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AMA MX
DOWN TO EARTH
Back to the roots. The Lucas Oil AMA Pro Motocross series gets underway two weeks before MXGP with the first of twelve dates starting in California and around the climes of Pala. Will reigning champion Zach Osborne be able to defend the crown? Steve Matthes gives a rundown on the runners this summer in his latest Blog Photo by Align Media
MotoGP
SPEEDING BACK
Speed bowl. Mugello is back. Well, except it’s not quite Mugello without the fans crowding the steep valley banking and wrecking motors of an evening. MotoGP missed the iconic Italian venue last year but round six of ‘21 takes the series along one of the fiercest start straights on the calendar. How does it feel to be tapped-out on a Grand Prix bike? Our first feature of this issue tells you 2019 Mugello photo by CormacGP
MXGP
RED ARMY
MXGP 2021 nears its launch with the hardpacked undulations of Orlyonok staging the Grand Prix of Russia. Winners of the three editions of the race so far? Clement Desalle (twice) and Tim Gajser, so expect Honda to fly 2019 Russian GP photo by Ray Archer
WorldSBK
JR’S CENTURY
2009 until 2021, Misano to MotorLand, Honda to Kawasaki: Jonathan Rea has painted WorldSBK green for far too long and with Doohan-esque superiority but milestones keep failing the 34-year-old’s way. Win #100 in Spain was a remarkable moment. Not only an opening statement towards a seventh world title in a row but recognition as the first rider in any FIM world championship to reach the ton in just one class. Pure class Photo by Steve English
THE ULTIMATE CONTACT POINT WHAT DOES A MotoGP THROTTLE FEEL LIKE? By Adam Wheeler, Photos by Polarity Photo
FEATURE
I
f anyone has ever been lucky enough to get close to a MotoGP machine then it’s easy to notice how compact, tight and purposeful it is. The chunky frame and burgeoning Michelin tyres help hint towards the forces produced by these purpose-built two-wheeled missiles: the prototype peak of speed performance bike tech. Any motorcyclist - or someone with powers of imagination - can only fantasise what it feels like to climb onboard and power out of a pitlane. A person’s first or regular contact with a motorcycle throttle might involve a gentle ease away from traffic lights, a slide, a jump or a bounce over rocks but it’s not hard to be enticed and even intimidated by the thought of what a MotoGP ‘twist’ would produce. KTM fashioned their RC16 after years of experience and know-how of steel chassis construction and rev ceilings through off-road racing. An aborted attempt at the 990 V4 engine project in 2005 occurred due to MotoGP’s switch to an 800cc formula for 2007 (which then reverted back to full litre capacity by 2012) but KTM blasted Moto3 with their first four-stroke motor in 2012 and arrived in premier class four years later. KTM’s RC16 has already won Grands Prix with less than half a decade on the MotoGP grid, proving that the technical rules to encourage parity is at least providing the desired effect. The 2021 version of the motorcycle pumps out a rough estimate of 280 horsepower (exact figures are not readily available) and turning the grip will send the rider from 0-100kmph in just over two seconds. All that torque and arm-wrenching propulsion is administered in the same simple way: a little flexing of the right wrist. Does a MotoGP throttle react and function just like a road bike or a dirt bike? Or, like the majority of the race machine itself, is it a heavily customised component, suited to the
A MotoGP THROTTLE
tastes of Red Bull KTM Factory racing riders Miguel Oliveira and Brad Binder? “The general feeling is quite normal but one thing I always notice with the GP bike is that we use a shorter reach,” Binder explains. “0-100% is a lot less travel, or a lot less rotation. It’s a big thing for me because I buggered-up my wrist quite a bit; it doesn’t turn that much! “Physically it is very light,” offers Oliveira. “The connectivity between the throttle and the rear wheel, taking into account the electronics, changes a lot depending on the grip and if the bike is sliding more, so you’ll then have more traction control. The feeling changes a bit from track to track.” “When you turn it on then the bike really pushes,” adds Binder. “On every other bike I’ve ridden I have the feeling that when you wind the throttle to 100% the bike starts to pull, whereas with this thing the last 3040% means the way the bike accelerates is really serious.” Positioning of the handlebar, the diameter of the throttle and the specific grip material are elements where the team strive to offer the best personalisation. The right side of the bar will also contain the pit lane speed limiter, the kill switch and the carbon front brake guard but, unusally for such a technically detailed sport there are few more options for one of the most vital interactive areas of the vehicle. “I come from the motocross world and that sort of thing is very peculiar to every rider; how they like the throttle response, the grip size, the handlebar bend and angles,” reveals Oliveira’s Crew Chief Paul Trevathan. “When I first came to MotoGP I realised the guys didn’t put so much effort into that,
but then you start hearing about arm-pump and you begin to ask questions about settings. I mean, we put effort into it – don’t get me wrong – but it’s not as luxurious as motocross with all the different bends and options. The throttle is drive by wire and you have a spring feeling inside the throttle, so you find one that the riders tend to like. Then you change the gradient, which is how much you open and how much you get, and that’s quite specific to different riders and it can be a wider range. One rider will like it quite steep, another rider not so much.” “I use a different kind of grip; harder ones because I tend to put quite a bit of pressure on the handlebars and they wear easily,” Oliveira explains. “I also like them to be quite thin and smaller. I don’t like the soft rubber grips. The handlebar bend is pretty normal to everyone else. We’ve gone wider and wider and with angle and a bit higher in recent years; I would say we almost have straight handlebars now!” “I’ve never worried too much about what grips I use,” states Binder ‘but of course you can set-up your throttle how you want it.
FEATURE So, it can be super-soft at first touch or very aggressive as soon as you wind it.” “The electronics guys will work with the rider to find his preferences and how he likes the torque to be delivered and then we set that as the base,” says Trevathan. “That will happen in the very first test with the rider. It’s one of the first fundamentals. I always believe that if the rider has the throttle open then his arse is closed! He’s not scared. It’s an important factor, and how he believes he control the bike. Of course, once the team understand how, why and to what degree he wants to open the gas and how much the tyre can take then there are many electronic things going on. We play with the torque and traction control levels: what they get with the hand isn’t always what goes to the rear wheel…but we try to make that as close to all the other fundamentals we have on the bike.” “BUILDING THE LAP” Trevathan’s words hint at the complexity of acceleration and the use of the throttle. Some of the most rudimentary road bikes nowadays feature electronics for engine management and safety whereas MotoGP advances this technology as much as possible within the spec ECU hardware the teams have to deploy. Vast black lines on the asphalt and the phenomenal speeds would indicate that a throttle is coming under punishment but, according to the demands of the circuits (which some riders admit are becoming much ‘shorter’ now due to the march of performance), you’d be surprised. “It’s less than you expect,” reveals Trevathan. “At somewhere like Jerez the amount of time you are demanding 100% from the engine is measured in seconds, and not that many. It’s quite amazing. The bikes are so fast that when they get to full throttle on the straight it’s
TREVATHAN: “YOU CAN GET TO THE LIMIT OF THE TYRES QUITE EASILY. THE NUMBER ONE THING IS TO CONTROL THE PERFORMANCE OF THE RUBBER. THERE IS A CERTAIN AMOUNT OF ‘SLIP’ YOU CAN HAVE TO GET THAT PERFORMANCE. YOU CAN BE TOO LOW AND YOU CAN ALSO BE TOO HIGH. YOU NEED THAT SLIP TO GET THE ENERGY TO USE THE TYRES. THAT’S THE PUZZLE.”
“When we have the throttle on full it doesn’t always mean the butterfly is all the way open but it’s up to my electronics guy to set all those levels,” admits Binder. “It’s super-complicated and I prefer not to know! I’ll come into the box and say: ‘I need more power here, less there and more wheelie control here…’ and so on. The same for the amount of engine braking. I never really look at what the bike is doing in detail. I just give my feedback on what I feel.” “A big key factor with electronics is to try and make it transparent for the rider,” Trevathan underlines.
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already gone! You get shocked by the quantity of full throttle. I remember in motocross we were working with Pit [Beirer]. We put some telemetry on the bike for the first time and we measured that he was doing 80% of the lap with the throttle closed. We were all shocked because the guy was wild as hell! We told him and he thought it was impossible. He went out and tried harder but got it down to 76%! It’s quite impressive how fast bikes are, especially the two-stroke. It’s not very often we hit engine limits with a MotoGP bikes. It’s all about the control.”
FEATURE “You try to let them control the bike with their hand but there are some riders who will say ‘on that part of the track I want to go fully open and I need the bike to do everything else for me’. It is something less that they have to think about. If they can find that sweet-spot then they can get the bike exactly how they want it. You get guys that veer from one extreme to the other. Normally you don’t find many in the middle.” The emergence of data and electronics engineers as a key part of a MotoGP rider’s pit crew has increased in the last ten years. These specialists are helping to slice laps into pieces to make a time attack even more precise. The output from the rider’s use of the throttle
is trimmed, enlarged and boosted according to their requirements through specific sectors. Like a hurdler calculating their steps and distancing, the KTM RC16 is made-to-measure. Trevathan: “You build the lap. You start with a base group of settings for things like traction control. The rider will come in and say: ‘it feels a bit flat from turns 4 to 5…’ or ‘I can’t control it out of turn 8’. A throttle is the rider’s way of steering the bike. Of making it swap, extend and all the little things that help it get around the track. It’s not just point-and-squirt. There are many other dynamics involved with the motorcycle but as an engineer you cannot be totally in control and let the electronics handle the rider’s role because then it becomes like a
A MotoGP bike needs to turn, grip and stop: all limiting factors on pure throttle performance and the input the rider gives. “In MotoGP you can get to the limit of the tyres quite easily,” says Trevathan. Also, all the teams use Brembo brake technology to the tune of millions of euros each year. The heaviest tracks for power and speed are the Red Bull Ring in Austria and the Chang International Circuit in Thailand. Motegi in Japan also. But the calendar can then swing to more compact and windy venues like Sachsenring and Valencia. The Kiwi talks of the ‘puzzle’ of MotoGP set-up but another factor involved is the psyche of the rider and their ability to dictate the direction of the bike’s modification. This is an underappreciated skill, especially for racers making the move from the relative limitations of Moto2 to the full electronic possibilities of a prototype. “Sometimes you don’t want to go too deep with them,” Trevathan admits. “You want them to tell us what they are feeling and then turn that into a technical answer, or you find the solutions that he needs to extract more performance from the bike. You can never replace the rider and I dislike engineers who believe they are more important than the rider. This is fundamentally incorrect. The rider is the boss of the bike, it’s not the other way around.” “LETTING THE BIKE DO THE WORK…” One of the most crucial phases of the race is the start. A MotoGP launch might look pretty
A MotoGP THROTTLE
PlayStation: the rider cannot bring anything on top and they are riding only to the capacity of the motorcycle. This is the puzzle. How much help does he really need? How much does he over-ride? If you keep going in one direction you might burn the tyre, or you just keep spinning or you lose performance. It’s all about putting these points together.”
FEATURE undramatic and even lethargic but just witness how much effort and energy is placed into the development of holeshot devices for both ends of the bike to see how manufacturers are now prioritising the importance of this zone. Holeshots and ride height manipulation are firmly in the technical ‘spotlight’ for the brands as a consequence of the incredibly close margins seen in qualification and where it’s increasingly more common to see all of the points-scoring positions separated by less than one second.
the time you have shifted gears then the front wheel has much less speed. When you put it down it has this ‘whooosh’ effect. It can be a big dodgy because it needs that tiny bit of time to come up to speed.” “ARM STRESS TO THE FINAL MOMENT…”
Brembo provide plenty of detailed information about how their systems are helping keep MotoGP bikes within the thin strips of bitumen. Many of the hardest braking points on the calendar will involve well over 1.5g of force When the lights go out riders are full throttle and a 5-6kg load on the front brake lever. Hard and are maximising all stuff for a 27-lap dash the capabilities of the at full pelt. Little surBINDER: “IN MotoGP THE software and contrapprise then that a hefty tions underneath them. percentage of the grid THROTTLE [SETTING] IS SO “With the start devices have undergone opIMPORTANT BECAUSE TOO now it feels like there erations for arm-pump is even less work to do relief, some like Fabio MUCH GAS MEANS YOU ARE with the bike because we Quartararo, only 21 GOING TO SPIN AND NOT have even more weight years old, more than shifted down and toonce. This phenomenon ENOUGH MEANS YOU ARE wards the wheels,” is familiar to many LOSING SPEED. Oliveira says. “We can motocross riders and have more power so fans and is strikingly IT’S DELICATE.” we don’t have to worry debilitating in road about wheelie control racing as well. Witness or rolling off, shifting Quartararo’s fade from weight or pushing the 1st to 13th place in just rear brake. So, it is getting easier and easier ten laps at the recent Gran Premio Red Bull de but it comes also with faster starts which España as an example. are dependent on these devices. If one is not working then your start is going to be much, “The biggest problem when you have armmuch worse than if you don’t have any. That’s pump isn’t opening the throttle but closing it; the way competition is nowadays.” the movement of rolling off and going to grab the front brake,” Binder winces. “I can’t feel “We use the launch control, which limits the the pressure I’m applying too well. That’s the RPM and we hold the throttle on full,” explains main thing that worries me. The switch to get Binder. “The bike can more or less handle on the front brake is too slow, too delayed. the rest and stops the wheelie from being too Then you’re not sure how hard you are pulling big. You still have to slip the clutch of course the brake. It’s a tricky one.” but more often than not you tend to roll off. Why? Even though the anti-wheelie helps, by
MXGP NETHERLANDS
A MotoGP THROTTLE
Oliveira, who says he doesn’t suffer from the affliction, agrees with the input for braking but thinks the possibilities open to the rider in MotoGP alleviate some of the stress. “Under braking arm-pump could be a bit more dangerous because you are not so much in control, but on throttle it is somehow a bit easier. Of course, it is not effective because you’ll lose time, but I think having arm-pump, say, in Moto2 and without all the controls is harder.”
FEATURE
Often a rider’s last interaction and contact with a motorcycle before a crash will be that final touch on the twist-grip. “There are moments when you know you had too much throttle too early, and - more often than not - it’s just that you had too much spin. Then, of course, you don’t have any drive. That’s one of the main things you notice in MotoGP: if you are on too hard and too early then you are not hooking up as you should. You know you can still highside but, oddly, the amount of power means you are a bit more chilled on the throttle,” says Binder. “Most of the time you know quite quickly what you did wrong like ‘I forced too much there’ or ‘I went a bit wider there’,” Oliveira says. “Sometimes you realise quite quickly and other times it takes a while.”
Former KTM rider Johann Zarco famously hit a new speed record with 362kmph at Qatar this year, set with a generous tailwind down the Losail straight. Binder set 349.5kmph in the same Free Practice 4 session. The numbers are both sensational and scary. For Trevathan there is little glee in sending MotoGP to such extremes. “For me the goal is not to set these land speed records,” he asserts. “360kmph! There’s a guy sitting on top of that and there are gravel traps and fences… Speeds like these mean we are asking that much more from the brake companies, the suspension and the tyres. We need something extraordinary because we have to stop these beasts. You won’t believe how much faster these bikes can go in a pack and a slipstream. It’s another 10K, but then
Unsurprisingly KTM’s target is versatility as much as speedy virility. “To give the guy on top of the bike the ultimate tools to believe he can go faster,” Trevathan says. “If he is fighting the bike then he doesn’t have time to think of the situation around him and make the right choices at the right time. The calmer and more in control you can make them, then the better. Part of my job is to make sure that the guy comes back in safe. We play God in the pitbox. The rider looks, sees and trusts that his bike is ready and he can go out there and push.” “Everyone says the Suzuki is the biggest hit, but why? The guys are able to fight with it,” he continues. “You can see that they can turn on a dime. OK, the Yamaha has fantastic cornering, and it has that because of the speed they carry but the Suzuki can do corners like a Yamaha and a Honda. It has that flexibility. You don’t just have to follow somebody. That flexibility is a beautiful thing and it’s a character that we create inside the motorcycle: you have the Ducati character and the Honda character, and it is bloody hard to change that. When we started the project, we said: ‘what type of bike do we want to build?’ and in the end it comes from us, our engineering and the components we choose. That character becomes something. Sometimes even a stereotype. The main priority is safety and creating a tool that the guys can fight with to make themselves, us and the company proud.”
A MotoGP THROTTLE
maybe the riders have not braked at that point before or the bike isn’t set up to deal with those extra forces. There might also be a lack of room at that speed and you get horrible consequences. We are on the limit so much; look at what happened to the Yamahas at Red Bull Ring last year. We don’t want to see that on TV and as engineers we have to remind ourselves that there’s a person trying to control the bike. I know the top speed is a fantastic headline but for us it’s not the way we want to go. I’ve got no interest in seeing those numbers.”
FEATURE
“NOTHING TO COMPARE IT TO…” Once you get a MotoGP bike on the move (Trevathan: “you’re talking 180kmph in a short first gear and 196-198 is a long one. There is so much power that it’s not difficult to stall these bikes.”) then there is naturally another world of exhilaration when a factory throttle is unwound. Binder, now just a year and a half into the MotoGP episode of his career, was frequently using words like ‘insane’ when he was asked for his impressions of MotoGP power during the first 2020 pre-season tests. After more than twenty races with the KTM RC16 and still in the throes of his education at the highest level, the South African is still in awe. “I don’t have anything I can compare it to,” he smiles. “When you fully open the throttle for the first time you think ‘how the hell am I going to do two laps in a row with this thing?’ then you kinda get used to it. It’s ridiculous.” Oliveira, two-and-a-half terms in MotoGP and KTM’s most experienced rider with the RC16 has some reference. “I tried a rally car once and the thrill was similar,” he recalls. “The WRC R5 category cars have around 310 horsepower but they are quite light. It [the sensation] is more about the frame and the way they brake and handle. For me it was quite exciting.” Outside of nineteen Grands Prix, two pre-season tests and several one-day IRTA sessions after a race, the adrenaline surge that MotoGP ‘muscle’ provides is a rich and frugally administered drug. It’s little shock that it can affect the day-to-day life of the willing addicts who continually return for more in spite of the pain and the mental anguish of pressure, expectation, employment and opportunity.
“It’s actually quite sad in a way because it’s ruined every other bike and car for me!” Binder grins again “It doesn’t matter what I drive or ride it just feels slow. It’s super-cool. That’s why MotoGP is the fastest of the fast.”
“Pol Espargaro was wild. In fact, you could watch him trackside to understand what he was doing with the throttle. His way of going fast was to turn the throttle to the stop and to keep giving him power. Then it was more of a maze to get everything out of the bike that we needed. Miguel is definitely more sensitive. It’s funny though because riders have their preferences and they will tell you “No, that’s not quite it” but if they have one more lap to-hand then they have already figured it out. They are using the setting how they want. For example, they will know they have to open the throttle at 60% instead of 40% to get what they need. At this level all the guys are like this: it is amazing. Quite often they will come in and say, ‘at first I felt this…but then after some laps it was…’ and you have to stop them and say ‘Wait! What was the first thing?!’ because that is the important one. They are that good at adaptation – some are better than others of course – and managing tyres and a race situation is key, but I also find that sometimes they get lost because they might be riding around issues in a way that doesn’t come naturally to them. They still want to get their speed, get their feeling, enter the turns so they find solutions. Compared to cars motorcycle racers can use their body more to make a difference and their hands are that key sensitive point. It’s the big puzzle of motorsport. That’s why the rider is the boss, and he can always do more than we can.”
A MotoGP THROTTLE
PAUL TREVATHAN ON HOW RIDERS ADAPT…
MotoGP
FOR MY NEXT TRICK
MotoGP - FRANCE Blogs by David Emmett, Neil Morrison & Adam Wheeler, Photos by CormacGP/Polarity Photo
MotoGP 1. Jack Miller, Ducati 2. Johann Zarco, Ducati 3. Fabio Quartararo, Yamaha
Moto2 1. Raul Fernandez, Kalex 2. Marco Bezzecchi, Kalex 3. Remy Gardner, Kalex
Moto3
1. Sergio Garcia, GASGAS 2. Filip Salac, Honda 3. Ricardo Rossi, KTM
MotoGP - FRANCE
MotoGP - FRANCE
MotoGP BLOG
IS APRILIA FOR REAL, AT LAST? It was a familiar sight. During the race at Le Mans, first Lorenzo Savadori pulled out of the race, his Aprilia RS-GP clearly blowing an engine, thick white smoke billowing out of the exhaust. Then, Aleix Espargaro’s bike lost power, the engine dying on him as he headed down the back straight to the Chemin aux Boeufs esses. Aprilia and technical DNFs have a long and sorry history in MotoGP. In recent years, Aprilias not finishing races was an all too common occurrence. In 2019, Aleix Espargaro failed to make the flag on five occasions, including two crashes and three technical problems, his retirement at Silverstone visibly an engine failure. In 2020, Espargaro had four DNFs, including another engine fault at Aragon 2. However there is reason to believe that Le Mans is not a sign of an impending collapse by Aprilia. Their previous problems stemmed from two causes. Prior to 2020, Aprilia were trying to squeeze too much
performance from a 75° V4 engine which had its roots in the RSV4 Superbike. That engine configuration wasn’t powerful or flexible enough to be competitive in MotoGP. Last year, Aprilia switched to a 90° V4 configuration, and a vastly improved machine. But the teething problems and design mistakes caused too many complications, and again, the RS-GP was not quite there. 2021 sees a new version, with redesigned combustion chambers and improved reliability. Evolution has ironed out the problems introduced by last year’s revolution, and the bike is now genuinely fast. How much better is the 2021 Aprilia? Aleix Espargaro, the only constant through the past few seasons, averaged 3 points a race in 2019 and 2020, and an average finishing position of thirteenth. In the first five races of 2021, he has averaged 7 points a race, an average finish of ninth. If we ignore the DNF at Le Mans, and only count the first four
races of 2021, Espargaro’s average is nearly 9 points a race, or the equivalent of seventh place. His 35 points from five races is just 7 points shy of his 2020 total of 42 points from fourteen races. If he had finished in the place he retired from at Le Mans, he would have added another 10 points for sixth, which would have taken him over it. All this points to one conclusion: Aprilia is in a very different place in 2021, and is on the verge of a breakthrough. Aleix Espargaro’s frustration is no longer with the glacial pace of progress with the machine, but with the same kind of issues that other riders complain of: tyres, the weather, arm pump. That, if anything, is the largest pointer to the significant progress Aprilia have made. The last major hurdle Aprilia have to clear is their rider choice. Since joining the factory in 2017, Espargaro has had a different teammate every year: Sam Lowes in 2017, then Scott Redding, Andrea Iannone,
BY DAVID EMMETT
Bradley Smith, and now Lorenzo Savadori. Of those, only Iannone was truly wanted by the factory, and he ruined it by getting banned for a doping offence at the end of 2019. So Espargaro has had to carry the Noale factory’s MotoGP project almost entirely alone from the beginning. That may be about to change. At the end of 2020, Aprilia struggled to find anyone to ride their bike. Andrea Dovizioso and Cal Crutchlow turned down the offer of a full-time ride for 2021, and even Moto2 riders could not be tempted. Joe Roberts was offered the seat, but elected to stay in Moto2 for another year, switching to the proven Italtrans team. Now, riders are starting to return Aprilia boss Massimo Rivola’s calls. After having turned down the prospect of a full-time ride in 2021, Dovizioso has agreed to a full year of testing for the Italian factory. The unspoken assumption is that this gig is a prelude to Dovizioso signing up to compete for Aprilia in 2022.
That would give Aprilia their first proven roster since Andrea Iannone signed on in 2019. And with Gresini becoming an independent team for 2022, the start of the new five-year contract period in MotoGP, there is a real chance that there will be four Aprilias on the grid next year, with the signs pointing to Gresini deciding to stick with what they know. That means an opportunity for rookies, and riders being moved out of other teams. With VR46 taking over both Esponsorama slots in 2022, that could force Enea Bastianini out of the team to make way for Marco Bezzecchi, who is a progeny of the VR46 Academy. If Bastianini goes to Gresini, he is likely to be joined by Fabio Di Giannantonio, who has a promise of a MotoGP seat with Gresini for 2022. And if Bastianini doesn’t move to Gresini, then Danilo Petrucci might find himself asking to change his mind on the seat he turned down in 2020. Or Joe Roberts might decide it is time to move up to MotoGP.
From having to beg riders to talk to them, to being able to pick and choose. It looks like Aprilia are for real this time.
MotoGP BLOG
CLEARING THE AIR With the season more than a quarter of the way through, it’s possible to draw a number of early conclusions on how each factory is placed. And if we had to pinpoint an early winner from 2021 so far, Ducati would most certainly be number one. The results have been there from the start: Ducati has put at least one bike on the podium at each race as well as having riders sitting second, third and fourth in the championship. Four riders have taken the Desmosedici GP21 to the rostrum so far, including one rookie. And it heads to its allimportant home race coming off back-to-back ‘1-2’ premier class finishes for the first time in its history.
Not bad for a set up forced to do its fair share of soul searching in 2020, a year in which there were only a few smiles in the factory garage despite picking up the Manufacturers crown in November. “I think it’s the best Ducati so far, for sure,” said Miller after his Le Mans triumph. “I think they’re finally getting the fruits of their labour. They’ve been working their butts off for a lot of years now to get this thing to where it is, and it shows.” Those sentiments are a far cry from a year ago when the internal tension was never too far from view. A tell-all documentary made by Red Bull laid bare the doubts placed at Andrea Dovizioso’s door during his late tenure there. In truth relations between the 15-time MotoGP race winner and the top echelons of Ducati’s engineer core were broken beyond repair after his outburst at the 2019 German Grand Prix. A protracted contract negotiation soured the mood further, and his decision to depart led many to state Ducati lost its one guarantee for race wins.
But since then, there has been a change in approach. Recruitment was sharp in the summer of last year. Its six riders have an average age of 24, down on four years compared to 2020. In Jorge Martin, Enea Bastianini and Luca Marini it has three rookies that, under the right stewardship, could blossom into riders of the highest level. And while viewed as risky at the time, its placing of its other representatives – Bagnaia, Johann Zarco and Miller – has also been expertly managed. All three can be considered realistic title contenders. In the hands of Dovizioso and Danilo Petrucci, last year’s factory line up never got fully comfortable with Michelin’s revised rear slick construction. This year that hasn’t been a problem. With only slight modifications, the 2021 package has been strong everywhere, in all conditions, be it the heat of Jerez, or the gloom of Le Mans. Yes, Fabio Quartararo’s armpump issues have given each of Ducati’s challengers a way back in, but of the 15 podium
places available at this year’s five rounds, a GP21 has taken nine of them. And there should be more to come. “The bike is ready,” Zarco said in the wake of his home GP. “The team is ready. Me, I would say that I can be ready. Just need to control (the bike) more and more. All Ducati, we’ve got a perfect mood for the mechanics, for the riders. I think this will bring us strong for the next races.” What’s more, there seems to be an acceptance among its stable that the bike’s strong points must be maximised, rather than focussing on its negatives. As great a rider as Dovizioso was, he was weighed down by his dogmatism in his latter days in red. A perfectionist, such as he is, has its obvious benefits. But he should have known better than anyone that Ducati Corse General Manager Gigi Dall’Igna’s philosophy wasn’t going to change. Ultimately there was too much fretting at his end over the bike’s failure to turn as well as its rivals.
As Sporting Director Paolo Ciabatti told me last November, “Both parties felt at some times their value was not recognised by the other party. The Ducati engineers said, ‘Hey, our bike is so fast, so good that you should say sometimes, ‘Wow, what a good bike. Don’t always say it doesn’t turn. We know it doesn’t turn like the others. But it brakes better, is faster and so on.’ On the other side Andrea was thinking, ‘I did something exceptional and you still think someone else could have done better. “(If) a result is not coming, you tend to react in a way that might hurt the other side’s ego and pride. This is the kind of communication problem, that came out. Sometimes we were very happy together. And others, when we were doing well, you could feel that something in the air was not really that positive.” Miller, by contrast, has always been accepting the mechanical limitations under him. Not just that; he maintains his bike isn’t as bad in that department as is often reported.
BY NEIL MORRISON
MotoGP BLOG
“If you look at any manufacturer, they’ve all got weak points.” he told me in March. “The only thing worth focussing on is what I can control. We’ve got fantastic acceleration, speed. The braking is unreal. It is a bit harder when you’re in a dogfight and ducking and diving. But when you can run your normal lines, I think it’s pretty damn good.” Ducati hasn’t exactly had a stellar record at managing some of its prized talents over the past 19 years. But the manner in which Miller was backed during the dark times he endured during March and April was commendable. And now the results are showing. He was the first to acknowledge the management’s support after the success in Jerez. “To Claudio (Domenicali – CEO), Gigi, Paolo and Davide (Tardozzi), they’ve had my back the whole time, these last couple weeks especially. I can’t thank them enough.” A contract extension that keeps him in the Factory team for 2022 is just reward for his early endeavours.
With the news of Miller’s extension coming this week, Mugello couldn’t come at a better time. Going off recent history at the Tuscan venue, there is no reason to think this early run will come to an end anytime soon. Ducati not only appears a happy place once more; it has the riders at its disposal to be frontrunners for years to come – not a bad turnaround from its predicament a year ago.
PRODUCTS
HONDA RC30 A little exclusive this one but forgive the indulgence as Honda’s RC30 was something of a dream roadbike as a kid and the restoration of this classic and iconic superbike is now a lucrative and rare occupation. The Japanese giant’s ‘RC30 Forever’ scheme was launched in 2020 and the Honda dealer network in Europe will now be able to order 150 genuine parts for the bike rolled out in 1987 and owned the first two WorldSBK titles. The parts catalogue will be filled thanks to new moulds and the whole initiative begun after close contact between Honda and well-established owners clubs in Japan and Europe.
The 748cc 90 degree V4 was initially made with only a 5000 unit production run for SBK homologation. RC30s that crop-up in classifieds cost tens of thousands of pounds and with spares at an absolute premium. Sprinkled with carbon, Kevlar and magnesium it was – and still is – Honda’s best eye-widening design. Fred Merkel used its virtues to be Superbike #1 in 1988 and ‘89. If only HRC’s current ‘Blade could have the same impact. Barely containing our envy, we feel obliged to inform RC30 owners that locating a Honda dealer from May onwards should allow swift access to the RC30 Forever parts listing for the unforgettable VFR750R.
www.honda.eu
MotoGP SBK BLOG BLOG
TITULAR TITULAR THE (ANTI)SOCIAL NETWORK? Maverick Viñales’ move to erase a 360,000+ audience on Twitter came from a decision based on the claim that it was “an app that I wasn’t using too much” but also in the wake of a disappointing Grand Prix in Portugal, a brush with fake news and dalliance with some of the ugly aspects of being a public figure in the social media era… The influence and importance of social media channels varies depending on age, generation and outlook: for some it’s an unnecessary waste of energy, for others it conditions a daily existence. Viñales’ closure of his Twitter channel means little for the racing and perhaps even the performance of the Monster Energy Yamaha man himself – more on that later – but some perspective is required. Commercially speaking the 26-year-old had the potential to reach more viewers with one post than the best attended MotoGP race in 2019 (220,000 fans at Buriram in Thailand), and there is little doubt that a large digital footprint is a
commodity in this day-andage and since Twitter was created in 2006 and then Instagram four years later. “The first thing when you’re dealing with sponsors or anything like that is [they are] looking at your audience, you know, Twitter and how many followers you have, and so and so,” said Jack Miller on Thursday at Jerez. “I mean, people would pay a lot of money [for that].” Joan Mir claimed the 2020 MotoGP title in just his second season in the class. His profile has never been more exposed, but the 23-year-old Majorcan is a reluctant participant, talking intermittently with a 445,000 audience on Instagram and
30,000 on Twitter. “In my case, inside, I know it’s really important. This is part of my job, part of our sport. Without the people we couldn’t - we wouldn’t - be here. I would be riding in a karting [track] to have fun and that’s it.” Mir subtly wears a #1 on his bike but his online ‘worth’ trails the two biggest names in the sport by quite some margin. Valentino Rossi can engage with 5.5 million followers with each tweet, more than 10 million with an Instagram post and over 13 million on Facebook. In comparison the official MotoGP stream is roughly at the same level, with Twitter spraying to 2.8 million fans.
BY ADAM WHEELER Rossi’s content is highly curated, non-personal, nonengaging and with little diversity – something of a contrast to the character, humour and individuality he showed earlier in his career and enamoured an army - but it demonstrates the power of a name, acronym and brand. Marc Marquez is more active and more invested in his social media output and touches half the audience that Rossi retains in each of the three channels, but the HRC athlete admits the furore over his controversial title-spat with Rossi in 2015 curtailed both his attention and enthusiasm for the various media. “Social media is the present and the future and it can be very positive and negative,” he intoned at Jerez. “The positive is that you can be closer to your fans but, depending on the personality, it can be very negative.
What I hate about social media is the fake accounts and all these things. To create an account you should have to put your passport and your real name. It should be like this, but it’s not, and for this I don’t read social media. You can lose a lot of time in your day checking everything. Sometimes I do. When I have some important comments I have a guy that let’s me know to check photos and comment. Honestly speaking since 2015 I move [removed] it from my life. I mean, I take care when I am home…but I don’t spend a lot of time [on it].” Publication is a personal form of propaganda. Riders have used networks to state their cases or support a cause but in a media-saturated, smartphone, YouTube age where the demands of television already swallow so much of an athlete’s promotion time, it’s an extra obligation that carries little interest, even if
the potential consequences could be lucrative. “For sure if you have a bigger following then you might have more opportunities from people that want you to represent their brand or whatever that might be,” Brad Binder said when we asked him specifically for his views on the subject. The South African, like his Red Bull KTM teammate Miguel Oliveira, is one of the few in MotoGP with a privileged position: the sole athlete from his country and therefore the sole focus for a nation curious about the sport and his plight. Binder is aware but nonchalant about the potential of social media. “I think it works both ways: it’s great to be really active and get more exposure for you and the team but, well, I look at it like I’m a motorcycle racer, a bike racer, a MotoGP racer and if I’m slow on track then it
means nothing if I have a million followers. Let the results talk.”
base around them because people feel like they are in their lives. It’s just a choice.”
Oliveira is a little more engaged, and the Portuguese fans are known for their fiery loyalty, but his view can partially be summed up by the comment “I would say it is mandatory”.
Showing more, invites more. Miller might label social media as “a necessary evil” but he also admitted to distancing himself from Twitter and a 105,000 catchment after he posted results of 9th, 9th and a DNF in the first three rounds of 2021. He was already feeling the pressure before his Jerez breakthrough followed by another victorious run in Le Mans to move up from nomans land in the championship standings to 4th. Miller remarked that reading or seeing the online judgement over his first races as a factory Ducati Corse racer was not conducive to a positive mindset.
“It’s not impossible to promote yourself without social media,” he adds. “We see many big actors without it but then again they have the biggest stage in the world, which is television. I guess for us we need social media to give a wider exposure for partners and sponsors.” “I think it is about how you want to position yourself. I try to be a bit more mysterious and try not to ‘give away’ a lot because I guess that makes people more curious about me. I’m not really ‘into’ giving away much about my personal life on social media but I understand many guys and personalities do it and they have quite a big fan
“It’s just bulls**t people can be so negative,” he said after winning in Spain and the need to ignore the online flak. “You are here just trying to do your best. At the end of the day, we’re all human, and mistakes
happen, things happen. F**k, it doesn’t mean you have to rip on us. The biggest thing I get angry about is a lot of people wouldn’t say this to my face. If they would, it would be a lot of fun. I put people in control of my social media. They run it. It has to be authentic and say exactly what I’m thinking. But at the end of the day, I don’t want to waste my energy and my time looking at this s**t. But I understand it’s a necessary evil. There are a lot of people in the world when there aren’t a lot of things happening, they’re there sitting, looking at their phone, waiting for the next thing. It doesn’t bother me one bit. I just turn it off, and that’s it.” Some of this dynamic must have influenced Viñales’ thinking, certainly to the point where one of the bigger Twitter followings in MotoGP could be switch off in the blink of any eye. “To improve in life you have to accept criticism,” says Aprilia’s Aleix Espargaro, one of the more proactive social media
users and not shy of voicing his opinion. “The problem is twitter is one of worst social media places where you can see a lot of hate. You don’t have to deal with this.” “It’s a great shame when some people just want to release some hatred and they pick a big guy, a big image like Maverick,” said fellow Yamaha rider Franco Morbidelli, one of the more ‘zen’ racers in MotoGP. “They just throw their frustration without caring about the way they deliver the message. It’s a bad thing to see usually. It’s a usual thing now.” The tribal nature of sport means that the boos or cheers that accompany riders at the circuits can easily move online, and this has become even more pronounced since the pandemic closed many public events in the last fourteen months. Social media has become a more beneficial way for riders to feed the tiger by putting their
arm further through the cage, but the bite has become more frequent and harder as a result. Some athletes prefer to maintain their accounts but employ a third party to make the updates. You have to question how much this defeats the point of the exercise and who would want to follow or interact with a channel that lacks sincerity?
SPORT RULES: CRISTIANO RONALDO IS THE BIGGEST PRESENCE ON INSTAGRAM WITH 289 MILLION FOLLOWERS (APART FROM THE CHANNEL’S OWN ACCOUNT)... The concept of social media might be best summed up by Instagram’s filter options; it’s mostly a very polished and one-dimensional outlook that the user wants to convey. “We tend to want to only show the good stuff, not the bad stuff,” Oliveira says. “The way some guys communicate might be quite superficial and makes everything look OK and they
are living a wonderful life when the reality is that in the background none of that is happening.” There is a sense that the hazards of social media, cyberbullying and harassment are further forward in general social consciousness and companies like Twitter are coming increasingly under pressure to tackle online abuse. Eyes have to widen both in terms of what the audience can see and how they interact, and what the user has to deal with. Or maybe there is way social media can be used differently or creatively that will eventually serve all parties better? The rise of Apps like Telegram and websites like Levellr means that sportsmen or public figures are prepared to cut big numbers in favour of direct connections with real fans and followers. Perhaps truth will be the ultimate winner.
LAUNCHER AMA PRO MOTOCROSS CHAMPIONSHIP RND 1 OF 12
FOX RACEWAY, PALA, CA, MAY 29th
Photo by Align Media
SX BLOG
HEAT IS ON...
CREATED THANKS TO
The great outdoors is here! Yeah, the supercross season was great, although a bit weird at times with the COVID-induced restrictions and schedule, but the 2021 Lucas Oil Pro Motocross Championship is back to its normal schedule. We should have fans at all 12 rounds as we try to get back to some semblance of normality here. As far as me, well, it’s the same every year. My 25th as either a mechanic or media guy, I enjoy SX a lot but by the end of the series I’m ready to see the riders grab fourth gear, blow up berms in true survival of the fittest type of stuff. By the end of the nationals, I’ll be ready for the coolness of the stadiums once again. So, yeah I’m stoked to get these nationals going. Also, with the schedule pushed back so late, we’ll have only two weeks off after the last national which
should, theoretically, make it easier for Team USA to get its best racers to the MXDN but we’ll see about that. Methinks the green guys will once again decline the invite but you never know. When it comes to the 450MX championship, I think it boils down to one question: what version of ‘Eli Tomac’ shows up this summer? The Monster Energy Kawasaki rider was a bit ‘off’ last summer to try and get his fourth 450MX title in a row but that was understandable. A couple of early season DNF’s at the mud race in Loretta’s and the hangover from winning his first 450SX title and the whole ‘COVID’ thing made me give him a mulligan for his performances that saw him be up front a bunch but lack any of his dominant rides. His 2021 450SX series was good but not anywhere near
where he needed to be to win the title and of course, we know he’s departing Kawi at the end of the year to head to Monster Star Yamaha. So, if you think that he’s a better MX rider than SX and he’ll want to go out on top, then he’s the favorite. If you think that ‘it’s been two series in a row where he hasn’t been in position to win so what’s going to change now?’ then he’s just in the mix with some other riders. Rockstar Husqvarna’s Zach Osborne won a popular title last summer and will walk to the first moto of the year with the red #1 plate but I’m not sure if he’ll be on top of his game or not. Osborne’s dealing with a back injury that’s got him missing the last half of SX, requires a lot of daily maintenance and might not be as sharp as he would like to be.
BY ADAM WHEELER
BY STEVE MATTHES Red Bull KTM’s Cooper Webb needs one more title to complete the ‘quad’ of USA championships and it’s 450MX. Coming off his second 450SX win, he won’t have the hangover effect of the first one, he’ll want to add to his legacy in the sport and he’ll be right in the mix for podiums and wins. Ask Honda’s Ken Roczen whether he’s a better indoor or outdoor rider and he’ll tell you again and again that he’s better in motocross. Well, Kenny’s got a chance at getting his third 450MX title to tie Eli Tomac if he can get through this summer without an issues health-wise. Tomac’s teammate Adam Cianciarulo, like Osborne, disappeared mid-SX with an injury but he was runner-up to Osborne last summer and we know he’ll show a ton of speed and has already won an outdoor title so he understands it. Before his late SX run, I would’ve said that Red Bull KTM’s Marvin Musquin
didn’t have a shot. He was making a lot of uncharacteristic mistakes, his starts seemed to be hit or miss and he wasn’t the same guy. But the switch flipped for Marv late in SX and it’s been a year since his ACL was replaced, he should be fully on his game now. I think the crown goes to someone in that Tomac, Osborne, Webb, Roczen, Cianciarulo and Musquin group and if you’re like me and think that Tomac isn’t the same guy anymore as his three titles in a row self, then really it’s a toss-up as to who gets this. I wouldn’t put any of the aforementioned as the favorite. I can see many reasons why they would and wouldn’t win this title. Those five guys will be right there all 25 motos long, barring injury of course. If you’re looking for a couple of sleepers then I’ve got them for you in Honda’s
Chase Sexton and Yamaha’s Dylan Ferrandis. Dylan’s your 2020 250MX champion and has shown some great speed this SX series but he’s got to cut down on his mistakes. Ferrandis seems to ride great when he’s way back but when he gets a start, he makes mistakes and can’t seem to be perfect like he needs to be. Sexton doesn’t have the pedigree outdoors like the other riders I’ve listed but he won the final 450MX national last year. He’s got the speed as we’ve seen with all his pole positions last year…and the ones coming this summer. Both of these riders can be in the mix for sure. Gas-Gas rider Justin Barcia, Yamaha’s Aaron Plessinger and Christian Craig along with Husky’s Jason Anderson are all capable of winning motos and I know we always say this but it’s a deep field in 450MX. Should be a great summer of battles.
In the 250MX class, it’s Star Yamaha’s Jeremy Martin’s title to lose if he was 100% healthy but there are rumors of J-Mart’s shoulder injury in SX still bugging him along with a wrist injury that’s nagging. These things could hold him back from doing what did last summer which was work every rider not named Dylan Ferrandis almost every moto. Martin’s a two-time 250MX champion and back on the best bike in the class, if he can fight through these ailments, he’ll take home a third. If he’s not able to, his teammate Justin Cooper should be right in the mix as will Pro Circuit’s Austin Forkner who can’t seem to stay healthy but if he can, will certainly win motos and races. It’s really in Forkner’s hands as to how he does. The speeds there, he just has to stay fit. Cooper is the anti-Forkner in that he doesn’t get hurt. He doesn’t
have balls-out speed but he’s consistent and almost as fast as Forkner which is enough to get the job done. The two Honda Australian brothers, Hunter and Jett Lawrence, are right there with Cooper and Forkner in my opinion as ripe candidates. The Jett was fourth overall last summer and will just be better. When we last saw a healthy Hunter Lawrence, he was winning motos and figuring out the USA national system. After a surprisingly strong SX series, you have to figure Hunter will be better than he was two years ago right? I see many podiums this summer with both Lawrence brothers on it, there’s no doubt about it. Yamaha’s Colt Nichols will be tough after finally breaking through and capturing his first 250 title of his career. Nichols outdoor speed is definitely not lacking but injuries have held him back
from showing us many times. Jeremy’s older brother Alex Martin is a privateer runner but he’s a veteran back on a Yamaha and could be a podium threat here and there. PC Kawi’s Cameron McAdoo will take a step up from his 5-10th placings in past summers and be inside the top five more often and maybe even on the podium. Husky’s RJ Hampshire won a race last year but he’s just got to stay away from injuries which seems to be hard for him to do. Twelve races, twenty-four motos, high temperatures and no cutting corners: winning a national title really means you’re a bad dude. Can’t wait to get it started!
MOTOCROSS Photo by Simon Cudby
COOPER + NICHOLS: 250 DOMINATION.
In 1991, ProTaper introduced an industry first: the oversized, unbraced handlebar. In 2021, teammates Justin Cooper and Colt Nichols used the latest evolution of that proven concept en route to their first 250 Supercross championships. Now with 38 titles behind them, ProTaper Evo Handlebars continue to offer unmatched comfort, strength, and craftsmanship, setting the benchmark for all others to follow. We didn’t just raise the bar, we revolutionized it.
@ P R O T A P E R
P R O T A P E R . C O M
HANDLEBARS > EVO
Photos: Octopi Media
MONSTER ENERGY STAR RACING YAMAHA
JUSTIN COOPER / COLT NICHOLS
SX BLOG
MOTOCROSS’ PLACE... The Lucas Oil Pro Motocross Championship is a lot like the great American road trip vacation. From late May to early September, a caravan of rigs travels across the country, with miles logged during the week and stops at landmark locations on the weekends. National holidays like Memorial Day, the Fourth of July, and Labor Day are complete with cookouts in the paddock while enthusiastic fans take in the action and alcoholic drinks on the hillsides. All of this occurs mere feet away from racers who are being challenged either by each other or conditions of the tracks during every moment of the twenty-four motos, and only the top finishers get rewarded with points. There really is no better way to find out what the US has to offer or who the best MX racers on this side of the Atlantic are than to follow the twelve-week tour.
A delayed and abbreviated rush from August through October was necessary for 2020, but with the US almost totally reopened now, we’ll be able to return to iconic tracks like Unadilla, Washougal, and RedBud on their regular dates and with fans allowed to attend. I’ll be the first to admit that I didn’t appreciate the spirit that spectators bring to a race until they were gone, so it will be great to see people lining the fences on the weekends. How many get to enter circuits and what they’ll be allowed to do is still uncertain, especially in regions with some restrictions in place, but it’ll be one step closer to normal than we’ve been in some time. I’m almost excited at the thought of hearing the RedBud chant. Almost.
Last year’s shortened series forced MX Sports Pro Racing and their partners to step out of their routine and try new things. The health crisis and resulting actions impacted everything in the world, including motocross, and the nine-round series will be remembered for close racing and the worry that it could be paused at any moment by the pandemic. Events in the country’s far corners like Washougal and Unadilla were deemed impossible due to limitations in their respective states, and for the first time in decades, they were dropped from the program. The removal of two cross-country trips in the middle of the season reduced the overall mileage teams had to travel, which was a welcome relief considering the situation, but everyone knew that the Northeast and Northwest
CREATED THANKS TO BY ADAM WHEELER
BY MIKE ANTONOVICH would return as soon as it seemed possible. The early autumn motos were another change that many of us had hoped would stick around. RedBud and Spring Creek were particularly memorable, thanks to mild weather that demanded different track prep (cool temperatures necessitated less water on the course, which made for drier and faster lanes), less of a toll on the riders, and the chance to see the trees of Michigan and Minnesota change colors. These races will be back to their usual July slots on the calendar, but last year’s late dates proved that people’s interest in MX isn’t limited to just the hottest days of summer. What a rider-mechanicindustry worker feels about the outdoor Nationals depends on how well they are performing at a particular moment.
When things are going great, they praise the series as the soul of the sport and say that it’s a proper test of man and machine. When things are going okay, they start to mention things like the strain of traveling and racing for weeks on end. When things are going terribly, they will immediately point out the flaws, from the purse money to the process of securing passes to the officiating organization, and say that the end of the entire series is imminent. MX Sports Pro Racing has heard it all, good and bad. The group has managed the tour for a considerable time now, with various sponsors and partners along the way, and they’ve figured out what it takes to keep the show on the road. Their rigs are on the road longer than anyone else in the series, and their workforce is responsible for everything from banner placement to race
day timetables. Amenities like a timing and scoring feed to the mechanic’s area, stable internet service, and live broadcast coverage are tough to sort out in rural places, but we’re able to see the latest lap times and share the information with the masses every week, no matter where we are in the country. It’s no secret that the series has lost a bit of its luster over the years, but it’s still going strong. Jeremy McGrath’s Supercross-only program proved that it’s possible to make a career racing just one series, and though everyone has thought about spending Saturdays on the lake instead of the starting line, only a few have managed to follow his lead. NBC’s role as partner puts the sport alongside mainstream sports on multiple platforms but comes with the broadcaster’s ability to have
SX BLOG
the final say over all of the footage shot on-site, which is the new criticism by social media savvy privateers and their followers. Teams and riders will admit that getting through twenty-four motos is a costly endeavor in terms of logistics and parts, a point some feel is made worse by the buy-in for preferred status in the pits and the money payout, yet they all return for the opening round. There’s no way it’d be possible to run SX and MX championships in the US if not for the mutual agreements that the AMA, FIM, Feld Entertainment, MX Sports Pro Racing, and the teams all share. The groups control different aspects of the sport and work together as much as possible (the last five years have been a particularly positive era in shared communication and respect), but that’s not to
say that it’s a perfect relationship. Feld Entertainment has expressed interest in holding more Supercross races throughout the year, MX Sports Pro Racing is steadfast in saying the summer months belong to the Lucas Oil Pro Motocross Championship, and OEMs have made it clear that they will always follow the series they believe to be most lucrative. If one group decides to make a move, all will have to react. Hopefully, that sort of thing won’t happen anytime soon, as the ecosystem of pro MX is still adjusting to what happened over the last fifteen months, and any sudden changes from the norm could shock the system.
PRODUCTS
PROTAPER In the last issue of the magazine David Emmett blogged on the growing influence (importance?) of MotoGP holeshot devices. The technology uses the same technical principles as kit found in motocross for almost two decades. ProTaper’s self-engaged launch assist (SELA) is a handy system closely developed only two years ago with leading teams in AMA competition, such as the Rockskar Energy Husqvarna squad. Costing 160 dollars the SELA has a screwbased modular design for full size dirt-bikes, which means that riders won’t need any assistance to compress the front suspension for starts. It can also be installed without having to remove the front wheel or the forks. The ProTaper website has a range of model and year choices for Husqvarna, Honda, Yamaha, KTM, Suzuki and Kawasaki in order to find installation instructions for a particular bike. The SELA page has a concise video guide as well to maximise the patent-pending invention.
www.protaper.com
PRODUCTS
TROY LEE DESIGNS TLD created quite a stir at the closing round of 2021 Supercross in Salt Lake City with the latest entry into their ‘One & Done’ collection of limited-edition riding apparel. The ‘Brushed’ graces Troy Lee Designs GP line of gear as well as the ‘Corsa’ SE Poly helmet, available for both adults and kids. The title of the livery couldn’t be more literal with a fetching paint-brush motif and, as ever, TLD somehow seem to make an incredibly simple idea look damn cool and instantly desirable.
GP is made from TLD’s Dura Knit and had wicking and quick dry finishes. It’s the brands entry-level product and is made with light weight and comfort in mind. Expect a full set of GP (shirt, pants, gloves) to cost around 190 dollars.
www.troyleedesigns.com
FEATURE
KI ND ON EO FA
FOR ISSUE #211 THERE WAS ONLY ONE MOTOCROSSER THAT FIT THE INTERVIEW ‘BILL’. SO, WE SPENT A DIZZYING HOUR TALKING TO FORMER MX2 AND MXGP/ MX1 GRAND PRIX WINNER BILLY MACKENZIE ABOUT A ZANY CAREER DURING THE ‘00S. By Adam Wheeler, Photos by Ray Archer & Andy Ferguson
FEATURE
“I
’m bringing Scottish Jesus back mate, I don’t see any other option”. Billy Mackenzie is looking unkempt. The 37-year-old is on a mid-morning WhatsApp call from his home in Edinburgh and insists he hasn’t just rolled out of bed. It wouldn’t be a surprise for a racer that always seemed to pull at the leash of what was conventional during his Grand Prix stint through the majority of the noughties and a spell that saw him steer factory Kawasaki/ Yamaha/Honda machinery.
One of a golden generation of Brits posting strong world championship results during that decade, Mackenzie was the UK’s first ever winner of a premier class Grand Prix when he ruled the 2007 Japanese round at Sugo. At the time he was only the third rider to have claimed MX2 and MX1 (now MXGP) victories after Ben Townley and David Philippaerts.
From temper tantrums, model girlfriends, naked advertising campaigns, helmet liveries of female rock stars, adoration from British fans, outrageous speed, inexplicable inconsistency and some awkward injuries, Mackenzie was a lively personality in the Grand Prix and British Championship gates. During his career he was also a sensitive soul, creative with artwork and designs (seen since in his bike restoration projects) and seemingly searching for
You have to love/admire Mackenzie for his Japanese Grand Prix sorcery alone, and the stories that revolved
around his hattrick of wins from 2005 to 2007 at Sugo (’05 and 06 in MX2 before his sole success on the 450 in the final edition). From haunting the 24-hour McDonalds in Sendai in the early hours due to jetlag, to nonchalantly lying down in the start gate, from his peerless speed around one of the best tracks in the championship. He asked me to download Scottish national anthem ‘Flower of Scotland’ to be played in the podium ceremony after the winning the first moto in 2007. It was a brazen show of confidence, and the aghast faces of thenYouthstream race staff as the music drifted on for several minutes instead of the 20-second blast of God Save the Queen was a giggle.
“THE JAPANESE GRAND PRIX BETWEEN 2005-2007: IT’S THIS BIZARRE EPISODE THAT SUMS UP MACKENZIE’S CHARACTER BEST: CONTRADICTORY, ECCENTRIC, INDIVIDUAL AND BRILLIANT.”
It’s this bizarre episode that sums up this character best: contradictory, eccentric, individualistic and brilliant. On his best days he was an inspirational underdog, on his worst he was brattish and frustratingly out of the game. Liked or dismissed, he was
constantly judged and hard to ignore. But after all the races, the smashes, the stomach illnesses and the second phase of his life with a more bohemian existence in the southern hemisphere, how much does he remember? Looking only marginally older than in his Grand Prix pomp, Billy’s in a chatty mood… Firstly, what are you up to now? Nothing really! I’m enjoying a semi-retired riders’ life. I like working on bikes and the Veterans Des Nations triggered a good feeling. Going back in time. I wanted to thank a few old fans of my racing days that motivated me to turn some laps because I didn’t really know I would fit into ‘motocross’ after I’d retired. There only seems to be the coaching avenue. I like riding though, still, and keeping fit. I’ve learned a lot about the mechanical side of things and it’s all kinda built me up to this moment where I feel like I ready to get back to the side of a track and support a few riders. I have a young kid called John Adamson here in Scotland who asked for my help, and he takes everything onboard so quickly. Coaching, funnily enough, could be the next path. You were a GP rider for almost ten years. Were you able to be smart with some
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his group and support network. His rebellious streak didn’t quite hide a loner’s determination to succeed and to work. Nevertheless, he appeared lost and somewhat eager to regain the adventures of a sacrificed youth by the end of 2009 and gave up Grand Prix to head to Australia and race for five years in the national series.
FEATURE investments and not have to worry about a day-to-day job? I’ve done enough to get-by and be comfortable. This is OTOR #211. You came to be heavily identified with that number so how did it come about? I was always #2. And if I wasn’t #2 then I was #12 coming through the schoolboys and the 125s. When I got to Steve Dixon’s team someone stole the #2 and I remember being really pissed off but the #12 was a nice fit, looked cool and I had a dominant season. I won a lot and started looking towards the GPs. I’m pretty sure I lost track of the ‘1’ and ‘2’s in the GPs, there was a 74 and a 56. Dixon told me that I had to choose a three-digit number for the next season because I didn’t have enough points. It was like I’d been knocked down to #211 or I was some kind of underdog. Dixon’s design looked great on the bike, he pitched it to me and since then it’s followed me everywhere. It seems to crop-up almost every day in some way. When was the first year you started running it? 04? Yeah, I think it was. I was in the team with Jones [Mark Jones] and Higgsy [Jason Higgs] and I broke my foot at Teutschenthal. I did a couple of races on the 250F but I was always crashing. I think I had #56 then. No idea, mate. I can’t remember! Sum-up your career: British Championships, first Brit to win a Grand Prix in the premier class and then a left-turn to Australia when you were near your peak… Erm, I’m happy with what I did. I don’t think I ever really dreamt of becoming
era, performing magic on the race-track millimetres away from destruction. Maybe it’s the same for some others: you look back to how you were and what you did and that thought of being at the pinnacle of the sport on any particular day with all that energy. It’s gladiator-warrior kinda s**t! I look at it from a different kind of perspective, instead of just viewing results. I was happy with my performances when everything was clicking and to be part of a sport and a movement. I really appreciate it all and I’m proud of it.
Steve Dixon took a chance on you and supported you – even through some fiery and controversial moments – but how would it be trying to come through to the top of MXGP now? I think anyone who turns-up with the right desire will make it in any circumstances. As a kid I was driven, and I had a focus and goal. Nobody could tell me anything otherwise. I believed in what I wanted and I was prepared to work for it. There are opportunities out there. The bikes and machinery are so good at the
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world champion. It wasn’t ever a ‘real’ thing. I just enjoyed racing and being at the track every weekend. It was a lifestyle almost. I’m happy I can pin these races up where I was able to excel beyond the rest and have my moments. On that day I was the best in the world. I even appreciate the tough slogs at the races; those days in the sand. I’m so happy to have had a dedicated lifestyle for that long and with the memories attached to it. I’ll forever have those in the bank and I know I was part of an elite
FEATURE
BILLY MACKENZIE “THE BRITISH CHAMPIONSHIP WAS A BIT MAD BECAUSE EVERYONE SEEMED TO HAVE THEIR OWN LITTLE TRIBES! I ALWAYS FELL INTO BEING THE BAD GUY AND I QUITE LIKED IT, THE REACTIONS AND THE ATTENTION. I GUESS I WAS A BIT WILD!”
FEATURE
“MOTOCROSS IS A HARD SLOG MATE. YOUR LIFE IS FAST-PACED. DOING A SPORT THAT IS DANGEROUS YOU HAVE TO CHECK YOURSELF NOW AND AGAIN. I SEE PEOPLE LIKE TANEL LEOK; MAN, GUYS LIKE HIM ARE WARRIORS! I’D HAD ENOUGH WAR WOUNDS. WE’RE ALL F**KING PSYCHOS.”
moment. I don’t have the exact answer for you but I feel that in the right environment and with the right support anyone can excel. They just have to have the hunger. I see that with John Adamson. There are little teams and as long as you have the kind of energy that we enjoyed at Dixon’s - with a solid bike and a rider that wants to win and is doing everything he can to make it happen – then it makes me feel that purebred racers will always come through.
Bikes, speed, performance has all marched on. You were in the early days of the powerful 450s but if you were a kid and had to jump on a 250 now to try and make it do you think it might be a bit intimidating? Yeah, the bikes are flashylooking things these days. They are desirable. If you are young and getting put in the spotlight with media coverage, social media response, banners and people around you then it can be a lot. But it seems that young people and promising
athletes are being brought up in this way now. All the chaos that often folds out in front of them doesn’t seem to faze them. Now the machinery and the speeds mean the kids have to be strong and they need fast
You won your first Grand Prix moto in 2005. What was the key in making that progression from a promising kid to a GP race winner? A mental change? A health issue? Different attitude? Good points, but it was mostly health and machinery. In 2004 I was on the road too much and was pushing too much to ‘make it happen’.
much power that I got my riding back on course. I didn’t have to rely on squeezing every last thing out of the 250 because I was quite bulky at this point. I was doing well at the British against some big names and then tried some GPs on the 450 and did quite well. It started from there into ’05. To stop making the same mistakes you have to be healthy, fit and with a comfortable bike set-up you know is fast enough. In 2005 we tested Andrew McFarlane’s Rinaldi-engined bike and there was something special about it; much faster than the bikes I was riding at the time. Then for the last round of the British I had McFarlane’s engine because he was injured and I smoked [Tyla] Rattray at
I was making mistakes and always searching for set-up. I got ill. Health was a major part. I had to step away for a little while but came back riding a 450 in the British Championship and it had so
the Isle of Wight and that was the switch that I needed in order to know I could beat those guys and people who were top three in MX2. I never looked at Rattray, [Ben] Townley and [Tony] Cairoli as the elite. I
knew I needed something that could get me out of the gate with them. There is a lot of training that goes on in Belgium where you basically turn from a child into a man over a winter period and I felt that I made this step with the 450 at the end of 2004. I was a lot stronger after letting my body recover from those stomach problems. Fitness, a fast bike and confidence from the 450: it all came together in 2005. Talk about the Isle of Wight moto win that same year in 2005. It was an emotional career highlight to that point and the British Grand Prix crowd went mad that day. It was a special moment in special weather at a special track… Thanks to the British Championship I knew if I made a start then I’d beat everyone there. Johnny [Douglas Hamilton] had designed the track, I was at the peak of my 250 days, I’d already won in Japan. It felt like the papers and the magazines were in my corner. I was the main British kid on the 250. I got a bit over-excited that day I guess! I was really up-for it. We were really excited to ride that track. We’d dreamt-it-up and Johnny delivered. He did over-water it a bit, but we won’t talk about that! He was gutted. I grew up with Johnny.
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reactions. The tracks get very cut-up and everyone is going for it. Some of them don’t have any fear. You see it also in the U.S in supercross where it seems like they’d take each other heads off. They need to stay focussed and trained. It’s a dangerous sport, arguable more than some other elite motorsports.
FEATURE He’d build the tracks and I’d test them and he ended up doing it all over the world. So, I kinda had local knowledge but it was also the case that I had total confidence in his tracks and I could hit everything as hard as I f**king could. I knew there were not going to be any nasty little lips. He was pushing up the level of tracks in GPs at the time. I’m proud I was part of it. You weren’t as hot on the Italian hard pack though… Yeah, and I don’t know why really. I did alright on the Spanish hardpack but on the Italian s**t [trails off]. We used to say the same about them when they came to Holland and the sand. To be the best of both worlds took someone special like Cairoli. [Christophe] Pourcel as well. I was pretty good around Foxhills when it was baked but the Italian stuff seemed to be a different level. Tyre choice was also really important. You were part of a strong Brit pack. There were good riders either willingly or unwillingly going for a ‘best Brit’ billing, something that seems absent in MXGP now. What was it like to be in the middle of that? It was hectic sometimes. Looking back now I was young and felt influential at the time. Of course there are emotions attached to winning and getting results, having rivalries and wanting to beat each other. The British Championship was a bit mad because everyone seemed to have their own little tribes! I always fell into being the bad guy and I quite liked it, the reactions and the attention. I guess I was a bit wild! We had fast bikes and I just wanted to f**king win. I had a good rivalry with Nunny [Carl Nunn] and clashed sometimes with Swordy
Be succinct with the explanation of how and why you nailed the Japanese Grand Prix every time… Oh man. We’ve talked about this so many times. There was a weird frequency. Summarise-it-up? It was like some man Scottish guy had escaped from the north pole, come through the highlands, arrived in a strange land with the idea: ‘what’s the fastest
way to get a factory contract?!’ Where do they make the bikes?! Let’s see! I don’t know why or don’t know how but I was relaxed, not stressed and I had plenty of sleep. The thing I love most in my life is to sleep! I had the best sleep every single time I went to Japan. I went to bed at 6pm every night because it felt like midnight at home, then I was up at 3am and I’d chill out and binge-watch ‘Lost’. I was fully awake, I’d pop around to McDonalds in the morning and got whatever I could eat for breakfast and
then go to the track. The Japanese Grand Prix was peaceful. The way they do their race events felt serene. The track was grubbed-up. The paddock was content. There was a very old-school feel about Sugo. Whatever wisdom came to me on those weekends just worked. But I did have a f**king good sleep. We texted each other before this interview and you cited Namur as a very memorable track, a place where your IQ was tested as much as your conditioning…
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[Stephen Sword] because he was also Scottish. It was nothing personal, just a battle of the clans! It was fun.
FEATURE Namur wasn’t a win but I did take the Pole by two seconds. I was floating around the track on the Kawasaki in ’07 and we were in tune. We had a Johnny Rea ‘thing’ going on. I dropped back a bit in the first moto before charging back to 3rd. I passed Kevin Strijbos and also [Steve] Ramon, both factory Suzukis and the Belgians at their home track, on the last lap. I jumped the step-down on this chess-set of a track. It just clicked. It wasn’t a case of me going for broke like I usually did. I couldn’t pass those guys on that track so I really had to think about it. Usually I’d come up to a rider and be all over them until I forced a move but Namur was a different thing altogether. I think it would be up there as one my favourites. It must feel even sweeter now that track has vanished into history… Totally, and that’s what I was saying earlier. I feel very proud to have been part of it. To have Poled-it on the factory Kawasaki in 2007…it’s cool to be in that logbook. Steve Dixon, who is still running a Grand Prix team, was a pivotal figure in your career. How would you describe him and your relationship? Steve Dixon is like the Elon Musk of the motocross world.
I think they are long-lost brothers. He’s on the spectrum. I doubt there is anyone in the sport who loves racing as much as him. He was really good to ride for because he put-up with my excuse book. A lot. And I putup with his excuse book. He’s a magician. A wizard. He can make such a cool bike. I think of him as a good friend, not just an old boss. He keeps working on a bike until he ‘gets’ it. He keeps on getting the money to do it. It’s cool. He was also patient with you. He could have gone for another rider in the four-five years you were together… Steve’s not like that man. He brought me on onboard when I was fifteen. It was like fostercare! Not just for riders but the mechanics, everyone! I think he could see how much I wanted to win. By working with John Adamson I’m starting to understand how people might have looked at me. I think I was a kid with a lot of energy, I wasn’t that naughty and was just trying my best to get the best out of every day. Maybe you don’t harbour regrets but the switch from factory Kawasaki at the end of 2007 to factory-backed satellite team CAS Honda: would you change that move? Yeah, hindsight is 20-20 right? The Kawasaki was beautiful; amazing. You’re right,
when I look back now I think ‘I shouldn’t have changed’. Especially when you come to learn how solid the Kawasaki family is. They do look after you. It was a money thing. I had stars in my eyes and a Honda contract floating around my feet. They had a solid bike, and after Jan [De Groot, Kawasaki team principal] had passed away that year it wasn’t the same. I had the feeling that I wanted to stop travelling around so much and a British team appealed to me. I made myself ill at the start of 2007. At the German GP I finished 12th or something and Jan was looking at me and saying “what’s going on?”. I didn’t know. I was trying to be ultra-professional and not eating enough. So the chance to be based in the UK….it just appealed more. In two separate realities both options were amazing. Kawasaki was a more structured team, more professional but Jan had gone and the Frenchies were coming in with the Pourcels. The Honda thing was good. It was a money thing but I could also stay at home. However, the Kawasaki thing was more permanent, and I could have been there more years. You were with Honda in 2008 and 2009 then but the injuries started popping up… My hip at Loket in 2008 and in terms of injuries that was
BILLY MACKENZIE
the hardest to get moving from and then the broken thumb in ’09. That was it man. It was a new bike and we didn’t quite get it right. I’d been blinded by the lights a little bit with ‘factory this’ and ‘factory that’ and I thought it would be the same as the factory Kawasaki but it wasn’t, we just had parts. I had to set the whole thing up and I didn’t really know what I was doing with a brand new model. I was a fast rider but I didn’t really have any technical knowledge. None of the Honda teams could do it, we were all crashing that thing. I didn’t know what to do. The Honda was still fast though. I won a British Championship, I led a lot of GPs but I could not bring it home. I was confident.
In the last segment of your career you decided to go to Australia, which had a strong national series at the time. It wasn’t the world championship but it wasn’t seen as a ‘retirement’ move. Did you go at the right time? Could you have done more in MXGP? I’ve definitely thought about that and it’s good you cannot change the past. I did what I did and honestly it was amazing in Australia. I have so many stories I can tell. It was a total lifestyle change. At the time the global financial crisis was happening, I’d wrecked my thumb, I was getting some heat in the media and I had the feeling of ‘I don’t need this…’ I remember writing a big list of Pros and Cons for the move and that swung it.
I could definitely have done more years in GPs but I couldn’t find the deal I wanted. When I saw I could have the lifestyle I wanted and make more money in Australia than any GP deal that was on the table then it was a no-brainer. It was an adventure on the other side of the world…and it soon became a slog. That’s when I realised even more ‘motocross is a hard slog’ mate. Your life is fast-paced. Doing a sport that is dangerous you have to check yourself now and again. I could have gone balls-deep into the world championship again, kinda like [Shaun] Simpson is doing now, but I didn’t want to do that. I had a Rinaldi option on the new backward Yamaha for a fifth of what I’d been
FEATURE
What riders have you raced against where you thought ‘this guy is on another level’… [long pause] No-one mate. [pause] But as we’re talking about memories I remember one of my first 65cc races and Brad Anderson came flying around the outside of us on the pegs and passed three or four of us at once. But, in the GPs, nobody has ever passed me by sendingit. There was always a part of me thinking ‘I can get him back’. I liked the chase and the hunt. If someone came past me like that then I’d go harder. I don’t think I can put my finger on anyone that I’ve been racing with.
Ramon, [Mickael] Pichon. I think I beat them all on my day. I saw myself in that group and battling on any given day. If you got a start then that was your ticket, and Cairoli always used to get one! He obviously has the stats and I know we raced close. I know how fast I was going when he was there, and you cannot go much faster than that so if we had to mention someone then Cairoli has always been onhis-game all the time. He has the hunger and the fire and always had a good solid team and like set-up. He’s been wisely directed through his career, and rightly so because he’s awesome. I never raced [Jeffrey] Herlings but he blows my mind. I raced [James] Stewart and I wasn’t surprised by what I saw on the track. As we know from the videos, he can do special things on a bike; things that I was never able to do. So, if I had to make a bracket then it would be those three.
You raced against Cairoli, the Pourcel brothers, the Belgians… Yep, [David] Philippaerts, [Josh] Coppins, [Jonathan] Barragan, [Ken] De Dycker, [Kevin] Strijbos, [Steve]
What do you miss about being a Grand Prix rider? Is it the teams? The action? The feeling of being that elite athlete? I think the last point is the one: that ‘special boy’
feeling! When you’ve connected everything and you’re in sync with motorcycle and track, you know? That feeling is hard to replicate. Really hard. Once you know it exists then you are always chasing it. I don’t care where it is, it might be a GP or a grass track somewhere with a few of the boys but getting a holeshot and just ripping the track is what I miss. In hindsight I see the kids with their social media now and think ‘I should have put myself out there a bit more’I think it’s good you weren’t on social media… Yeah, maybe! I hope I don’t end up as crazy as Ryno [Ryan Hughes] but I’m on the verge! I could have done a bit better with that but then I also think I wouldn’t have been who I was. I kinda like being off grid and turning up at little tracks, connecting with the real grass roots of motocross and the whole vintage scene. I love the VDN and I’m fast on this 500 I have. Those boys had better watch out.
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making the previous year and another privateer option. No thanks. I see people like Tanel Leok; man, guys like him are warriors! I’d had enough war wounds. We’re all f**king psychos mate. The Australia thing seemed like the easier and the better option.
ENJOY YOUR RIDE
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HUSQVARNA This month Husqvarna Motorcycles published details of their 2022 Enduro options with seven bikes in four-stroke and two-stroke guises. WP Xplor and Xact suspension have been tweaked for improved feeling while the company still like to use a carbon sub-frame with the steel chassis to strive for optimum handling, damping and comfort. All of the 501, 450, 350, 300, 250, 120, 125 bikes come with a new BRAKTEC hydraulic clutch and brake system and the 250 two-stroke has reworked gearing for better low-end response. All have electric starts and fuel injection.
www.husqvarna-motorcycles.com On the technology side Husqvarna state: ‘the 4-stroke models continue to feature two switchable engine maps plus traction control, while the 2-strokes have two switchable ignition curves for rider-selectable control in all conditions.’ Then there is the new graphics and colours as well as the superior Michelin Enduro tyres across the range. Husqvarna also have a desirable collection of casual and functional offroad apparel to complete the whole look. A strong lineage and a stronger look with a sense of ‘premium’ defines the Husqvarna spectrum.
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www.leatt.com
LEATT Things to know about Leatt’s new three-model Enduro jacket range: the 5.5 Enduro has a water-resistant shell and Spandura stretch panels, pre-curved arms (with brush guard fabric) and a back hydration pocket with a suspension system to hold the liquid sack. It has nine pockets, one of which is waterproof, and a high-vis print. The 4.5 Moto Lite is waterproof, breathable and has a Softshell for comfort and two-way zips for optimum ventilation. We haven’t seen or tried one but the 4.5 has 1000D protective panels for the shoulders and elbows and an interesting fabric ‘coating’ to resist water, dirt and stains. Handy for a long-lasting look. Another version of the 4.5: X-Flow (the blue being the best looking of the whole bunch) is the highly ventilated version of the 5.5, ideal for hot or summery conditions. What else? Naturally all are compatible with Leatt’s neck brace products. They carry sizing from S to XXXL. The products have benefitted from the feedback of top Enduro athletes like Jonny Walker to ensure extra credentials. More features? Leatt say: “As with all our jackets, there are top-notch YKK Japanese-made zippers, as well as multi-row reinforced stitching for that extra bit of durability and longevity.”
MXGP SBK BLOG BLOG
TITULAR TITULAR THE TRAIN DOWN THE TRACKS At the time of writing there is still a ‘will it/won’t it?’ vibe around the Grand Prix of Russia on June 13th and the event that is supposed to fire up the 2021 MXGP World Championship. Regardless of whether the wilful organisers at Orlyonok can run the inaugural fixture of nineteen or the series slips back another two weeks to Matterley Basin in Great Britain, the 2021 campaign is already taking on a condensed and hectic shape. The British Grand Prix will kick-off a run of eight races in nine weeks, although the smart money would fall on even more calendar changes; the cancellation of the MotoGP round in Finland due to Covid-19 limitations is an example. The new KymiRing circuit is still on the MXGP slate, even if it is fixed to occur over a month later than the original MotoGP date. There are plenty of ruts and bumps in the stretch of track ahead and this pushes two issues to the fore.
First is the extra hassle to move and cross borders. MXGP has been heavily delayed, almost 75 days more than the large gap in 2020, but not quite enough for vaccinations programmes throughout Europe to have really kicked in and for governments to release the leash on public gatherings and freer movement. More contagious coronavirus variants are the newest threat. Organising travel and visas to Russia is never the easiest process and is now even more complicated depending on the country stamped on the front of your passport. MXGP will activate another ‘elite sporting protocol’ to help with international trips that involves a system of PCR testing; something that is now more-or-less regimented
for passing country lines anyway. Such a protocol will help for Matterley Basin, where a self-isolation policy for visitors for ‘amber’ listed countries (a list that will continue to change and is likely to create headaches for promoters of all events counting on foreign participants) would make the journey costly and impractical. Some countries will be easier to breach than others, so I won’t be surprised if the MXGP agenda sees the arrival of a few double-headers before the summer is over. Similar to 2020, 2021 is likely to be another exercise in survival and perseverance in the hope to return to a competition that we remember in 2022. Don’t forget that Grands Prix have had to turn to a one-day format and scrub the
CREATED THANKS TO
BY ADAM WHEELER qualification heat races for a second year in a row. The wide international scope of the Motocross of Nations and its awkward mid-season berth means it also faces further questions. The second issue is how the teams and riders are coping with a period of 216 days without a top flite race. 2021 MXGP has already been shifted back twice, causing late changes to training regimes, testing deadlines and ‘warm-up’ plans as cancellation of meetings such as the Dutch National championship, Hawkstone Park International and the LaCapelle Marival International have further altered the routine and dried the well. I remember asking some racers about the malaise last year, when the initial panic lowdown against the pandemic shuddered many societies to an unprecedented halt.
MXGP froze from round two in Holland in March for more than 150 days until the Grand Prix of Latvia brought it back to life in July; thereafter it completed a stunted yet essential run through just four territories to fulfil the rest of the sixteen rounds. The break was so unsettling, so unusual that riders didn’t really compute or organise effectively around it. This time was different.
“OF COURSE, EACH RIDER WILL HAVE HIS OR HER OWN NARRATIVE FOR 2021. THOSE NEW TO EITHER MXGP OR MX2 OR ARE USING THE TIME TO REFINE A NEW BIKE OR INTEGRATE WITH A NEW TEAM OR EVEN SEIZING THE TIME TO GET FIT FROM INJURY....” “Last year was a strange one because nobody was riding. Everyone was stuck at home
just waiting. Once we could get to the tracks that were open then the time went quickly,” Monster Energy Yamaha’s Ben Watson, an athlete based in the MXGP ‘hotspot’ of northern Belgium, told me. “This year feels like a much longer time without a race. We’ve been riding and training constantly without much of a break since the off-season.” Of course, each rider will have his or her own narrative or goal for 2021. Settled athletes like world champion Tim Gajser, now into his sixth MXGP year with HRC, and the Red Bull KTM crew - for example - are scratching-off the days until the paddock gathers and the grind starts again. Others will be new to either MXGP or MX2 or are using the time to refine a new bike or integrate with a new team or even seizing the time to get fit from injury.
MXGP SBKBLOG BLOG
Watson’s scenario is interesting. As arguably the most in-form MX2 rider at the end of 2020 he’s facing high-profile baptism to MXGP as the third member of a very resourceful factory team. The Grand Prix of Russia (at a track where he scored his first ever podium finish three years ago) will be the 24-year-old’s first taste of the premier class. So, is the long wait feathering slight anxiety or is it giving him extra opportunity to become fast and acquainted with the YZ450FM? His answer shows the belief that these individuals are compelled to have in their abilities. Watson has arguably been playing catch-up in terms of matching conviction to his indisputable technique in recent seasons and that confidence will have to be elevated for him to make his way - and to make an impact - in a very competitive MXGP field where works’ saddles are at an absolute premium. At the same moment he’s remaining realistic about how the swirl of 2021 could settle.
“I don’t have any extra nerves because this is my first MXGP year and the team have been very supportive in that way,” he says. “They want me to learn and to keep ‘building’ as much as I can. Getting used to the 450 has not been a huge challenge because I’ve been given a great package from the word ‘go’ and I trust it. It’s already been proven. Racing is different to training but it’s been enjoyable. I’ve been getting used to the new engine and not messing around too much with suspension because I still have a lot to learn about the 450.” “I feel like we have been training and riding for so long now without a race,” he added. “That’s weird. But everyone’s in the same boat. I’m not too frustrated because it’s out of everyone’s hands.” For those who may feel readier than Ben, such as his teammate and double MXGP runner-up Jeremy Seewer,
the countdown cannot happen quicker. This is probably the case for many fans as well, tired of the North American time differences to supercross and the forthcoming Nationals. Where or when MXGP does finally arrive, then everyone invested in the sport will have to get ready for the overdue onslaught.
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RIDE OUT WITH RED BULL One for UK riders this. Renowned ex-racer and media personality Dave Willet is setting up another of his Red Bull-backed events that allows four groups: 2Stroke, Expert, Intermediate and Novice to gather at the fetching Sellindge circuit in Kent on June 5th to make laps, hang out and generally enjoy a track day/community vibe. Willet already staged a well-received meeting this year, at the sandy FatCat venue in Doncaster, shortly after the UK emerged from the tighter confines of its last lockdown. Sellindge should have Enduro star Jonny Walker in attendance to also spin some circulations with his Beta and talk/ hang out with fans. “It made sense to run another Ride Out with Red Bull because the
buzz from the riders of the last edition was immense and to see the positive feedback was so rewarding,” Willet said when we asked him why motocrosses should gravitate to the south of England in two weeks. “When we knew Jonny was available to come along as well then we really needed to organise another one. Hopefully if this is a success we might be able to visit the southwest for a third. Three time’s the charm.” Sign-in is at 8.30am with the track open from 10am and there are still slots available in two of the groups at the time of writing. The cost is 35.99 for the full day. Click on the link to go straight to the website.
www.goracemx.com/event.php?eid=3165
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KTM For the last generation of their current models KTM have given the 2022 KTM SX-F motocross bikes a lick of paint and a different graphics set to pull the aesthetic closer to the Red Bull KTM racers (the blue seat is another example). The 250 and 450 are still arguably the leading reference in both the MX2 and MXGP classes, although Honda’s new CRF450R undoubtedly helped Tim Gasjer to a new level of consistent performance in 2020. Cooper Webb’s recent AMA 450 crown – his second – and strong results for Marvin Musquin highlight the competitiveness of the machinery. KTM have a total of six 2022 SX bikes: 450 SX-F, 350 SX-F and 250 SX-F four-strokes and 125, 150 and 250 SX two-strokes. As well as the 50, 65 and 80cc minicycles and the electric SX-E 5, now used in the KTM Junior Supercross series. They arrive to dealers this month. KTM have also boosted their marketing campaign around the range by highlighting the close proximity of the production specs to the race bikes used by MXGP star Jeffrey Herlings and current MX2 World Champion Tom Vialle. Lap-time comparisons between the customer 450 and 250 SX-Fs and the Red Bull KTM GP equipment at former Spanish GP venue Redsand yielded only two seconds of difference with the Dutchman and Frenchman at the bars. Which tells you all you need to know in the search for capable, comfortable and primed motorcycles.
MXGP SBK BLOG BLOG
CREATED THANKS TO
THE OTHER GUYS All roads lead to Russia! The 2021 FIM Motocross World Championship is actually going to start in a matter of weeks, so months of speculation will draw to a close. There are many different reasons to look forward to the new campaign. Heck, the riders on the premier class starting line will have 308 Grand Prix wins between them. Does it really get much better than that? Oh, there is an MX2 class as well! MX2 has not disappointed in the excitement stakes. Who could forget the incredible battle between Jeffrey Herlings and Tommy Searle? The duels between Pauls Jonass and Jeremy Seewer and then Jorge Prado was just as thrilling as well. The class is in a bit of a lull currently though – there is a distinct lack of hype surrounding the division and the reason is rather obvious. Those vying for the crown have not been around long enough to establish a solid fanbase. There are many contenders in the class though, much like the MXGP category, so it is worth getting excited about.
Tom Vialle enters as the reigning world champion – not one person would have predicted that just a couple of years ago. It is rare to see a rider progress quite as quickly as he has and that he may not slow down anytime soon. If Vialle wins again, and he is the favourite to do so, then he will have to jump onto a 450F in a couple of months. Bonkers. Truthfully, it is tricky to envisage anyone ripping the gold plate from his grasp. Vialle is the best starter in the field, as everyone is aware, but he has also mastered the art of consistency from one weekend to the next. That is a tall order for those in MX2 currently.
Jago Geerts is the most likely to steal the crown from Vialle, but he struggles with eliminating mistakes and rarely puts consistent points on the board. What he did last season was just not good enough to fight for a title. Simple. One would hope that he has matured somewhat throughout the off-season and has found a way to stay upright, but time will tell. If he makes the same errors, which is likely, then he may find that his new Yamaha stablemate leapfrogs him. Maxime Renaux has returned to full-factory status now and should be more of a factor down the stretch, which could make for an interesting dynamic over in the blue corner.
BY ADAM WHEELER
BY LEWIS PHILLIPS The inclusion of Thibault Benistant on the factory Yamaha team only adds to that. An unassuming character would be a fitting description of the Frenchman, both on and off the bike, and that means that he does not get much play in pre-season discussions. A rookie would typically enter with bursts of speed that would be counteracted by silly hiccups, but Benistant may challenge those stereotypes. It would not be a surprise to see him chip away on the cusp of the top five, without much attention, and then acquire a respectable spot in the final standings. That may be the complete opposite of what a fellow rookie, Mattia Guadagnini, does in his first term with Red Bull KTM Factory Racing. There are many riders who could surprise, namely the Rockstar Energy Husqvarna Factory Racing MX2 duo. Jed Beaton won a moto last term,
which often gets swept beneath the carpet, and reports from pre-season testing are overwhelmingly positive. Perhaps he could transform into a consistent Grand Prix victor? There is no doubt that he needs to reach that level, with it being his final season in MX2. There is no 450F deal in sight at this point in time. Kay de Wolf, another MX2 rookie, has already impressed in pre-season races, beating some factory counterparts first time out. It is likely that he too will experience impressive highs, as well as a handful of wayward weekends. That is just the way that it goes! Roan van de Moosdijk is another underrated rider in this division, as he was strong in his rookie season and did actually burst through the glass ceiling with a moto win near the end. If he has made the expected steps forward in the winter, then he should also
become a consistent runner for race victories. Moosdijk, Beaton and Renaux would sit in a second tier as spoilers (if you really want to dissect MX2). Those three have realistic shots at interrupting the duel between Vialle and Geerts, which is what most are gearing up for. It is peculiar to have an MX2 class that has not changed much from one year to the next, especially at the very front. There are other riders to look out for as well; Conrad Mewse, Mikkel Haarup, Mathys Boisrame, Simon Langenfelder and Rene Hofer will all appear at the front sporadically across the next 20 rounds. The beauty of the MX2 category is that shocks could arise at any point, which is why it is actually worth thinking about the fight that is brewing with the Grand Prix of Russia less than three weeks away. Gates will fall very soon. Unbelievable, I know.
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THE SCIENCE OF THRILL
FEATURE
THE WI
THE MX2 CLASS OF THE FIM MOTOCROSS WORLD CH FOR GRAND PRIX TALENT. WHO HAS THRIVED AND PR LAST HALF A By Adam Wheeler,
Ray Archer
INNERS
HAMPIONSHIP IS THE RIPEST BREEDING GROUND PROFITED MOST FROM THE 250cc DIVISION IN THE A DECADE? Photos by Ray Archer
FEATURE
MX2
has been all Red Bull KTM since 2016: Jeffrey Herlings, Pauls Jonass, Jorge Prado (twice) and then Tom Vialle in 2020 but do these champions also dominate the Grand Prix wins column in the last half a decade? The Grand Prix of Qatar at Losail was the first round of the 2016 season. The event was also the penultimate fixture of five races at the floodlit purpose-built track now left to the windy ravages of the Doha desert. Since those motos in the Middle East, MX2 has accumulated 93 GPs and 186 starts. Here are the riders who have most frequently swept past the chequered flag first since February 2016. Three of them are now competing in the MXGP class and all three moved away from the 250 before they hit the age ceiling of 23 for the category.
Ray Archer
FEATURE
1.
JP Acevedo
31 GP WINS FROM 60, 52 MOTO WINS FROM 120. ALL WITH RED BULL KTM The Spaniard made an aborted Grand Prix debut at Lommel in 2016. The teenager was still weak from a shoulder injury and didn’t make it through the Saturday practice schedule. He returned for a full maiden appearance (and from EMX250 recognition; 2016 was the Junior World Champ’s first year on a 250) at the sixteenth round of eighteen at Assen, in the Netherlands. He promptly battled with world champion-elect Jeffrey Herlings and finished on the podium: it was the first confirmation that Prado had the special quality and drive to create an immediate splash at the highest level. He learned throughout 2017, where his still-growing body sometimes couldn’t deal with the ordeal of two intense 35-minute motos in hot summer conditions, but the Grand Prix wins began as early as the fifth race of the campaign at Arco di Trento in Italy and just his sixth Grand Prix [left]. Prado went on to rapidly blaze MX2. Rarely has there been such a formidable combination between the rider, the KTM 250 SX-F, technique, race management and starts. Prado’s formula for holeshots and disappearing with a moto within the first three laps (similar to Herlings)
brought a repetitive and almost monotonous cycle to MX2, especially in 2019 after teammate and 2018 rival Pauls Jonass had departed the division. Prado laid waste. He won 16 of 18, and 31 races but perhaps the routine of winning had already become too familiar. He was ejected through the rules (an MX2 world champion cannot defend his title more than twice) and natural progression into MXGP at just 20 years of age and has already added to his career tally on the 450. Prado is not only the most successful motocrosser ever from his country but is already in the top ten list of GP winners of all time with 34 to-date. The smiley, youthful, sensitive exterior conceals a fierce and relentless competitor but Prado is as passionate and expressive as he is cold-blooded on-track. His favourite MX2 wins come with milestone stamps. “I have to say two!” he laughs down the phone. “The one in Arco in 2017 was my first and very emotional. After coming through all the classes and arriving to GPs and winning was really special. Then the Italian GP in 2018. It was the final round, and I won to take my first championship. It doesn’t get much better.”
MX2: THE WINNERS
JORGE PRADO
FEATURE
2. JEFFREY HERLINGS
14 GP WINS FROM 18 IN 2016, 27 MOTO WINS FROM 36. ALL WITH RED BULL K To his critics Jeffrey Herlings overstayed his welcome in MX2 after seven seasons and the majority of his 90 Grand Prix wins grasped with the KTM 250 SX-F. The claim partially ignores the fact that Herlings grudgingly delayed his path to the MXGP category by giving up strong claims to a third title in both 2014 and 2015 due to season-ending injuries and the fact that he was only still 22 when he moved to the 450 in 2017. Herlings is the definition of a racer and an athlete built for victory. His MX2 years and growth from teenager to peerless young adult competitor were filled with lessons of racing and life. Episodes of intense rivalry, poor decision making, insecurity and immature reactions and injury warnings contrasted with displays of utter brilliance. He mixed ability, powerful thirst for success, swagger and athleticism with such impact that the Dutchman was swiftly breaking records and rightfully stands as the greatest 250 rider of all time.
Herlings’ last MX2 year was 2016, so he only just makes this list, but he wrecked the contest and started by claiming the first 14 motos of the season in a row. He split honours with Dylan Ferrandis in Italy but then won the following 8. Although his thrilling chase with Cooper Webb and Austin Forkner delivered just one moto triumph in Charlotte, his 1-1 double at Glen Helen a week later was the perfect sign-off. His choice? The Californian farewell ranks equal with a special day at Valkenswaard where he ruled the home sand for six years in a row and reached a milestone. “It has to be between Valkenswaard and Glen Helen,” he says. “Valkenswaard because I continued my unbeaten run there and reached 50 GP wins. Glen Helen is a special track and to beat Forkner and [Jeremy] Martin and those other 250 guys was a good memory and a great way to finish my time in MX2.”
MX2: THE WINNERS
KTM
FEATURE
3.
JP Acevedo
MX2: THE WINNERS
.
PAULS JONASS 11 GP WINS FROM 57, 29 MOTO WINS FROM 114. ALL WITH RED BULL KTM Pauls Jonass was thrust in the unenviable position of being Red Bull KTM’s sole hope for MX2 championship success in 2015 when teammate Jeffrey Herlings dislocated his hip in the Czech Republic. The tough Latvian pushed Tim Gajser all the way to the final round in the USA but couldn’t prevent the championship slipping out of KTM’s grasp for the first time since 2007. A concussion pulled him away from challenging Herlings in 2016 and he had to wait until the opening round of 2017 for his first victory. That evening in Qatar was historic for Jonass and set him on the path to being the first FIM MX #1 from his country.
Wise beyond his youth and immensely likable, Jonass was also fearless on the 250 and unbeatable on occasions. In 2018 he started the year by winning the first six motos and inadvertently gave Prado a large carrot to chase. “Choosing my favourite is always a tough subject!” he says. “My first in Qatar in 2017 was memorable and I also enjoyed winning in Argentina but the main one that sticks out is Matterley Basin and the British Grand Prix in 2018. In the second moto I made a nice move on Jorge with a couple of laps to go, and I kept that with me for quite a while afterwards. Every win is nice but Matterley stands out.”
2018 brought a close duel with Prado as he sought a title defence, but a knee injury put paid to his hopes as well as his MX2 career as he decided to vault into MXGP a year before reaching the cut-off age of 23; a decision that proved shrewd as he reached the podium with Husqvarna and was proclaimed 2019 Rookie of the Year.
The British round also holds special relevance as it was #41’s final MX2 victory and last ‘25’ points to-date.
FEATURE
4. TOM VIALLE 8 GP WINS FROM 36, 14 MOTO WINS FROM 72. ALL WITH RED BULL KTM Tom Vialle’s rise from an European Championship hopeful to Red Bull KTM Factory Racing rider through a selection process to Grand Prix winner and MX2 World Champion in the space of two years is one of the most remarkable stories in MXGP this century.
constantly kept the bigger picture of the standings in view and tended to bounce back from defeat with a staunch reply. Victory at Lommel for two of the three rounds in the deep sand came at a pivotal time both in his development and the 2020 series.
The diminutive Frenchman wrapped a freakish maturity with an endless will to work and learn under the tutelage of his team and pivotal figure Joel Smets. His first Grand Prix win of the eight came through a period of surprising consistency during his rookie campaign in 2019 when a 2-2 in Sweden delivered the overall. Vialle continued to evolve at a rapid rate – almost as fast as his starts in fact – and he soon married holeshot prominence with the ability to take chequered flags and bear the pressure of the red plate as championship leader. Jago Geerts proved to be a thorough opponent last year but Vialle
Expect Vialle to sharpen his racecraft in 2021. Avoiding injury will be one of the principal challenges because the 20 year-old has his armoury well stocked. Repeat success and becoming KTM’s fourth double MX2 #1 will mean an obligatory move to MXGP for 2022. Before the horizon beckons Vialle has plenty of fresh memories to lean on. “The GP win in Sweden was the most important,” he says. “It was my first and for that it probably has to be in first place on my list! But to also win in Lommel was also really nice because that place is so tough.”
MX2: THE WINNERS
Ray Archer
FEATURE
5.
6 GP W
MX2: THE WINNERS
.
JAGO GEERTS
WINS FROM 58, 14 MOTO WINS FROM 116. ALL WITH MONSTER ENERGY YAMAHA Belgium expects. After a generation of championships, wins, personalities and records, the pipeline has run quite dry for Europe’s leading motocross country, which places even more focus on Jago Geerts. The softly-spoken Monster Energy Yamaha man has been in MX2 for three full seasons, moving up from 8th to 3rd to 2nd in the championship standings. The 21-year old’s versatility and speed quickly elevated him to the role of MX2 protagonist and he shared equal billing in Hans Corvers’ Yamaha crew with the more experienced Ben Watson. He had to wait until 2020 though to dethrone a Red Bull KTM and celebrate the first of his 6 victories in 2020 at Matterley Basin for the opening round of the campaign. Geerts and Vialle traded blows in the re-worked 2020 season and won 28 motos between them; 14 each. Geerts could often scurry after Vialle
into the first corner but lost out on the ’20 crown due to several costly mistakes. The tussle the pair had in Mantova also had onlookers questioning whether Jago had enough necessary aggression for a scrap. Another year wiser, stronger and motivated to scale the last position left in the MX2 rankings means Geerts will be Vialle’s toughest opponent yet again as 2021 comes around. The highlight so far? “My special GP win was my first one at Matterley Basin,” he says. “I had a good winter of prep but I really didn’t expect to win that race. It was the first one of the season so everyone is fit and in good shape. I won the first heat and then the second was difficult with a big crash but I still fought through the pack to 4th. It was enough! It was like a surprise…but I also knew I had the speed. It feels special even now.”
PRODUCTS
www.scott-sports.com
SCOTT SPORTS
Five of Scott’s Softcon Air protection items have been produced in direct association with England-based specialists D3O. Starting last year Scott decided to ditch hard-shell body armour in favour of the AirFlex product, fashioned by D3O especially for them and is key to the construction of the Air jacket, Air vest, Air body armour, Air shorts and knee guards. D3O, distinctive by its orange hue, is made from dispersed and reactive molecules that bond and lock together under stress or impact. The lattice form means the material is light and prime for ventilation and moulds to the rider’s shape until it’s called upon to provide protective service. The Softcon family uses stretch mesh fabric, zip closures for the D3O plates and anti-moisture panels. Adjustable side patches, removable belts and a double hook loop patch closure means the air body armour is everything you’ll need for a rideout. The jacket covers all of the upper torso with the sleeves made of abrasion-resistance fabrics. Expect to pay around 160 euros for the Softcon Air Armour with the AirFlex chest and back sections nicely in place. Top-drawer products.
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PRODUCTS
YCF Last month YCF unleashed details of their 2022 offerings and the mammoth span of durable and reasonably priced pitbikes produced in northern France. YCF had a strong year in 2020 with 7000 units shifted and the greenshoots of an American base starting to blossom. The ability to quick supply spares, focus on sharp, competitionbased designs and provide a machine for every single age or ability has helped YCF grow their recognition and prominence. They have everything from 190, 150 and 125 big wheel to 50, 88 and electric small wheel. Not forgetting five different Supermoto models and four mini flat-track bikes. The competitive prices coupled with the thought and dedication around the products explain the success. The versatility of the range is a major strength, and the equipment is sturdy enough for tough regular use as much as a beginner or introductory purchase. We were given a 125 big wheel model as well as a small wheel 125cc version and after a first test were satisfied with how the bikes gave the kids a first, unintimidating feel of the dirt.
www.ycf-riding.com
WorldSBK BLOG
SAME OLD, SAME OLD? Jonathan Rea wins the opening two races of the year and leaves Aragon with the points lead. Same story, different year....not quite. It was a strange experience to board a plane to the opening round of the WorldSBK season and not be Australia bound. Instead the destination was Aragon and while the venue had changed the song remained the same for everyone in the paddock; is this the year that Jonathan Rea is finally beaten? On the flight out to Spain that was what was on my mind. Trying to plan out features to write (I’m not sure Adam believes that I do this so it’s definitely best to have it in print!) or what would be the biggest storylines of the weekend. Was the “new” Kawasaki a big enough step forward to overcome their difficulties at the end of 2020? Is Scott Redding consistent enough to beat Rea? Who is the top Yamaha rider? After a spring of flying to Spanish tests
these questions were unanswered but Round 1 would surely start to paint a clearer picture.
winter of work to find extra top speed was wasted because the engine only delivered one extra horsepower.
When Rea won the opening race of 2021 and backed it up with a Superpole Race victory the cat calls were already out on Twitter. Same old Superbikes. Nothing changes. In reality a lot has changed and the opening weekend was fantastic. We had great action as well as plenty of drama on track and off.
The changes though were about more than outright power it was about finding the right power in the right points of the torque curve. On Friday Rea explained that “the holes in the power curve are now filled. The engine is so much smoother now.” One of the few bugbears for Rea was now removed from the ZX10-RR and at Aragon, a traditional Ducati circuit, the Kawasaki was suddenly the bike to beat last weekend.
Even before the weekend kicked off Kawasaki were kicking off about rev reductions. Having tested their new engine throughout the winter with an extra 500rpm compared to last year they were suddenly told by the FIM that there wasn’t significant enough changes to warrant reviewing their rev limit. It seemed as though a
A lot of factors played into that. Lower-than-expected temperatures offered plenty of grip and gave everyone a chance to feel good with their bikes. Intermittent rain meant adaptability was key and there’s no-one more
BY ADAM WHEELER
BY STEVE ENGLISH adaptable than Rea and his crew chief, Pere Riba. They maximised what they could during changeable conditions on Sunday and came away from the opening round dropping only five points from the maximum possible. It was almost perfect but with Estoril next, a track that was almost impossible for Kawasaki to master last year, the true test might be seen at the second date. Coincidently that’s where Yamaha were at their strongest in 2020. The tight Portuguese circuit was a stomping ground for Toprak Razgatlioglu with the Turk claiming two wins. After leaving Aragon with a podium and three solid performances at what has historically been his worst track on the calendar the Yamaha man is sitting pretty. Small steps have been made in all areas on the R1 with some extra power found to keep edging them closer on the top speed
charts and now the bike has few weaknesses. In an ultra competitive season that small progression can make a big difference. Garrett Gerloff showed that he had made another forward move with a Superpole Race podium. His impetuous nature came through in Race 2 though with a rash attempt to take the lead that almost took out Rea. At that point it was a wonder whether it was a Longhorn on his helmet because he was more like a bull in a china shop. Regardless, the Texan once again proved his speed and his credentials. He could easily pick up his first victory this weekend and it wouldn’t surprise anyone. He’s flying high and feeling confident and that’s always the sign of a rider to keep an eye on. Confidence works in two ways. When you’re feeling good you can do no wrong. When it’s the opposite you sweat on all the small details and
they suddenly become big problems. For Scott Redding this was the case at the start of the weekend. The Ducati rider, expected to be Rea’s biggest challenger, came to Aragon already complaining about the ability of smaller riders, such as his teammate Michael Ruben Rinaldi, to use the Superpole Race tyre, the softer SCX rubber. It offers a potential advantage to any rider able to make it last for the feature length races and in the pre-season Riders Briefing Redding made his point clear; this tyre should be banned in longer races because it puts taller, heavier riders at a disadvantage. This has been a constant bugbear of Redding but guess what? The tyre is here to stay. It’s up to riders to make the best of the solutions available to them and finish the race as quickly as possible. Pirelli said that any tyre is a tool to the rider and the team and Redding needs to find a solution
WorldSBK BLOG
because taller riders have been able to use the SCX successfully in races. For the majority of his rivals, including Rinaldi, the response was clear; figure it out Scott, we’re not here to help you.
As they disappeared into the distance Redding shook his head in frustration and when he came back to the pits he threw his gloves into the wall and stomped through the garage.
With this clearly ringing in his ears Redding went to the grid for the first race ready to be frustrated. That emotional duly transpired when he saw the Kawasaki’s disappearing into the distance. The Ducati man immediately assumed they were using the softer tyre and he settled into his pace. Reality set in when he found out that Rea and Alex Lowes were instead using the same tyre...
With mixed conditions for Race 2 he could have been forgiven for thinking that his weekend was cursed. Instead he gambled and was the lone wolf to the start on slicks. It was an inspired decision and led to his race win. The gamble salvaged his weekend and he left 17 points behind Rea. He’ll need to bounce back in the coming rounds in Portugal and Misano if he’s to put pressure on Rea but he’s given himself room to breathe again. It’s hard to win a championship if you make mistakes in the opening races of the year.
The agitation was clear but it would only increase on Sunday. With mixed conditions Redding played the conservative card and raced with full wet tyres. The Kawsaki’s opted for intermediates and were immediately much more competitive.
Sitting in Barcelona Airport as I write this it’s hard not to think that the questions asked before the start of the season could be applied again.
Was the “new” Kawasaki a big enough step forward to overcome their difficulties at the end of 2020? Is Scott Redding consistent enough to beat Rea? Who is the top Yamaha rider? Aragon gave us some hints but Round 2 will surely make the scene more transparent.
PRODUCTS
SHOEI Shoei recently released their new NXR2 helmet and the latest instalment of the XR sport helmet series. Shoei have their AIM (advanced integration matrix) in the outer shell as part of their optimal impact protection and multi density EPS. It’s slightly disappointing that Shoei are still not showing off any new technology to help address rotational acceleration and concussion thresholds; almost any fresh
helmet to the market now appears primitive if it doesn’t enhance protective performance for riders. We’ve featured the NXR2 purely for the fact that Shoei’s products excel in virtually every other aspect: comfort, fit, ventilation, scope of vision, visor performance and noise. It comes in four basic colours (black, white, blue and red) with black and grey matte options. Then twelve different graphic designs.
www.shoei-europe.com
TEST
ADV
VENTUROUS RUNNING THE RULE OF KTM’S MIDWEIGHT ADVENTURES IN WALES By Roland Brown Photos by Too Fast Media
TEST
T
wo years on, the sunshine is just as bright but the morning air is crisp rather than hot, the scenery is green Welsh hills not golden Moroccan desert… And the KTM I’m riding looks almost identical but feels subtly more responsive as I round a turn on a broad gravel track, then crack the throttle to send the 890 Adventure R surging down the next straight with an exhilarating burst of acceleration. That feeling of stronger and more controllable performance is no illusion. Back in 2019 I was at the
launch of the Austrian firm’s long-awaited pair of middleweight contenders. Now I’m at KTM’s Adventure Bike Experience at the spectacular Sweet Lamb in mid-Wales, riding standard and R-model 890 Adventures, featuring bigger, more powerful engines and a bunch of new details. Most of the updates apply to both Adventures, which use the same dohc, eight-valve, liquid-cooled engine, now enlarged from 799 to 889cc. The forged pistons are lighter despite being wider, compression ratio is increased, and other parts are revised to optimise
strength and weight. Peak power is boosted by 9bhp to 103bhp at 8000rpm. Rotating mass is increased by 20 per cent with the aim of improving controllability. As before, both models share most chassis parts, including the tubular steel frame, which gains a new steering head tube and rear subframe, made from aluminium rather than steel. Wheels remain 21in front, 18in rear for both models, and have minor modifications, as do the brakes. An updated electronics package gives faster-acting traction control and cornering ABS.
KTM 890 ADVENTURE & SWEET LAMB
890 ADVENTURE The Adventure’s controversial, pannier-tank influenced looks haven’t changed, apart from paintwork being all orange or black. The rider’s view of the TFT screen and switchgear is familiar too, though the accessory heated grips no longer require an extra switch, and there’s now a cruise control button (which you have to pay extra to activate). But the larger, torquier unit made its presence felt as soon as I was under way. KTM’s parallel twin has always been a responsive and grunty powerplant, and the extra cubes have given it an extra
dose of instant shove, without detracting from the willing feeling at higher revs. On the roads of mid-Wales the 890’s extra zip was welcome whether it was helping the Adventure punch out of slow turns with a wider choice of gears, rev hard to put serious figures on its speedometer, or surge forward to overtake a car without needing to change down. Not that doing so would have been irritating, because the gearbox and accessory quick-shifter were a pleasure to use. Although the Adventure cruised effortlessly without generating too much
TEST
“THE 890 DELIVERED A MORE REFINED RIDE THAN ITS PREDECESSOR, WHILE ALSO REMAINING WELL-DAMPED AND CONTROLLABLE EVEN WHEN THE POTENT RADIAL FOUR-POT FRONT BRAKE CALIPERS WERE EARNING THEIR KEEP. THE IMPROVED RIDE QUALITY BOOSTS THE ADVENTURE’S TOURING POTENTIAL...”
KTM 890 ADVENTURE & SWEET LAMB
TEST
turbulence, it’s a shame KTM haven’t increased the screen’s minimal 40mm of height adjustment, and that it still can’t be done manually as on the firm’s larger models. The chassis has been improved, though. The standard 890 Adventure still doesn’t have the long travel or fully-adjustable potential of the taller R model, but its WP units’ settings are slightly softer and the shock gains a remote preload adjuster.
890 ADVENTURE R
The 890 delivered a more refined ride than its predecessor, while also remaining well-damped and controllable even when the potent radial four-pot front brake calipers were earning their keep. The improved ride quality boosts the Adventure’s touring potential, and its seat also seemed up to the job although I’d need a longer ride to be sure.
With grip levels low and available torque high, the Adventure felt outstandingly responsive and controllable at low revs. KTM’s claim that the 20 per cent increase in rotating mass makes the 890 smoother and easier to ride seemed to ring true. It felt very manageable whether I was sitting on the one-piece seat or standing up on the footrests with an even clearer view over the stubby screen.
What is for sure is that giving the 790 Adventure a stronger engine and tweaked chassis has made a good bike better still – with no apparent drawbacks, given that its price has been reduced slightly (to £10,999 in the UK). Those looks might still divide opinion, but anyone who dismisses the 890 Adventure without riding it will be missing out.
Some of the day’s best moments at Sweet Lamb came when winding back the throttle to send the Adventure R surging forward, its twin-pot engine responsive and its rear tyre sliding. But it was at a slower pace, on narrow tracks and slopes covered by grass or mud, that the 890 highlighted the more subtle yet equally important aspect of its development.
WP’s fully-adjustable forks and shock give 880mm of superbly controlled travel and helped the Adventure R cope effortlessly with everything it came up against – from boulder-strewn trails, to occasionally landing crossedup from a jump. The fact that I didn’t need to pick up a fallen bike all day prevented me appreciating the 890’s
weight advantage over a larger-engined alternative, but was testament to the way it flatters its rider. The 890 Adventure R is roughly ten per cent more expensive than the standard Adventure (at £11,999), and ideally needs a bit more spending on software upgrades and crash protection to maximise its potential. The result when that’s done isn’t cheap – but is a hugely capable all-rounder that highlights just what a modern middleweight adventure bike can achieve.
KTM 890 ADVENTURE & SWEET LAMB
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Orlyonok, Russia, 2019 by Ray Archer
ON TRACK OFF ROAD
‘On-track Off-road’ is a free, monthly publication for the screen focussed on bringing the latest perspectives on events, blogs and some of the very finest photography from the three worlds of MXGP, the AMA Motocross and Supercross series’, MotoGP, WorldSBK as well as the latest bike tests. ‘On-track Off-road’ will be published online at www.ontrackoffroad.com on the last Wednesday of the month. To receive an email notification that a new issue available with a brief description of each edition’s contents simply enter an address in the box provided on the homepage. All email addresses will be kept strictly confidential and only used for purposes connected with OTOR. Adam Wheeler Editor and MXGP/MotoGP correspondent Ray Archer Photographer Steve Matthes AMA MX and SX correspondent Mike Antonovich AMA SX Blogger Cormac Ryan-Meenan MotoGP Photographer www.cormacgp.com Rob Gray MotoGP Photographer David Emmett MotoGP Blogger Neil Morrison MotoGP Blogger & Feature writer Steve English WSB Blogger & Feature writer Lewis Phillips MXGP Blogger Roland Brown Tester/Columnist Núria Garcia Cover Design Gabi Álvarez Web developer Hosting FireThumb7 - www.firethumb7.co.uk Thanks to www.mototribu.com for the share PHOTO CREDITS Ray Archer, CormacGP, Align Media, JP Acevedo, Too Fast Media, Polarity Photo, Steve English Cover shot: Jonathan Rea by Steve English This publication took a lot of time and effort to put together so please respect it! Nothing in this publication can be reproduced in whole or part without the written permission of the editorial team. For more information please visit www.ontrackoffroad.com and click ‘Contact us’.