert advice and approach is the game changer. It’s the industry grower.
How about this for an industry motto: Don’t quit, get expert training.
Expert rider training is the shortcut past the crashes that might teach you a lot if you continue to ride. The problem with learning through trial and error is that the errors can be quite difficult to deal with in this sport. This is not waterskiing. Failing to make a cut behind the boat doesn’t compare with failing to make the downhill right-hand corner with a truck in the oncoming lane. “If you’re not crashing, you’re not learning” is BS!
Expert rider training will help you identify the steps that lead to a crash, the mistakes that finally add up to a loss of traction. The experience of the instructors is passed on to you, allowing you to skip over all the mistakes the instructors have made and seen. It’s a great shortcut.
Don’t Forget Fun
Expert rider training makes riding more fun. Suddenly, and I mean suddenly, improvements are rapid; you can run with your friends on the way to breakfast. That new fast motorcycle becomes a joy to ride rather than sheer terror. You learn to ride your old “pile of crap” quite rapidly and safely. Touring in the rain is no big deal, and when you visit the Alps on a rented BMW you are always in the lead group. You start to think about trackdays and even racing. Your expert-based knowledge seeps into your riding group and all ships rise. Riding is more fun because expert training brings you bike control and a technical approach to this often overly emotional sport.
Yamaha Champions Riding School Founder and Chief Instructor Nick Ienatsch. Photo by Michael Spain Smith, courtesy Yamaha Champions Riding School.
Maybe I’m Wrong
The solution could be antilock brakes. Linked brakes. Traction control. Power modes. Better tires. Improved suspension. But wait… We have all that. What we need to add to all this incredible technological hardware is the rider software, the expert’s approach pre-ride and during the ride. Not just the physical skills used to manage traction and direction, but the focused all-in mental habits that the best bring to their motorcycling. The bikes and tires are getting better and the rider isn’t keeping up. Proper advanced training brings the rider up to the level of the modern motorcycle.
Maybe another motto: Rider training keeps riders riding.
You And Yours
Maybe I’m writing this to you, maybe to your brother or neighbor. I’m speaking directly to these people:
1.) The person who came into our sport and found it too difficult or too scary after their initial foray at a new-rider school. Additional training helps solve those mysteries, making riding more comfortable in all situations.
2.) Someone who doesn’t have time to ride anymore—a euphemism for “riding isn’t fun.” Riders who are hooked on motorcycling will always find time to ride.
3.) Riders who are done with the sport and are selling the bike and all their gear. In other words, these riders fell in love with the sport. They bought the bike, the Rossi replica helmet, extra oil filters, and changed the pipe and turn signals. But now they’re done. They are quitting a pastime that captivated them at some point in their lives.
4.) Motorcycle industry workers who don’t ride. They got in this industry because of their two-wheeled passion but now, due to injury/expense/embarrassment or not having fun because they couldn’t safely keep up with their friends, they are just going through the motions at work without the passion of riding. A love of motorcycle riding makes this the best industry in the world, but without that love it’s just another job.
5.) Rider coaches who are burned out. Boost your enthusiasm by attending an advanced school. Your enthusiasm is an important concern to the industry because you are often the first motorcycle professional a new rider will meet, and your love of riding will be contagious while your burned-out attitude will be another reason your students don’t ride after class. Rekindle your love of the sport with an advanced school.
6.) Track riders or road racers who have hit a plateau in their lap times and enjoyment. When you try to go quicker, you run off the asphalt, yet there are riders on the same bike and tires who are going consistently faster. “Why go beat around the track doing the same thing next year?” you ask yourself. Easy to become an ex-rider at that point, but a visit to an advanced riding school will give you a toolbox full of new techniques and approaches. Time at a school will make you faster safer, with increased understanding of how and why.
To Be Exact
The fun and safety leave this sport when the motorcycle is poorly ridden. Think of it this way: The motorcycle is designed to work with certain inputs at certain moments by expert development riders working with expert development engineers. If the owner of that motorcycle is riding the bike differently, the bike doesn’t work as well. The faster the owner tries to ride, the larger these discrepancies become. The owner is working with the best advice they have heard or read. Some examples of the poor advice I have seen:
1.) An uncle who has ridden slowly for 40 years will advise “use the rear brake only.” Please don’t listen to your uncle.
2.) A forum writer who lives in Nebraska and rides a Rebel 250 will tell you trail-braking is not necessary. Don’t believe everything you read on the internet, especially on forums.
3.) A rider who races but crashes too often will tell you to “flick that thing in there.” Obviously his simplified view of proper corner technique is serving him well. Right?
4.) A passionate rider who really cares but doesn’t have the background posts “training” videos on the internet and advises downshifting for corners and not braking. Passion does not equal knowledge.
5.) You hear, “Power through the corner.” Not every corner.
6.) You read, “You should be accelerating or braking.” What about between those two?
7.) “When in doubt, gas it.” Not always.
8.) “To tighten your line, accelerate.” Dead wrong.
9.) “Don’t use the brakes at lean angle.” One hundred-percent wrong.
10.) “Don’t touch the rear brake.” Wrong again.
11.) You’re convinced that all you need is more seat time, more laps, and that “practice makes perfect.” However, the best rider coaches know that “practice makes permanent,” so riding more miles with poor technique is not the path to improvement, it’s only the path to grooving your mistakes.
12.) You believe that the rider you are now is the rider you will always be. Wrong! Expert-level riding is logical, explainable, and learnable. The expert coaches in this country have enormous faith in every rider’s ability to learn advanced techniques.
Help Fix Two Other Issues
Students who attend advanced training schools are hit with how seriously good riders take their riding. Not only does this message come through loud and clear from the instructors, but the entire class is extremely intent on riding better. They are also hit with the safety of a racetrack when compared to the street. This helps with two vital issues:
1.) Speed choices on the street. A rider who has been to a track-based school and seen what “fast” really means looks at the immovable objects surrounding most public roads and curbs their street speed accordingly.
2.) Alcohol involvement. An advanced riding school stresses the vital importance of rider inputs and approaches in terms of safety, so drinking alcohol before or during a ride becomes as intelligent as riding blindfolded. Alcohol is involved in 25-to-50 percent of motorcycle accidents (depending upon whose stats you read) but riders with advanced training become focused on eliminating anything that is so sure to cause an error.
Riding advice is everywhere but know this: At the limit, which could be setting your personal best lap time at the track or entering a downhill, blind corner in the rain on a road you’ve never seen before, the rider’s actions must be precise and accurate. Poor technique based on flawed advice gets painful when the pace is up or the traction is down. In those moments, expert-level riding instruction will equip you for survival and triumph.
Notice that I haven’t written, “Expert riding instruction will prevent you from crashing again.” That’s the goal of every professional riding instructor, but not a guarantee. But here is a guarantee: If you crash after expert riding instruction, you will get up off the ground knowing what went wrong. You will be able to review the pre-crash action and form a plan to not repeat that series of actions. That keeps riders in the sport.
Expert riding instruction equips riders with the tools and outlook to continue to coach themselves into a constantly improving rider or racer. These students become technical riders rather than emotional riders. Their initial fascination with motorcycles grows into a lifelong passion because they stay healthy.
Summary
The American motorcycle industry isn’t growing and there are many opinions as to why. Blame is going to video games, millennials, a risk-free society, and not enough beginner bikes. But here is my provable belief: Motorcycling in America isn’t growing because riders don’t get the advanced training necessary early in their riding careers. To put this in our earlier parlance: The new riders aren’t riding the bikes as the bikes are designed to be ridden. That’s simply not much fun—scary, in fact.
ChampSchool is working to evolve rider training in America. We ask that the industry join us in pushing riders toward advanced training, whether through promotions like the free driving school you get when you buy a Mercedes-Benz AMG vehicle, or continued support of schools who provide the necessary curriculum to make riders consistently safer.
The information is out there, and it is the job of the motorcycle industry to get riders into these programs. We can guarantee our long-term future by developing expert riders early in their riding careers.
Join us by pushing yourself, your friends, and any rider you know to increase the safety and enjoyment of motorcycling by taking advanced riding instruction from a source you trust. Well-taught advanced instruction has never failed to make riders safer and happier—and faster, if you care about that. Safe, happy riders grow our industry.
If you haven’t had advanced riding instruction, you don’t know how truly amazing riding a motorcycle can be. Yep, I mean that.
How about this motto on every motorcycle classified-ad site: Don’t sell your bike and quit, get trained.
Alexander Calloway (76) on a Hooligan-style racebike at a CVMA event. Photo by CaliPhotography.com, courtesy CVMA.
CVMA Hooligans Class Added
The Chuckwalla Valley Motorcycle Association (CVMA) is excited to announce the addition of a new racing class for the 2024/2025 Winter Series. With the growing interest in the Super Hooligan racing in MotoAmerica and across the country, CVMA has added a class to accommodate various “Standard” or “Naked” style motorcycles. For details, check out the rulebook. The CMVA Hooligan class is derived from the MotoAmerica Super Hooligan rules.
The updated rule book has been published on the CVMA website and is available for download. CVMA will continue to offer classes to race MotoAmerica spec Stock 1000 and NextGen Supersport equipment in addition to classes for Open, Middleweight, Lightweight, Ultra-lightweight, Baggers, and now Hooligan motorcycles.
The first round of the CVMA 2024/2025 Winter Series is fast approaching. Join us on October 18th-20th for some of the most competitive club racing in the U.S.!
CVMA offers two full days of racing every race weekend and also includes Saturday qualifying for grid position in all classes, amateur, and expert, as well as a wide variety of classes to choose from.
CVMA offers free reciprocity as a means of encouraging racers from other clubs to come out and compete. CVMA also offers a New Racers School for those starting in racing on the Friday before each race weekend. Log on to www.cvmaracing.com to sign up or for more information.
CVMA. Built for racers by racers and offering the best racing experience around!
Miguel Oliveira (left) and Lin Jarvis (right). Photo courtesy Yamaha.
Yamaha Sign Miguel Oliveira as Factory MotoGP Rider
Yamaha Motor Co., Ltd. is delighted to announce the signing of Miguel Oliveira. The Portuguese MotoGP star will be riding for the Prima Pramac Yamaha Factory Team for the 2025 and 2026 MotoGP season.
Misano Adriatico (Italy), 5th September 2024
Yamaha Motor Co., Ltd. is delighted to announce the signing of Miguel Oliveira. The Portuguese MotoGP star will be joining the Prima Pramac Yamaha Factory Team for the 2025-26 MotoGP seasons.
Oliveira is in his sixth year in the MotoGP class and his fourteenth year in the paddock. The vastly experienced 29-year-old has many premier-class and lower-class achievements to his name, including 17 race wins (5x MotoGP, 6x Moto2, 6x Moto3) and 41 podiums (7x MotoGP, 21x Moto2, 13x Moto3) and a MotoGP Sprint podium at the Sachsenring this year.
For 2025-26, Yamaha as well as MotoGP fans can look forward to Oliveira’s run on a, to him, new bike: the Factory Yamaha YZR-M1. Moreover, the number-88 rider will enjoy the full support of Yamaha.
LIN JARVIS
Managing Director, Yamaha Motor Racing
We are pleased to announce that a professional and experienced rider like Miguel Oliveira is joining the Yamaha line-up for 2025-26, and we bid him a warm welcome to the Yamaha MotoGP Project.
Miguel is a rider who has the technical know-how, experience, speed, and precision needed to improve the performance of the Yamaha YZR-M1. We are really looking forward to working with him as a key member of the Yamaha MotoGP project, and he can count on our full support.
MIGUEL OLIVEIRA
It’s a great privilege for me to represent such an iconic brand in our sport as Yamaha. Through my years of progression and arriving in MotoGP, I’ve always looked upon the blue bikes with great enthusiasm.
It’s now a reality, and I want to thank Yamaha Motor Company for its commitment to me in such an important transition phase of the project. Mr. Lin Jarvis was a key figure in starting discussions and making this happen. I believe I can be useful in this transition period of bringing the bike back to the top.
I want to thank Mr. Campinoti, Gino Borsoi, and all the Pramac staff for embarking on this journey together. I can’t be happier and more excited to get this new chapter started.
TNT Sports is the new U.S. broadcast home of MotoGP races. Photo courtesy Dorna.
MotoGP™ partners with TNT Sports in the U.S.
Every Sprint and every Grand Prix race will be shown live across the U.S. in 2024
Thursday, 07 March 2024
MotoGP™ has a new broadcast home in the U.S. through an expanded media rights agreement with TNT Sports. Beginning with this weekend’s Qatar Airways Grand Prix of Qatar, fans across the U.S. will be able to watch every Tissot Sprint and Grand Prix race live in 2024 across TNT Sports’ networks and platforms.
truTV and Max’s B/R Sports Add-On will show every race of this record-breaking MotoGP™ season live, including top quality pre-race coverage. Max’s B/R Sports Add-On will also stream every session for every Grand Prix class across all three days of track activity, including the MotoGP™ qualifying shootout and the Grand Prix races for Moto2™ and Moto3™.
This partnership between MotoGP™ and TNT Sports represents a new era for live MotoGP™ coverage in the U.S., bringing TNT Sports’ world-class production and coverage to a U.S. audience that is passionate for high-octane motorsports.
MotoGP™ joins Max’s B/R Sports Add-On, which offers exceptional value with a full slate of premium live sports content included, such as the MLB, NHL, NBA, NCAA Men’s March Madness, U.S. Soccer, 24 Hours of Le Mans and a variety of non-live sports programming to appeal to every fan.
Fans can start tuning in to the record-breaking 2024 MotoGP™ season on truTV and Max’s B/R Sports Add-On this weekend as the Qatar Airways Grand Prix of Qatar marks the return of the world’s most exciting sport from the 8th to the 10th of March.
About TNT Sports
TNT Sports is a global leader in the delivery of premium sports content. The TNT Sports U.S. portfolio includes expansive, multi-platform partnerships with the National Basketball Association, Major League Baseball, the NCAA Division I Men’s Basketball Championship, National Hockey League, United States Soccer Federation, NASCAR (coming in 2025) and a premier golf franchise in The Match. Owned and operated platforms are highlighted by Bleacher Report, the #1 digital destination for young sports fans, along with House of Highlights, HighlightHER, Golf Digest, and a full suite of digital and social portfolio brands. Additionally, TNT Sports co-manages NBA Digital — comprised of NBA TV, NBA.com, NBA LEAGUE Pass, the NBA App and NBAGLEAGUE.com — as well as NCAA.com and NCAA March Madness Live. TNT Sports in Europe and the Republic of Ireland includes partnerships with the NBA, Premier League, UEFA Champions League, UEFA Europa League, UFC, WWE and more, as well as much-loved brands Eurosport, Global Cycling Network (GCN), Global Mountain Bike Network (GMBN) and multi-sport programming and content on discovery+ and Discovery’s free-to-air TV networks.
About MotoGP™
MotoGP™ is the world’ most exciting sport. The pinnacle of motorcycle racing, 22 of the fastest riders compete on purpose-built motorcycles on some of the world’s greatest racetracks, reaching top speeds above 360 kilometers per hour (223 miles per hour) and lean angles of over 60 degrees. Since 1949, the sport has grown to comprise more than 20 Grands Prix across five continents, with the television broadcast reaching hundreds of millions around the world.
The start of the MotoGP race at Algarve International Circuit, in Portimao, Portugal. Photo courtesy Dorna.
Dorna Sports and the FIM renew MotoGP™ agreement until 2060
The FIM and Dorna Sports announce long-term renewal of their agreement, securing the rights to MotoGP™ and all Dorna-run FIM World Championships
Thursday, 05 September 2024
MotoGP™ rights holder Dorna Sports and the Fédération Internationale de Motocyclisme (FIM) are delighted to announce an extension of their long-term agreement securing the promotion rights for all Dorna-run FIM World Championships until 2060. The continuation of this successful partnership guarantees unparalleled value, continuity, and opportunity for MotoGP™ in a rapidly evolving global sporting landscape.
Dorna first secured the promotion rights of the FIM Grand Prix World Championship in 1992. Together, the partnership has expanded the success and popularity of the sport for fans around the world and continues to do so, with MotoGP™ enjoying an impressive trajectory of global growth over recent seasons.
Working in tandem with the teams’ association (IRTA) and the manufacturers association (MSMA), the partnership between the FIM and Dorna underpins an enviable ecosystem within MotoGP™, built on an unrivalled level of consensus that puts the sport first.
In addition to its successes in driving the global growth of MotoGP™, the partnership has also expanded the popularity and reach of motorcycle racing around the world – from grassroots to the highest levels of professional competition. FIM World Championships considered under this agreement, including the MOTUL FIM Superbike World Championship since 2015, the FIM Enel MotoE™ World Championship since 2019, the FIM JuniorGP™ World Championship since 2019 and the FIM Women’s Circuit Racing World Championship since 2023, can now look forward to many more years of success thanks to this extension.
Jorge Viegas, President of the FIM: “This is an incredibly important moment and one that provides long term clarity and security regarding the pinnacle of motorcycle sport. This is not only important for all those directly involved in MotoGP™, but also for the wider motorcycle racing community that reaps the benefits from the global status, value and presence of this leading series.
“The ongoing and ever closer collaboration between the FIM, Dorna Sports and the other key stakeholders is something that has been built over many years, the trust and co-operation that now exists alongside this long-term agreement offer great foundations for the future development of MotoGP™ plus all the related championships. On behalf of the FIM, I would like to express my most sincere gratitude for the work that Dorna Sports has done since 1992 and look forward with great confidence to combining our efforts to ensure the continued growth and success of MotoGP™ for many more years to come.”
Carmelo Ezpeleta, CEO of MotoGP™ rights holder Dorna Sports: “We’re very proud to announce this agreement with the FIM. It is fantastic news for the sport, and our fans around the world, that this partnership is guaranteed to continue. We have built something truly special and will continue to grow the sport even further, working together.
“Being able to come to such a long-term agreement adds incredible value for MotoGP. In the sports and entertainment landscape of today, the level of consensus we enjoy in MotoGP is something we’re privileged to be part of, and it lays fantastic foundations for our sport to continue its trajectory of growth. We want to thank the FIM for their support and we look forward to making MotoGP even bigger and better than ever as we continue our partnership.”
The Kawasaki Ninja e-1 is similar in performance to a full-size scooter and solves the problem of where a rider can charge their electric motorcycle if they don't own a garage. Photo by Sandy Gougis.
Charging Into Phase Two Of Electric Motorcycling
By Michael Gougis
“Cool ******* bikes!” the rider on the Suzuki GSX-R shouted at us. He had to shout over his machine, but ours were dead silent. We were test riding the all-electric Maeving RM1S down Sunset Boulevard and through the heart of Beverly Hills, where private security guards drove around in Teslas and driver-less electric taxis glided eerily through streets packed with tourists and students.
The Maeving RM1S turns heads, even those of the jaded fashionista of Beverly Hills. Photo by Jamie Robinson.
“Cool,” I found myself thinking a week later, whispering home on the Kawasaki Ninja e-1 late at night on the dark, empty streets of eastern Los Angeles County, the scenery whipping past to the soundtrack of wind noise past my helmet and nothing else.
The Kawasaki Ninja e-1 looks the part of a traditional sportbike, and the fit and finish is on par with other Kawasaki models. Photo courtesy Kawasaki.
The bikes couldn’t look less different. The Ninja looks like a Ninja, perhaps drawn to a slightly smaller scale than its gas-powered siblings, but absolutely reflecting the current design state of a Kawasaki supersport machine. The Maeving looks like it was ripped out of a history book, and based solely on the styling, I wouldn’t have been surprised to find a hand-shifter onboard.
Board tracker, bobber, and café racer styling elements are evident in the Maeving RM1S. Photos courtesy Maeving.
But these machines both represent a new way of thinking about electric motorcycles. Instead of trying to replicate the performance of internal-combustion machines, these are designed to deliver city-oriented performance, affordability, and ease of use. And they are designed to more accurately meet the needs of the people most likely to be looking for such a motorcycle.
Electric motorcycles can make a lot of sense in dense urban environments. There’s no noise pollution, no exhaust emissions. They are cheap to maintain and torquey leaving a stoplight. There’s a reason more than eight million electric motorcycles and scooters are sold in China every year, and that the popularity of such machines is soaring in crowded population centers worldwide.
The problem has always been charging. A relatively short range isn’t a problem if the bike can be recharged quickly. But the buyer for a city motorcycle is likely to live in an apartment or condo, and they may not have access to an outlet in a garage to charge the vehicle. Near my home in Vancouver, I have seen people drop extension cords from their third-story apartments to charge an electric motorcycle sitting in a ground-level parking lot. Not ideal.
The Ninja e-1’s batteries remove easily for charging away from the motorcycle. Diagram courtesy Kawasaki.
Honda offered one solution with its Motocompacto, the electric scooter that folds into itself and slides under the couch while charging. California-based Ryvid offered a battery pack that drops down onto a set of wheels and rolls around like luggage to the nearest standard outlet.
The Kawasaki and Maeving take this idea one step further. Both can be charged with the batteries on board. But, and this is the evolutionary step, both offer removable batteries that can be charged in an apartment, a condo, or anywhere there’s an outlet. Each individual battery weighs about as much as a big bag of dog food. If you’re like me, and enjoy spending time in coffee shops (a writer in a coffee shop is a cliche, I know), there’s no reason you couldn’t carry a battery in with you and charge it while you get charged on a double espresso.
The Maeving RM1S has two batteries which slide out sideways and can be charged away from the machine. Photo courtesy Maeving.
And it’s an answer–a pretty good one–for the people who wanted an electric bike for the city but didn’t have anywhere to charge it.
Maeving RM1S
The Maeving RM1S, as I like to say, looks like what a non-motorcyclist thinks of when they hear the word “motorcycle.” The company says its design is inspired by the board track racers of the 1920s and the café racer era. The styling is critical to Maeving, which went to great lengths to evoke the impression of a classic or vintage machine. The tube that carries cables from the battery compartment rearward evokes the image of a high-mounted exhaust pipe. There are cool bar-end mirrors, an analog speedometer, and a diamond-stitched seat.
The propulsion system of the Maeving RM1S is futuristic and the styling is historic. The company blends the two into a distinctive identity. Photo courtesy Maeving.
The single-downtube steel-cradle frame surrounds the dual battery pack, while a rear hub-mounted motor delivers a claimed 14 bhp. The company claims a curb weight of 293 pounds, and the seat height is 30.9 inches.
Conventional damper-rod forks handle suspension duties up front, and twin shocks– adjustable for preload only–mounted directly to the steel swingarm soak up bumps at the rear. The linked braking system features a single 300mm disc mated to a three-piston caliper and a wire-spoked wheel in the front, and a single 180mm disc is clamped by a single-piston caliper at the rear.
There is no clutch or transmission. There are three ride modes–Ride, Sport and Eco. The company claims a top speed of 70 mph and a range of 80 miles, and a zero-to-full charge time of just over four hours from a 120-volt home wall socket. Charging is via a port on the side of the bike or by removing the batteries and charging them someplace else.
Options include carbon-fiber fenders, seat and tank colors, and upgraded suspension. The company sells directly to the customer. Buy one and a company representative will deliver it and shows the buyer how it operates. If it needs repair, a company technician comes to get the bike, takes it back to the shop, fixes it, and brings it back.
Suggested retail for the RM1S (the upscale, twin-battery model) begins at $8,995. The base single-battery RM1 is sold out.
Kawasaki Ninja e-1
Kawasaki took the opposite approach when it styled the Ninja e-1. Taking full advantage of the fact that sportbikes have full fairings, Kawasaki wrapped bodywork around the electric Ninja’s battery pack. It takes a careful look to spot the electric motor, mounted behind the battery compartment, and the only other real clue that it’s an electric bike is the lack of an exhaust pipe. The fit and finish is right up there with Kawasaki’s other sporting motorcycles, and it slots right in with the other sportbikes in a parking lot.
The left side of a Kawasaki Ninja e-1. Photo courtesy Kawasaki.
The steel-tube frame cradles the dual battery compartment, and like the Maeving, the area traditionally occupied by the gas tank is a lockable storage container. Conventional damper-rod forks mount to a lightweight alloy rim and a single 290mm disc with a dual-piston caliper. A gas-charged monoshock, adjustable for preload only, handles suspension at the rear, where a dual-piston caliper works with a 220mm disc.
Kawasaki engineers avoided the extra unsprung weight of a hub-mounted motor, so the Ninja e-1 has its motor mounted just ahead of the swingarm. A traditional sprocket-and-chain system transmits power to the rear wheel. Kawasaki claims 12.06 horsepower from its air-cooled, interior permanent magnet motor, a range of 41 miles, and a top speed of 55 mph. The claimed maximum torque, 29.7 lbs.-ft, is just two lbs.-ft. shy of the claimed max torque of the new Ninja 500, and the e-1 delivers its peak torque starting at 500 rpm.
On the Roadracing World scales, the e-1 weighed in at 313 pounds, and Kawasaki also claims a seat height of 30.9 inches. Kawasaki says the charging time is approximately 3.7 hours.
The e-1 has two ride modes, Eco and Road, plus ABS braking. There’s also a little button on the right handlebar called e-boost, which delivers a short burst of power for leaving stoplights or merging with traffic. The machine also offers a Walk mode that limits the speed to 3.0 mph, but the cool thing is that it works in reverse as well as forward, making parking easier. Suggested retail starts at $7,899.
Riding The Electric Bikes
The Maeving looks every bit the part that the designers intended. Maeving’s engineers–formerly of Triumph, the company says–opted for a classic, timeless look, and onlookers responded positively. Drivers stopped their vehicles and started shouting questions and praise. Impressive when you’re cruising through a global nexus of fashion like Rodeo Drive, where it seems like every other car is a Ferrari or Porsche.
Leaving a stoplight in Sport mode, the Maeving was just quick enough to leave traffic behind initially, but the rate of acceleration faded quickly. It’s powerful enough to manage city traffic, but acceleration is by design soft and unintimidating. Maeving’s target audience includes riders moving up from e-bicycles, and the power delivery is meant to be manageable for them. Highways are a bit intimidating with the lack of top end, but if jumping on the freeway for a couple of exits makes the trip shorter, and there’s enough room to build up speed, the Maeving is game. The trade-off for the softer, manageable power is the greater range. Even with the convenience of removable batteries, more range means less time spent charging and greater usability.
The seat feels low, the bike is easy to maneuver, and the brakes are adequate for the task. The bike feels vintage when the pace picks up, and that’s not necessarily a good thing. All that weight at the end of the swingarm makes its presence known going over bumps, with the rear shocks unable to completely handle the most aggressive pavement irregularities. The chassis feels flexible through faster turns, and having identical tires front and rear also adds an element of unfamiliarity to the experience. It has to be said, though, that this is at the very limit–or beyond–of the bike’s design brief, and most riders will be too busy basking in the admiration of passersby to notice. When ridden as intended, the seat is comfortable, the riding position relaxed, and the quiet, vibration-free experience quite enjoyable.
The Ninja delivers a much more typical riding experience. Bumps don’t upset it nearly as much, since the electric motor isn’t unsprung weight. And while the suspension is small-bore Ninja standard, it’s more than adequate for anything city streets will throw at it. The single-disc front brake delivers a solid lever feel, and ABS is there in case the rider gets the braking wrong.
Kawasaki says the Ninja e-1 tops out at 55 mph, but I got it up to an indicated 60 mph. The Eco mode is definitely cruise-around-the-neighborhood mode, while Road mode works best for faster boulevards. Using the e-boost button turned out to be a giggle. Punch the button before leaving a light and pin the throttle, and the Ninja moves with much more authority than the Maeving. It’s not going to rip your arms off, but it delivers almost as much torque as the new Ninja 500, more torque than a Ninja 400, and serves it up starting at 500 rpm. I used the e-boost button to leave stoplights while lane splitting, turned it off once up to cruising speed, and thoroughly enjoyed using the little Ninja as my around-town scoot for a couple of weeks.
I’ve ridden bigger, more powerful electric bikes and enjoyed them–the acceleration is amazing. The Maeving and Ninja e-1 are made for a different audience, and within their performance envelope, they do everything that they promise. I’m lucky enough to have a garage and solar panels at my Southern California home, and it did not escape my attention that not only did I never have to stop at a gas station, I stopped paying attention to gas prices. For a rider looking for electric city transportation that is cheap and convenient, with charging flexibility, these are worth a look.
Specifications: 2024 Kawasaki Ninja e-1
Engine Configuration: Interior Permanent Magnet, Electric Motor
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Accessibility
Accessibility modes
Epilepsy Safe Mode
Dampens color and removes blinks
This mode enables people with epilepsy to use the website safely by eliminating the risk of seizures that result from flashing or blinking animations and risky color combinations.
Visually Impaired Mode
Improves website's visuals
This mode adjusts the website for the convenience of users with visual impairments such as Degrading Eyesight, Tunnel Vision, Cataract, Glaucoma, and others.
Cognitive Disability Mode
Helps to focus on specific content
This mode provides different assistive options to help users with cognitive impairments such as Dyslexia, Autism, CVA, and others, to focus on the essential elements of the website more easily.
ADHD Friendly Mode
Reduces distractions and improve focus
This mode helps users with ADHD and Neurodevelopmental disorders to read, browse, and focus on the main website elements more easily while significantly reducing distractions.
Blindness Mode
Allows using the site with your screen-reader
This mode configures the website to be compatible with screen-readers such as JAWS, NVDA, VoiceOver, and TalkBack. A screen-reader is software for blind users that is installed on a computer and smartphone, and websites must be compatible with it.
Online Dictionary
Readable Experience
Content Scaling
Default
Text Magnifier
Readable Font
Dyslexia Friendly
Highlight Titles
Highlight Links
Font Sizing
Default
Line Height
Default
Letter Spacing
Default
Left Aligned
Center Aligned
Right Aligned
Visually Pleasing Experience
Dark Contrast
Light Contrast
Monochrome
High Contrast
High Saturation
Low Saturation
Adjust Text Colors
Adjust Title Colors
Adjust Background Colors
Easy Orientation
Mute Sounds
Hide Images
Hide Emoji
Reading Guide
Stop Animations
Reading Mask
Highlight Hover
Highlight Focus
Big Dark Cursor
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Cognitive Reading
Virtual Keyboard
Navigation Keys
Voice Navigation
Accessibility Statement
www.roadracingworld.com
October 24, 2025
Compliance status
We firmly believe that the internet should be available and accessible to anyone, and are committed to providing a website that is accessible to the widest possible audience,
regardless of circumstance and ability.
To fulfill this, we aim to adhere as strictly as possible to the World Wide Web Consortium’s (W3C) Web Content Accessibility Guidelines 2.1 (WCAG 2.1) at the AA level.
These guidelines explain how to make web content accessible to people with a wide array of disabilities. Complying with those guidelines helps us ensure that the website is accessible
to all people: blind people, people with motor impairments, visual impairment, cognitive disabilities, and more.
This website utilizes various technologies that are meant to make it as accessible as possible at all times. We utilize an accessibility interface that allows persons with specific
disabilities to adjust the website’s UI (user interface) and design it to their personal needs.
Additionally, the website utilizes an AI-based application that runs in the background and optimizes its accessibility level constantly. This application remediates the website’s HTML,
adapts Its functionality and behavior for screen-readers used by the blind users, and for keyboard functions used by individuals with motor impairments.
If you’ve found a malfunction or have ideas for improvement, we’ll be happy to hear from you. You can reach out to the website’s operators by using the following email
Screen-reader and keyboard navigation
Our website implements the ARIA attributes (Accessible Rich Internet Applications) technique, alongside various different behavioral changes, to ensure blind users visiting with
screen-readers are able to read, comprehend, and enjoy the website’s functions. As soon as a user with a screen-reader enters your site, they immediately receive
a prompt to enter the Screen-Reader Profile so they can browse and operate your site effectively. Here’s how our website covers some of the most important screen-reader requirements,
alongside console screenshots of code examples:
Screen-reader optimization: we run a background process that learns the website’s components from top to bottom, to ensure ongoing compliance even when updating the website.
In this process, we provide screen-readers with meaningful data using the ARIA set of attributes. For example, we provide accurate form labels;
descriptions for actionable icons (social media icons, search icons, cart icons, etc.); validation guidance for form inputs; element roles such as buttons, menus, modal dialogues (popups),
and others. Additionally, the background process scans all the website’s images and provides an accurate and meaningful image-object-recognition-based description as an ALT (alternate text) tag
for images that are not described. It will also extract texts that are embedded within the image, using an OCR (optical character recognition) technology.
To turn on screen-reader adjustments at any time, users need only to press the Alt+1 keyboard combination. Screen-reader users also get automatic announcements to turn the Screen-reader mode on
as soon as they enter the website.
These adjustments are compatible with all popular screen readers, including JAWS and NVDA.
Keyboard navigation optimization: The background process also adjusts the website’s HTML, and adds various behaviors using JavaScript code to make the website operable by the keyboard. This includes the ability to navigate the website using the Tab and Shift+Tab keys, operate dropdowns with the arrow keys, close them with Esc, trigger buttons and links using the Enter key, navigate between radio and checkbox elements using the arrow keys, and fill them in with the Spacebar or Enter key.Additionally, keyboard users will find quick-navigation and content-skip menus, available at any time by clicking Alt+1, or as the first elements of the site while navigating with the keyboard. The background process also handles triggered popups by moving the keyboard focus towards them as soon as they appear, and not allow the focus drift outside it.
Users can also use shortcuts such as “M” (menus), “H” (headings), “F” (forms), “B” (buttons), and “G” (graphics) to jump to specific elements.
Disability profiles supported in our website
Epilepsy Safe Mode: this profile enables people with epilepsy to use the website safely by eliminating the risk of seizures that result from flashing or blinking animations and risky color combinations.
Visually Impaired Mode: this mode adjusts the website for the convenience of users with visual impairments such as Degrading Eyesight, Tunnel Vision, Cataract, Glaucoma, and others.
Cognitive Disability Mode: this mode provides different assistive options to help users with cognitive impairments such as Dyslexia, Autism, CVA, and others, to focus on the essential elements of the website more easily.
ADHD Friendly Mode: this mode helps users with ADHD and Neurodevelopmental disorders to read, browse, and focus on the main website elements more easily while significantly reducing distractions.
Blindness Mode: this mode configures the website to be compatible with screen-readers such as JAWS, NVDA, VoiceOver, and TalkBack. A screen-reader is software for blind users that is installed on a computer and smartphone, and websites must be compatible with it.
Keyboard Navigation Profile (Motor-Impaired): this profile enables motor-impaired persons to operate the website using the keyboard Tab, Shift+Tab, and the Enter keys. Users can also use shortcuts such as “M” (menus), “H” (headings), “F” (forms), “B” (buttons), and “G” (graphics) to jump to specific elements.
Additional UI, design, and readability adjustments
Font adjustments – users, can increase and decrease its size, change its family (type), adjust the spacing, alignment, line height, and more.
Color adjustments – users can select various color contrast profiles such as light, dark, inverted, and monochrome. Additionally, users can swap color schemes of titles, texts, and backgrounds, with over seven different coloring options.
Animations – person with epilepsy can stop all running animations with the click of a button. Animations controlled by the interface include videos, GIFs, and CSS flashing transitions.
Content highlighting – users can choose to emphasize important elements such as links and titles. They can also choose to highlight focused or hovered elements only.
Audio muting – users with hearing devices may experience headaches or other issues due to automatic audio playing. This option lets users mute the entire website instantly.
Cognitive disorders – we utilize a search engine that is linked to Wikipedia and Wiktionary, allowing people with cognitive disorders to decipher meanings of phrases, initials, slang, and others.
Additional functions – we provide users the option to change cursor color and size, use a printing mode, enable a virtual keyboard, and many other functions.
Browser and assistive technology compatibility
We aim to support the widest array of browsers and assistive technologies as possible, so our users can choose the best fitting tools for them, with as few limitations as possible. Therefore, we have worked very hard to be able to support all major systems that comprise over 95% of the user market share including Google Chrome, Mozilla Firefox, Apple Safari, Opera and Microsoft Edge, JAWS and NVDA (screen readers).
Notes, comments, and feedback
Despite our very best efforts to allow anybody to adjust the website to their needs. There may still be pages or sections that are not fully accessible, are in the process of becoming accessible, or are lacking an adequate technological solution to make them accessible. Still, we are continually improving our accessibility, adding, updating and improving its options and features, and developing and adopting new technologies. All this is meant to reach the optimal level of accessibility, following technological advancements. For any assistance, please reach out to
