Five Minutes With Casey Stoner

Like most top MotoGP riders, Casey Stoner holds a press briefing every afternoon during a race weekend. At Valencia, on the eve of his retirement, the 27-year-old outgoing premier-class world champion was asked several questions, to which he provided forthright replies.
Cycle World Technical Editor Kevin Cameron was first to raise his hand. “When you were at Ducati,” he began, “you said the rider had no role in development, that the engineers gave you a motorcycle and you were obliged to ride it. Was that the same situation at Honda?”
“No,” replied Stoner. “Toward the end at Ducati, I had the engineers working with me a lot better. But, unfortunately, the people above weren’t giving us the funds to push things forward more.
“At Honda, I haven’t found that at all. Since the first moment that I went there, everything I asked for, every bit of input, everything we thought would move us forward, they’ve tried to produce it, to get it to us and help us through these seasons. They’re very much about working with the rider.
“If you don’t work with the riders, then you can’t really move anything further forward because the rider has all of the input. There’s only so much data that you can pull off a bike that actually makes sense.”
Unlike the wet morning practice, conditions were such Friday afternoon that only 11 riders lapped the newly repaved track within 107 percent of the time set by Aspar Aprilia’s Randy de Puniet. Stoner was one of five, including newly crowned world champion Jorge Lorenzo, who skipped the session.
“Disappointing day?” asked veteran writer Michael Scott.
“Yeah,” replied Stoner. “Big time. The surface sucks, especially in the wet. It doesn’t drain away at all. It’s very slippery. There’s no traction whatsoever. And, in general, I don’t feel the bumps are gone. There are a few major bumps that are better than last year, but, in general, I actually feel a lot more consistency of smaller bumps around the whole circuit now.
“There are also a couple of big joints in critical braking points that are not in the best position. And [the track] holds a lot of water in that place also.”
Asked if his retirement has “sunk in,” Stoner once again stressed he was not second-guessing his decision to leave the sport. “I make realistic decisions,” he said. “I’m not going to get to this point and think that I’ve made the wrong decision or a whole run of emotions are going to overtake me. I think a lot with my head and not always with my heart.
“It feels a little different that I’m not speaking about next year,” he admitted. “But, in general, it’s still the same once I’m in the box.”
On Monday, when other riders are preparing for Tuesday’s test, Stoner will be “packing up.”
Stoner described his injured ankle as “average. In the wet conditions, it wasn’t good today. I couldn’t really get myself off the inside [of the bike] as much as I’d like. So, it was a little bit difficult. We didn’t push at all this morning; I didn’t want to take any risks.”
“What do you think makes Lorenzo world champion?” asked another writer.
“Extreme consistency,” replied Stoner. “He was either first or second when he wasn’t taken out in a crash. It hasn’t necessarily been raw speed—Dani [Pedrosa] and I have been faster than him quite often this year.
“He rode a fantastic season and would have been very difficult to beat no matter what.”

Where Is The Motorcycle Going?2013

Big motorcycle shows like EICMA always raise the big questions. It was easy to answer them at similar shows held right after WWII: People needed transportation, they needed it cheap and they needed it now, and motorcycles were the answer.
Today, it’s harder. Before the present economic downturn, motorcycling had enjoyed its longest-ever boom years; but now, only the well-fixed folk can buy what was hot back in 2007. For the rest of us, any bike that costs more than a decent used economy car could easily be too much. Manufacturers have responded slowly, with lower-priced and more-utilitarian hardware such as Honda’s NC700X.
But as we marched through the great halls of EICMA, we saw endless choices in every shape, color and intended use. In the old days, motorcycles came in good, better or best; today, the simple idea of two wheels, an engine and a place to sit has multiplied into commuter, tourer, sportbike, enduro, adventure, standard, cruiser. They are all competently designed from basic principles.

What this tells us is that motorcycles have come so far from their original basis as minimum transportation that they are now as various and as style-driven as clothing. How does this bike make me feel? Does this one make me look fat? Does this color go with my eyes? In more prosperous times, motorcycles evolved into free-choice additions to our rich, complex lives, alongside a hybrid car for socially responsible commuting and an Armageddon SUV with blacked-out windows for towing the boat. And then, the depression of 2008 hit.So, there we were at the Milan show, surveying motorcycling’s still-dizzying richness of choice and hoping economic recovery soon brings it all back within reach of the many who could last afford it five years ago

Clash of the Italian Middleweight Exotics – Comparison Test 01

We have a soft spot for the “characters” of the motorcycle world. That’s why we were excited to throw a leg over the new 675cc, inline-Triple-powered MV Agusta F3. Like the Triumph Daytona 675 before it, this Italian-made middleweight flips the bird at the conventional 600cc-supersport-displacement norm by packing a supersized engine into its lightweight chassis. Which is exactly what Ducati has been doing with its middleweight V-Twin for years: slowly upping the ante until the pot added up to its present 849cc.
In our November issue, we asked the question, “What is a middleweight?” The answer, as it turns out, was rather complicated, requiring mathematics, expert opinion (ours!) and some fudging to explain. But no matter how we justify it, these two motorcycles fit perfectly into the definition we came up with and clearly illustrate the wide varieties of engines that populate the class.
So, by now you are probably wondering where the hell the Triumph Daytona 675 is in this comparison? After all, it is the most obvious adversary to go head-to-head with the MV. Unfortunately, Triumph was unable to provide a Daytona for this test, so we’ll have to throw one into the mix in the future.
There was no way that Road Test Editor Don Canet and I were going to miss spending half a day at the Streets of Willow Springs after we were given approval. For the occasion, we spooned a set of Pirelli Supercorsa SP tires onto the MV to match the Ducati EVO Corse SE, which gets that sticky race rubber standard. (Additionally, the SE gets an Öhlins shock, larger 330mm front brake discs, TC and a quick-shifter compared to the standard EVO.)
On paper, the $13,498 MV F3 and $14,995 Ducati are a pretty close match. But due to their unique engine configurations, each offers advantages in some areas that the other just can’t match.
At the dragstrip, the ultra-torquey Ducati (63.6 ft.-lb. peak at 9360 rpm) easily got the jump on the MV (47.3 at 11,210), and the latter was not quite able to run the Duc down as it closed in at the quarter-mile marker. It posted a 130.1-mph terminal speed in 10.81 seconds compared to the Ducati’s 10.66/131.9-mph blast. Canet reported that the MV was very difficult to get off the line, requiring 10,000-plus-rpm launches followed by a battle with a grabby clutch. No such issues hindered the 848.
Measured top speed was close, as well. The EVO’s 121.5 horsepower helped it sprint to 163 mph, and although the 117.1-hp F3 pulled hard—its triple exhaust pipes belting out a glorious sound reminiscent of an F-1 car’s—it plowed into its rev limiter in sixth gear, six mph short of the Ducati’s best.
Although low overall gearing hindered the MV Agusta’s top speed, it likely helped the 675 put a serious spanking on the 848 in top-gear roll-ons, with 40-60 taking only 3.6 seconds compared to 4.2, and 60-80 3⁄10ths quicker than the 848’s 4.2.

 

[ Great effort was taken by MV Agusta to keep the price of its first-ever middleweight sportbike within the same galaxy as the competition. MSRP is just $799 more than the Triumph Daytona 675R and within $1800 of the most expensive 600cc inline-Four from Japan, the Suzuki GSX-R600. ]But what do all these numbers mean both in the real world and on the racetrack? Well, with the MV, that’s not so simple, since the engine’s output characteristics are so widely adjustable, and figuring out the myriad of electronic functions in its Motor and Vehicle Integrated Control System (MVICS) involves a steep learning curve. Amongst its menus are Normal, Rain, Sport and Custom mode, the first three of which have default settings for initial throttle sensitivity, maximum torque output, engine braking, engine response and a hard or soft rev limiter. The eight-level traction-control system can be adjusted independently for any mode other than Rain, while the Custom map allows multiple options for all of the aforementioned parameters. Add in a quick-shifter that can be turned on and off, and the choices can be overwhelming.By comparison, the Ducati is much simpler. A quick-shifter and a very effective TC system are its only electronic means of optimizing traction and drive.Given all its electronic options, the MV required some experimentation when we first got to the track. “I began in Rain mode for two laps just to feel the full effect of the TC, which defaults to Level 8,” said Canet. “Soft delivery turned the F3 into a real pussycat, but ultimately, the TC was far too intrusive on a dry track.”Both Canet and I worked our way through the modes (on the fly) during our sessions. We ended up doing our quickest MV laps in Sport mode with TC set at level 1 or 2 or with low-intervention TC settings in Custom. But, as I discovered, shutting TC off wasn’t an option, as I almost high-sided even when TC was set to level 1!Once we got in the ballpark and went for fast laps on the F3, some other issues arose. “Now the chassis felt notably livelier with a bit of headshake when accelerating out of some bumpy corners and though the quick side-to-side transitions,” said Canet.

Though the MV’s engine performance is really entertaining, with a broad spread of power from 8000 to its 15,000-rpm redline, keeping the F3 in check calls for a lot more physical effort (getting weight over the front wheel) than is required on the Ducati. A steering damper would be a welcome addition, considering the MV’s short wheelbase, steep front-end geometry and light overall weight (400 lb. dry).
Both Canet and I were consistently quicker at Willow Springs on the EVO (a second and half-a-second, respectively), thanks to the 848’s excellent composure. “Solid chassis stability quickly gained my confidence and allowed me to push the pace,” said Canet. “I really trusted the bike on corner entry and exit, and the brakes were my favorite of this pairing, as well, with a good balance of power and feel.”

[ Unlike Ducati's "S" models, which typically get the entire accessory catalog thrown at them, the EVO SP (a $1000 premium) takes a slightly more conservative approach. Well-chosen upgrades like the Öhlins shock, larger front brake discs and special paint keep the price from skyrocketing. ]Midrange torque from the Duc’s V-Twin provided good drives from as low as 6000 rpm, and the TC system offered more info via sequential dash lights to help judge traction at the limit. Plus, the Ducati’s superior quick-shifter made it easy to keep the bike on the boil with slicker up-changes and no missed gears.By the time our half-day of lapping was over, Don and I were unanimously in favor of the 848. Its superior stability, simpler electronics and torquey engine provided a better platform for going fast. But would the same prove true on California’s highways and byways?In the real world, these two middleweights also have distinctly different personalities. When commuting or riding in stop-and-go traffic, the MV wasn’t very happy. Its fueling is a bit rough compared to the clean-running Ducati’s, and a tall first gear and the high revs required for a smooth launch demanded more attention and effort. And around town, we finally had to shut off the F3’s quick-shifter; it would occasionally select a false neutral instead of the next gear if the longish-throw transmission was not shifted with a wide-open throttle.As for the 848 EVO, its strong bottom-end torque, great clutch and good fuel mapping make for a surprisingly forgiving streetbike—much more so than its big brother, the 1199 Panigale. The Ducati Quick Shifter was faultless regardless of rpm, even on the street at a mellow pace. Add in a nice seat and a slightly less-cramped leg position, and the Ducati is more comfy, despite its low clip-ons putting more weight on your wrists.On mountain roads, the two bikes were much closer. The MV’s sharp handling and light weight gave it an advantage when the tarmac tightened up. But just like on the track, the Ducati’s stability and poise made it easier to ride. So, in most cases, the 848 required less effort than the 675 to go the same speed.After flogging the only two Italian middleweight supersport bikes for a few weeks, we had no doubt which one came out on top. The Ducati 848 EVO SE is just too polished and refined to allow the MV Agusta F3 a chance at victory. In virtually every aspect, the Ducati outclassed the F3, from engine performance to handling to braking to overall rideability. And the 848’s displacement advantage wasn’t necessarily a deciding factor; with 174 fewer cc, it still would have emerged victorious.But the 675 didn’t disappoint, either. We were impressed with MV’s initial attempt in a new and very competitive category. Especially considering that at first, it appeared to have bitten off more than it could chew with an all-new engine and chassis, not to mention the most sophisticated electronics package in the class.So, three cheers to MV for showing Ducati what the future has in store. But bravo to Ducati for showing MV how it’s done now.