The FIM Magazine - Ride With Us - N° 79

/// J U N E J U LY A U G U S T 2 0 1 1 .79

R I DE T H E

F I M

M A G A Z I N E

WITH US!

YOUNG GUNS!

FIM JUNIOR MX WORLD CHAMPIONSHIP

A BULL IN THE ARENA FIM SUPERBIKE WORLD CHAMPIONSHIP

WAYNE RAINEY INTERVIEW

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AXO SPORT S.P.A. VIA F. FILZI, 66-31036 ISTRANA (TV) ITALY TEL. +39 0422 832300 - FAX + 39 0422 832303 WWW.AXOSPORT.COM / INFO@AXOSPORT.COM

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JUNE JULY AUGUST 5

Editorial STANDINGS ISDE

6–9 10 11 12 Publishing Director: Guy Maitre Chief Editor: Isabelle Larivière Fédération Internationale de Motocyclisme 11, route Suisse – 1295 Mies – Suisse Tel : +41-22 950 95 00 – Fax : +41-22 950 95 01 @ : info@fim.ch Website: fim-live.com Photos: Cover: Nuno Laranjeira Dario Agrati BSI Speedway Ltd. Maggie Sutton Youthstream Zanzani/Nikon Nuno Laranjeira Eric Malherbe Magny-Cours Press Service Hélène Boyer Stan Perec Pramac Racing GEPA-pictures.com Maurice Bula Lay-out & Printing: SRO-Kundig 49, chemin de l’Etang 1219 Châtelaine (Switzerland)

STANDINGS SPEEDWAY

14–17

18-19

22-25 26-27 28-29 30

FIM MX World Championships, world class!

Young Guns A look behind the scenes of Junior Team USA Young, Younger, Youngest! Jorge Prado Garcia RIDE SUPERBIKE

32–33 34 35

A Bull in the Arena FIM Supersport - Winning comeback FIM Superstock - Italian invasion PADDOCK SUPERBIKE

36–37

The articles published in this magazine do not necessarily reflect the official position of the FIM.

The copying of articles and photos even partially is forbidden unless permission has been requested from the FIM in advance and reference is made to the source (© FIM).

2011 FIM Motocamp STANDINGS MOTOCROSS

Past issues available on request

The content of this publication is based on the best knowledge and information available at the time the articles were written.

Poles supreme again 2011 FIM Speedway World Cup FIM INSIDE

FIM Magazine n°79 Issued June July August 2011 New! Available ONLINE! www.fim-live.com

Finland dominate at home Service with a smile Does size matter?

It’s a women’s world

Magny-Cours circuit Interview Serge Saulnier FIM INSIDE

39-41

2011 FIM Experienced Rider Training Symposium RIDE MOTOGP

42–45

Stoner shines, Rossi fades FIM INSIDE

47

Environment & Public Affairs RIDE ROOKIES CUP

48–51

From around the world to GP start GALLERY

52–55 57-58

A talk with Wayne Rainey ROAD BOOK SEPT/OCT/NOV 3

“My bike helps me save lives every day.”

Bubacarr Jallow, a health worker in the Gambia

But every day in Africa children still die...

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...because they don’t get the health care they need.

To find out how to help get more health workers on the road and save lives visit www.riders.org Riders for health, The drummonds, spring hill, Pitsford, Northampton, NN6 9AA, United Kingdom

T: +44 (0)1604 889 580

F: +44 (0)1604 889 595

e: rfh@riders.org

UK RegisTeRed ChARiTy No. 1054565

EDITORIAL

SPORT AND INDUSTRY In motorcycle sport, the relationship with the manufacturers is natural. We organise the races and they build the motorcycles. But you all know that this relationship is much more complex than this simple statement.

When we make rules for competition motorcycles we take into account what the manufacturers are producing and vice versa: the manufacturers take into account our sporting regulations. But, even if communication is frequent, sometimes we do not go in the same direction. It happens, for example, that the same type of motorcycle is being used in several national championships but with different specifications. Therefore it is difficult for manufacturers to be present in all these championships (due to excessive investments).

If we harmonise technical regulations we favour, with no doubt, the participation of the manufacturers and henceforth of the teams, riders and sponsors.

In these difficult economic times, the cost of motorcycles is another important aspect. The more expensive they are, the fewer the riders who will take part in the races. To solve this we have little choice: either we change the type of motorcycles or we try to convince the manufacturers (and sometimes even teams) to lower their level of technical specifications.

If we look beyond the horizon of sport, we see that the motorcycling industry is facing problems that negatively affect sales in some major markets, such as Europe, North America, and Japan.

These problems are evident to everyone; I am referring to the economic crisis on a global scale and to laws and directives that are often hostile to motorcycling. This is particularly true as regards environmental and road safety standards.

There are other negative factors, such as demographics (an aging population) and the growing importance of fashionable products (electronics) and other entertainment activities. In all these issues, not directly linked to sport, the FIM can play a vital role in cooperating directly with the industry, as most of our problems are common. Perhaps not everyone knows this, but the FIM for many years has been involved in mitigating the environmental impact of motorcycling and promoting motorcycles as a tool to improving urban mobility. Each year, in these two areas, we have been increasing our activities and the FIM is recognised by the competent authorities, such as the European Union or UNEP (the UN agency for the Environment), as a an active partner and socially responsible organisation.

I cannot digress here on what we do in these fields, but I want to point out that the reasons for strengthening our relations with the industry are increasingly justified, for the benefit of the sport and the industry. There are many opportunities that we both have to seize as soon as possible which will be mutually beneficial.

Vito Ippolito FIM President 5

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S TA N D I N G S

FINLAND DOMINATE AT HOME

© Dario Agrati

FIM ISDE REVIEW

Finnish World Trophy team prepares for battle.///

THE EIGHTY-SIXTH EDITION OF THE FIM INTERNATIONAL SIX DAYS ENDURO (ISDE) WAS CELEBRATED IN STYLE, AS AN ENTOURAGE OF PROUD TEAMS ARRIVED IN KOTKA, FINLAND READY TO REPRESENT THEIR RESPECTIVE COUNTRIES. BOASTING ONE OF THE MOST EXPERIENCED LINE-UPS IN THE PADDOCK, HOST NATION FINLAND WERE HOT FAVOURITES TO LIFT THE WORLD TROPHY TITLE FROM EARLY ON IN THE COMPETITION AND THEY DID NOT DISAPPOINT. MEANWHILE, THE JUNIOR TROPHY TITLE WAS MUCH MORE CLOSELY FOUGHT, WITH FRANCE AND SWEDEN LOCKING BARS THROUGHOUT THE SIX GRUELLING DAYS. IT WAS FRANCE WHO WERE EVENTUALLY TO TRIUMPH, BUT NOT BEFORE BEING MADE TO WORK FOR THEIR VICTORY

BY THEIR SCANDINAVIAN RIVALS. FRANCE WERE ALSO CLEAR WINNERS IN THE WOMEN’S CUP COMPETITION. 6

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S TA N D I N G S

of a seemingly perfect balance between experience and fresh blood.

With seven FIM Enduro World Championships to his name and an eighth title within reach, thirty-four year old Salminen is regarded by many as one of the greatest off-road riders of all time. Joined by Tarkkala and Mattila, these three seasoned campaigners were all members of the 2006 FIM ISDE winning team, who last lifted a World Trophy title in New Zealand. With Remes, Salonen and Seistola bringing new talent and inspiration to the squad, Finland launched their 2011 FIM ISDE campaign with a well-rounded and comprehensive line-up.

Not only did the host nation make its intentions clear as a team but also squad member Eero Remes was the overall fastest individual rider round the circuit.

Meanwhile, Tarkkala topped the E3 category with Salminen and Seistola coming home second and third respectively behind Remes in E1. Breaking the mould of Finnish domination, American Kurt Caselli – KTM was fastest in the E2 class as well as placing third overall. Spain ended the opening day in second place with Australia rounding out the top three.

In the highly competitive Junior Trophy class Sweden topped the leader

© Dario Agrati

The FIM ISDE remains the longest standing annual event to feature on the Federation Internationale de Motocyclisme (FIM) racing calendar, with it originally being established in 1913. This prestigious competition provides a unique opportunity for riders to put personal and competitive rivalries behind them, in order to come together as a united team. The World Trophy is fought for by teams of six riders whilst the Junior Trophy is contested by four rider squads. The respective countries then go head to head over a period of six consecutive days, battling for what has to be one of the most highly sought after titles in the Enduro World.

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Muddy hell – Spain’s Cristobal Guerrero fights his way through the forest.///

Finland’s long association and subsequent success with the FIM ISDE is clear for all to see. Having now claimed eight titles in the last twenty years, Finland is one of the most decorated nations to have competed in the event in recent times. Under no illusions as to the rigorous demands that lay ahead of them and motivated by thoughts of a victory on home soil, Finland put forward a watertight squad for 2011. Consisting of Juha Salminen – Husqvarna, Marko Tarkkala – Husaberg, Jari Mattila – KTM, Eero Remes – KTM, Valtteri Salonen – TM and Matti Seistola – Husqvarna, the Finnish World Trophy team was made up

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Right from the word go it became clear that varying weather conditions would play an instrumental role in deciding the eventual victors. Heavy rainfall leading up to the start of the event made for tough and technical going during the first day of the competition. Gaining an advantage from being towards the front of the entry, Finland’s World Trophy team managed to navigate each of the special tests before they became too rutted by other riders.

After two laps and approximately three hundred kilometres the Finnish team arrived back in the paddock a clear six minutes ahead of their nearest rivals.

board at the end of the first day, less than two minutes in front of France. Surprisingly no less than six teams lost one or more riders during the first day’s proceedings – showing just how tough the surrounding Finnish landscape had become. As perhaps expected, France stormed to the top of the Women’s Cup, finishing over thirty minutes in front of their nearest rivals Finland.

Day two saw the competitors use the exact same course as the previous day, although after more bad weather the organisers had reworked several areas of the special tests.

Mirroring their initial performance Finland

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S TA N D I N G S

After two torturous days of competition both riders and teams would be praying for some easier going, but as they soon found out day three of the 2011 FIM ISDE was going to be far from easy.

With sun fully breaking through the clouds for the first time since the event began, riders made their way through a fresh course. Consisting of a single lap with six special tests, the first riders away were only a short distance into their three hundredkilometre loop before the heavens opened once again. Despite the seemingly endless testing conditions Finland further increased their stronghold at the top of the World Trophy class. Twelve minutes ahead of Spain, Finland already looked well on their

© Dario Agrati

further extended its lead at the top of the World Trophy team competition to over nine minutes. Taking advantage of the familiar terrain Remes once again topped the E1 class results with Salminen and Seistola close behind in second and third respectively. Despite the copious amounts of mud and water present, Spain firmly held onto the runners-up position with squad member Ivan Cervantes – Gas Gas finishing the day third in the E3 category.

USA rounded out the top three over ten minutes off Spain’s pace. The chase for the Junior Trophy title continued with France closing the gap on leaders Sweden to just one minute.

Finland’s Juha Salminen gets plenty of home support.///

way to claiming an emphatic win on home soil. Salminen recorded his first day win in the E1 category, placing ten seconds up on countryman Remes, whilst Seistola finished third.

Australia made

their presence felt at the top of the E2 class with youngster Toby Price – KTM recording his first day victory.

ISDE virgin Matthew Phillips – Yamaha impressed many by following countryman Price home in second. Just as they had done during the previous two days,

Sweden continued to hold off France in the Junior Trophy class. With only one minute separating the two passionate squads it was clear that the fight for the title could go down to the wire. Great Britain reinforced their third place position, extending their lead over fourth placed USA to over ten minutes. The French team of Ludivine Puy – Gas Gas, Blandine Dufrene – Gas Gas and Juliette Berrez – TM extended its position at the sharp end of the Women’s Cup, with over fifty minutes separating them from second placed Finland.

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© Dario Agrati

Juliette Berez helps France to Women’s Cup win.///

S TA N D I N G S

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© Dario Agrati

© Dario Agrati

© Dario Agrati

The French girls celebrate their fourth victory in a row.///

Winners Finland are joined by Spain (2nd) and the USA (3rd) on the World Trophy podium.///

Moving past the halfway point in the FIM ISDE, Finland stretched their advantage at the top of the World Trophy class during the fourth day of competition. Two laps equalling a massive three hundred and forty kilometres in length saw Finland move over twenty minutes clear of Spain. Eero Remes reinstated himself at the top of the E1 classification after being demoted to second during the previous day. Meanwhile, countrymen Salminen and Seistola claimed second and third respectively. Caselli continued his winning ways in E2 whilst homeland hero Tarkkala topped E3. The main action took place in the Junior Trophy class where France moved into first place, passing Sweden in the process. Overturning a one-minute deficit, the French team ended the day seven minutes up on their Scandinavian challengers.

Using the same course as the previous day, the fifth and penultimate day of competition witnessed the best weather of the week.

With the end in sight riders and teams

FI M M AG AZ I NE .7 9 / / / J U N E.J ULY.AUGUST 2011

France take the Junior Trophy title for the first time since 2003.///

were keen to make sure their machines made it to the end of this tough event. At the end of yet another gruelling day Finland remained planted at the top of the World Trophy class whilst France further extended their advantage at the head of the Junior Trophy battle. As had been the case since the start of the week, France dominated the Women’s Cup with Finland and Australia positioned second and third respectively.

As is the tradition at the FIM ISDE, the final day of competition consisted of a single motocross test, where the riders are graded into a series of one off motos. Whilst riders spend significantly less time on their machines than during the previous five days, the mx test can never be underestimated with many competitors having fallen foul at the final hurdle over the years. Short of a complete disaster Finland looked set to lift the World Trophy title, and just as they had done during each of the past five days the six-squad members performed flawlessly.

Claiming the World Trophy title for the first

time since 2006 and breaking France’s three year strangle hold of the class, Finland were declared victorious in front of thousands of noisy home supporters.

After playing second fiddle to Sweden during the first three days of competition and taking the lead on day four, France went on to claim the 2011 FIM ISDE Junior Trophy title by thirteen minutes. Sweden had to settle for second whilst Great Britain finished on the third step of the rostrum.

With a huge one hour and twenty minute lead over second placed Finland, France also topped the Women’s Cup for a fourth consecutive year, with Australia rounding out the top three. With six gruelling days under their belts Eero Remes, Kurt Caselli and Marko Tarkkala won the individual E1, E2 and E3 classes respectively.

After another successful edition of this legendary event thoughts now turn to Saxony, Germany where the 2012 FIM International Six Days Enduro will take place.

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PAD D O CK

There is far more to completing an edition of the FIM International Six Days Enduro (ISDE) than just riding a bike round a pre-determined route. As a true test of reliability and endurance each rider’s machine must be regularly serviced, ensuring that it is ready to face the rigorous demands of the following day’s competition. FIM ISDE rules state that no one other than the rider must carry out maintenance on a competitor’s machine.

Therefore consumable components such as tyres, air filters, brake pads and fuel must all be checked, repaired or replaced within an allocated time at the end of each day.

Although the service department staff can only stand by as the riders complete their tasks, their job is to make sure that all of the required parts are close to hand. Whilst many competitors and teams are fortunate enough to have a dedicated support team servicing all of their mechanical needs throughout the gruelling competition, there are a number of riders, who for one reason or another do not have access to such a facility. Throughout each of the six arduous days fuel and parts must be ferried from one checkpoint to the next. It is estimated that throughout the competition the World Trophy teams alone use up to seven hundred tyres in total and around twenty litres of fuel per day.

Since 2000, Austrian concern KTM has operated a fully inclusive servicing department to all riders competing on

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© Dario Agrati

SERVICE WITH A SMILE

KTM’s ISDE service facility is an important refuge for many riders during the ISDE.///

one of their machines. They also provide rental machines to a number of riders and a comprehensive spare parts service if required. On top of their factory entries the orange company commits to maintaining and looking after tens of other machines, making sure the only thing left on the rider’s mind is the forthcoming competition.

KTM Motorsport Marketing coordinator, Jurgen Weiss explains what is involved in servicing the orange family. “For the past eleven years we have provided this racing service for KTM riders. Some of the more established countries competing in the FIM ISDE have their own service support teams, but for countries like Chile, Argentina and Israel for example, the service we can provide is important and gives them the opportunity to compete in this fantastic event.”

Estimating how many spare parts to bring with the limited space they have is one of

the toughest jobs, though Jurgen feels they have it under control. “This year in Finland we brought one thousand two hundred parts, but of course it is very hard to know what to bring. For example, sometimes you need more clutch levers and sometimes you need more plastics. Our team has a lot of experience and most of the staff have travelled to every FIM ISDE since 2006 so we have a good understanding of the event.”

“Although we mainly help the Club teams we are also proud to support some of the Junior and World Trophy teams. At last year’s FIM ISDE in Mexico we helped some world riders whilst this year we are pleased to have the Czech Republic Junior Trophy team on board with us. For some of the amateur Club riders, competing in the FIM ISDE is one of their biggest enduro targets and with the KTM service department they can simply arrive, collect their bike, ride for six days and then go home with no fuss.”

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PA DDO CK

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DOES SIZE MATTER? Preparing for

an FIM International Six Days Enduro (ISDE) is no easy task and riders must make numerous decisions prior to arriving at the event which may ultimately influence their overall result.

Important factors such as clothing, nutrition and a service team must all be taken into consideration, although unarguably one of the most important choices is which category bike to ride. Enduro machines are divided into three classes depending on their engine capacity: Enduro 1, Enduro 2 and Enduro 3. E1 100cc - 125cc two-stroke or 175cc -250cc four-stroke; E2 175cc – 250cc two-stroke or 290cc – 450cc fourstroke and E3 290cc – 500cc two-stroke or 475cc – 650cc four-stroke.

There are obvious advantages and disadvantages to all three categories.

Whilst the lower capacity machines are invariably lighter than their bigger brothers, they can also be underpowered. The dense woodland of the Finnish forests may seem like the perfect place to use a light, nimble 125cc two-stroke. However, riding a small capacity bike flat out for six days can easily take its toll on the motorcycle’s reliability

and overall performance. On the other hand, bikes with bigger engines perform well in deep sand and mud, using their extra power to force their way through difficult situations. One down side to larger machines, particularly four-strokes, is that they often weigh considerably more, making it harder to change direction and carry speed through the corners.

Having been a member of no less than six winning FIM ISDE teams, Finn Juha Salminen - Husqvarna knows better than most what makes the perfect bike. “For me the size of the engine does not make a big difference to the end result. I think most of the top riders rely on their skills and talent rather than the engine. For sure there are places where some bikes work better and some riders chance their riding styles to get the most from the different bikes. Right now I am riding the Husqvarna four-stroke and it is working really well for me but the two-strokes are starting to be more popular again so it really depends on the rider.”

As well as choosing the optimum displacement, riders must also decide

whether to use a two-stroke or four-stoke machine. Again, there are positives and negatives to both and it often comes down to rider preference rather than which is best. Two-strokes are notoriously easy to maintain due to their simple design and construction although four-stroke development has come on leaps and bounds in recent years meaning in certain situations they have a competitive edge.

Finishing runner-up in the E3 class of the 2011 FIM International Six Days Enduro, ex FIM Enduro World Champion Ivan Cervantes – Gas Gas was the second highest placed competitor onboard a twostroke machine. “For sure the two-stroke is better in the very difficult conditions or special situations like the extreme tests and big hill climbs but for most of the year the four-stroke is better for traction and the faster tests. For the FIM ISDE I think the four-stroke is better; you only have to look at this year’s results to see this. Maybe for the amateur rider the two-stroke is better because the reliability is good and if you break something with the motor it is easier to fix.”

© Dario Agrati

Juha Salminen chose to ride an E1 machine in the 2011 ISDE.///

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PAD D O CK

IT’S A WOMEN’S WORLD FIM ISDE is one such place. Whilst this year saw France lift the Women’s Cup, the rest of the field remained highly motivated at all times, determined to put on a strong performance.

Finishing third in the Woman’s Cup Australia beat both the USA and Sweden to secure their place on the rostrum. Team member Alison Parker – Yamaha explained a little about what makes the FIM ISDE so special for her: “It’s great to be able to come here and represent our country in a dedicated class. There is a good set up with the rules so even if you have a bit of an off ride you’re always encouraged to push on and continue to compete the next day. The scoring is a little different for the women and I think it works really well. It would be awesome to get more women onboard and try to convince some other nations to put forward a female entry. This is my fourth FIM ISDE and I’ve had another brilliant time this year.”

© Dario Agrati

Ending their 2011 FIM ISDE campaign just outside of a podium position in fourth, Sweden’s Jessica Jonson – Gas Gas said: “This is my seventh FIM ISDE and this has been my best result ever. I’ve really enjoyed the terrain here in Finland; it is a little bit like we have at home in Sweden. Since I first rode the FIM ISDE I have seen a good progression with female riders. The level of riding has improved. Of course I would like to see some more women riders but this has been a very good year for me.”

Six teams competed in this year’s Women’s cup at the ISDE.///

The Women’s Cup

was first introduced into the FIM International Six Days Enduro (ISDE) in 2007. Although women had previously competed in the gruelling event for a number of years this marked the first time they had been given a dedicated class in which to ride. Initially won by the USA, France have since become the dominant force having claimed the esteemed title an amazing four consecutive times. This year saw five women’s teams

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travel to Kotka, Finland in order to enter the eighty-sixth edition of the FIM ISDE, with France, Sweden, Australia, Finland and the USA all keen to stake their claim to be amongst the best female Enduro riders in the world.

There are few other competitions where you can witness amateurs and professionals, men and women standing shoulder to shoulder ready to do battle. However, the

Battling hard in the motocross test during the sixth and final day of competition, Finland’s Hanna Mertsalmi – Yamaha helped her home nation to finish second overall. “This is my first FIM ISDE and I have found it very hard. I have only really ridden national enduro events before now so I wouldn’t really say that I knew what to expect, but it has been good. Maybe it has been harder than I first thought and if you would ask me to do the same again next week I would say no, but I think I will come back again next year. For sure it would be nice to see more female teams here, but I am pleased with my performance this year – we have finished second, which is brilliant.”

by Stuart Taylor

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S TA N D I N G S

POLES SUPREME AGAIN

© BSI Speedway Ltd

FIM SPEEDWAY WORLD CUP 2011

‘Going for Gold’ - Jaroslaw Hampel leads the way in Heat 24.///

THE POLISH TEAM WHO WERE CLEAR FAVOURITES BEFORE THE COMPETITION ROARED TO THEIR THIRD SUCCESSIVE VICTORY IN THE FINAL OF THE 2011 SPEEDWAY WORLD CUP BUT, NOT FOR THE FIRST TIME, THEY GAVE THEIR SUPPORTERS A MAJOR FRIGHT BEFORE GETTING THEIR HANDS ONCE AGAIN ON THE OVE FUNDIN TROPHY. 14

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© BSI Speedway Ltd

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‘A clean start’!

Left to Right: Jason Crump, Jansusz Kolodziej, Nicki Pedersen.///

The series opened at the Vojens Speed Center, Denmark where the home team were expected to face stiff opposition from the Australians and Swedes. The young Australian side were happy to have captain Jason Crump back after he had missed the whole of the previous year’s competition through injury and the Swedes were hopeful that Antonio Lindback would be able to repeat the form he had shown in the 2010 Grand Prix Challenge at this track. The home side had a solid look but were missing Hans Andersen, struggling to regain his form after a broken leg had kept him away from the track for much of the year. New Danish Team Manager Anders Secher bravely selected unfashionable Mads Korneliussen but his three wins and a twelve point total proved crucial as Denmark qualified directly to the Final with 50 points in a last-heat decider. Sweden with 48 points proved worthy opponents and the Aussies, after a poor start to the meeting, on 47 joined them for the Race Off. Two days later we were in Great Britain at the Norfolk Arena, Kings Lynn. A major disappointment here was that the Russian

FI M M AG AZ I NE .7 9 / / / J U N E.J ULY.AUGUST 2011

team were facing major financial and visa problems and at one stage seemed likely to withdraw. They were eventually able to field a 4–man team but were considerably weakened by the absence of the Laguta brothers and Emil Sayfutdinov.

They finished the evening only one point ahead of the Czech Republic team who relied too heavily on their top scorer Lucas Dryml, who suffered a torrid meeting with engine problems and two disqualifications.

The Brits could not be faulted for effort but were left with too much to do after disqualifications for Scott Nicholls and Tai Woffinden. So it was the World Champions who sailed confidently into the Final once again helped by a superb 15-point

maximum from Krzysztof Kasprzak and with Tomasz Gollob looking ominously confident.

On to Gorzow and the superb Edward Jancarz Stadium where despite the absence of any home interest there was a large crowd to witness the Race Off meeting. The afternoon practice had been cancelled due to heavy overnight rain but the track staff had worked tirelessly to produce a good racing surface and the teams responded with some first class racing. Pre-meeting predictions suggested that the Australians were favourites and they did not disappoint with young Troy Batchelor top scoring and leading his team into a deserved place in

A section of the capacity crowd in Gorzow.///

© BSI Speedway Ltd

The FIM SWC is always a busy time for organisers and officials as well as the riders, with four meetings in eight days and in three different countries. Promoted by BSI Speedway Ltd. this was another successful series and thankfully this year’s competition did not suffer the complications caused by the weather in 2010.

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S TA N D I N G S

© BSI Speedway Ltd

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‘High flying Pole’. Captain Tomasz Gollob celebrates victory.///

the final. Sweden finished in second place, relying perhaps too heavily on Jonsson and Lindback and the Russians, despite the return of Sayfutdinov, were unable to make any impression on the top two. Great Britain was again a disappointing last and only the spirited efforts of the inexperienced Ben Barker in support of skipper Chris Harris, kept them in touch with the Russians.

The Saturday of the FIM SWC Final brought fine weather and a sell-out crowd to the 15,000 capacity stadium with a carnival atmosphere and an anticipation of another home victory amongst the Polish fans. There were no surprises in the team selections and the track looked in good condition and so an evening of great racing and high drama was in prospect. The importance of this championship was apparent during first few races as riders nervously tried to anticipate the starts and the Referee firmly imposed his authority. As a result the first four races took over an hour to complete before calm prevailed and this appeared to have the greatest unsettling effect on the Polish team. After eight heats of racing the Poles were last with precisely 8 points and appeared to be far from the champions they were expecting to be.

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The victorious Poles with Team Manager Marek Cieslak & the Ove Fundin Trophy.///

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Final scores were Poland 1 2 3 4 5

Krzysztof Kasprzak Jaroslaw Hampel Tomasz Gollob Piotr Protasiewicz Janusz Kolodziej

Australia 1 2 3 4 5

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Jason Crump Darcy Ward Troy Batchelor Dave Watt Chris Holder

Sweden 1 2 3 4 5

Andreas Jonsson Fredrik Lindgren Antonio Lindback Jonas Davidsson Thomas H Jonasson

1 2 3 4 5

Mads Korneliussen Bjarne Pedersen Niels Kristian Iversen Nicki Pedersen Kenneth Bjerre

Denmark

Those who were in Leszno for the World Cup Final in 2009 when Poland first took the title will remember that, having been six points behind with only three races to go they won the trophy in a classic final race with a tapes-to flag win by Tomasz Gollob over the local star, Australian Leigh Adams.

Now in Gorzow the partisan crowd were looking for a saviour and, once again that saviour would be Tomasz Gollob.

In heat nine, starting from the unfavoured gate 2, Gollob streaked away to take Poland’s first race win of the night.

Team Manager Marek Cieslak then made a shrewd tactical move by using Gollob again as a substitute in Heat 10 and playing his ‘Joker’ card by which Gollob would score double points. This time Tomasz failed to lead from the start and for two laps stalked Denmark’s Kenneth Bjerre before swooping inside him in a stunning move to win, and bank six very valuable points for his country.

This was the undoubted turning point of the meeting. In the pits Polish heads which had been drooping only a few minutes earlier FI M M AG AZ I NE .7 9 / / / J U N E.J ULY.AUGUST 2011

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1

2

3

4

5

6

Pts

2 2 1 0 1

1 0 3 TJ 1

0 3 6 3 0

3 3 3 2 3

2 3 1 3 2

3

8 11 17 8 7

1

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pion Ove Fundin was in Gorzow to present the FIM SWC trophy named after him.

Looking remarkably fit at 78 years the Swedish legend, still a regular motorcyclist, was accompanied by his brother and had ridden his own BMW motorcycle from his home in France, thoroughly enjoying himself watching the racing and chatting in the pits to many friends and admirers.

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It was fitting that multi-world cham-

were now visibly proud, the enthusiasm was back and the prospect of victory for the third successive year a real possibility again.

With Jarek Hampel winning Heat 11 and Gollob again at the front in Heat 12, the battle for the title was now between Poland and Australia and the lead changed hands several times. The home team with the greater experience and the noisy support of the crowd were pressed all the way by the enthusiastic Aussies determined to enjoy the experience to the full – a culture reminiscent of the young Americans of three decades ago.

Ultimately the Australians were unable to match the solid team performance of the Poles and it was perhaps fitting that Gollob won the final heat beating opposing Captain Jason Crump to seal a six points victory. Sweden, for whom Andreas Jonsson was a huge disappointment, were the bronze medallists one point ahead of a Danish team in fourth place missing Nicki Pedersen’s usual fiery support.

As the fans, riders and officials left the Edward Jancarz Stadium it was time to reflect on what had been another successful Speedway World Cup. On the positive side, Poland can feel satisfied at winning their third successive World Cup and to have organised the Race Off and Final meetings in a very professional way.

The Australians will have been disappointed at losing so narrowly once again but they have a young team with a lot of talent following up. They must surely expect to regain the number one spot in the next year or two. The Danes and the Swedes lacked the consistency needed to deal with the pressures of this competition and the British no longer have the strength in depth to mount a strong challenge. However the Russians, hampered by visa, economic and injury problems this year, look to have the potential to become a force at the top of world speedway and we can expect them to be major contenders for this title in the future.

The official World Rankings as a result of this competition are: 1. Poland; 2. Australia; 3. Sweden; 4. Denmark; 5. Russia (3rd in Race Off ); 6. Great Britain (4th in Race Off ); 7. Czech Republic (20 points in Event 2); 8. Germany (9 points in Event 1).

With Great Britain hoping to stage the event in 2013 at the proposed National Speedway Stadium in Manchester it could be Sweden who will host next year’s FIM Speedway World Cup. Venues and dates for the 2012 competition will be announced later this year.

by Graham Brodie

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/ / / FI M I N S I DE

2011 FIM MOTOCAMP THE FIM TOURING & LEISURE COORDINATOR, MAGGIE SUTTON ATTENDED THE 2011 FIM MOTOCAMP AT GLASTONBURY, IN GREAT BRITAIN FROM 8-10 JUNE AND SPOKE TO ONE OF THE CO-DIRECTORS, PAULA FIDGE. THE OTHER CO-DIRECTOR WAS KEITH FREAK, A VETERAN FIM EVENT PARTICIPATOR AND MEMBER OF THE TOURING AND LEISURE COMMISSION.

Why Glastonbury? Previous FIM events in the UK had been in Scotland, the north of England and in Wales: it was time to give FIM-goers the chance to visit the west of England – quintessentially English scenery and totally different roads to travel to the site. The West Country, as the area is colloquially known, is quite undiscovered by the foreign tourist and yet offers a wealth of touring possibilities. Britain is justifiably proud of her history, heritage and culture and the west of England has its fair share.

It also has a strong regional identity for food and drink (think of those two staples of farmhouse produce – cider and cheddar cheese) as well as an identifiable local culture.

M.S.: How did you recruit your helpers?

Maggie Sutton: What prompted you to offer to host a FIM Motocamp? Why now, and why Glastonbury?

Paula Fidge: It was something that had been discussed over the last few years with the British participants – we all felt that it was time to bring the Motocamp to Great Britain. The real catalyst was the untimely death of one

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of our participants at the Motocamp at Alcañiz in 2008. This was a wake-up call in so many ways to all of us – a reminder that none of us was getting any younger, that we do not know what is around the next corner – so we might as well stop talking about holding a Motocamp and get on with it. We settled on 2011 as it would give us a 2-year lead in to organise the event.

P.F.: About 20 months before the Motocamp, we wrote to all those who had participated in any of the FIM events during the last five years, to the Meritum group and also to those clubs whose members were active in participating in FIM events. Having gauged the interest, we set up a volunteers’ meeting at a camping weekend some 16 months before the Motocamp and from that initial meeting we gained the main body of our helpers.

We also asked the helpers to contribute (i.e. pay) to work at the event. This ensured we had a focussed team who were only there to help.

FIM M AGA ZINE . 7 9 /// J UNE .JULY.AU G U ST 2 0 1 1

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Bearing in mind that in the prevailing economic climate corporate sponsorship was not forthcoming, we had a simple choice to make: we made the best event we could from the entry fees alone. We wanted to offer a damn good event, showing that you don’t have to break the bank to do it.

M.S.: What aspect did you find the most difficult to organise? the easiest?

P.F.: The one thing I found most difficult was perception management. The easiest – actually running the Motocamp!

M.S.: Was there anything that disappointed you/surprised you during the event?

M.S.: With hindsight, is there anything you would have done differently?

P.F.: With the organisation of any event, there are always those things that could have been improved upon or done differently and I’m sure we could all put together a comprehensive list: hindsight is a great tool. We were fortunate in that we weren’t too prescriptive about the way in which the event ran and so were able to trim and alter parts of the event to suit the prevailing weather conditions.

P.F.: The whole idea of having an FIM event in the UK was a gamble – it was important that we got the price/quality equation right in order to attract people to do some things that they don’t generally do – catch a ferry, drive on the other side of the road, go somewhere cool/damp for their holiday, use a “strange” currency, eat odd food, drink odd beer (hopefully) etc., the list goes on. In fact, these are the very things that attract the touring Brit to undertake the journey to FIM events! What disappointed me most were the narrow horizons of some of the participants coming to the event.

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M.S.: After your experience, do you have any advice for prospective organisers of a FIM classic touring event?

P.F.: • Attend as many of the touring events as you can, and make sure your team has, too. These will be your yardstick.

• Get your quality/value equation right – don’t be tempted to fleece your participants by charging over the top prices for camping. Don’t charge too much for alcohol and make sure your food is edible. Consider not surcharging those who turn up a day early.

• Be friendly and welcoming – the participants are your guests and they are why you are running the event.

• Do not try to pack too much into the event – be as flexible as you can as the event unfolds.

• Plan for bad weather. In fact, plan to mitigate as many of your risks as you can.

• Put some joy into your event – it needs soul. Do not worry about holding the most technically perfect Motocamp – try to run an enjoyable one instead.

M.S.: How did you find the attitude/ response from the participants?

• Do not worry about the politics around the classic touring events.

P.F.: The vast majority of participants had a great time – we have had emails of support and thanks from many. It is wonderful to have had the event appreciated for what we were trying to achieve. This is all due to the attitude of our volunteer helpers – their constant welcome and affection for the participants made the difference.

• You will not please everyone.

This event attracted almost 300 riders from 16 nations. For the Motocamp Challenge results, consult the touring section on the FIM website.

Words & photos Maggie Sutton

PAULA FIDGE  Born in the UK in 1960  Works in the Defence industry as an IT Programme Manager  Has been riding motorcycles since 1980 and started her involvement in the British motorcycle rally scene that same year

 Holds a FIM Touring Steward’s Licence and has been attending FIM classic touring events since 1986. She married Bryan Davies in 1987 and they spent their honeymoon at the FIM Rally in Cap d’Agde  She and Bryan try to attend as many FIM Rallies and Motocamps as they can

 Secretary of the Mayflower Motorcycle Club, a national touring club in the UK

FI M M AG AZ I NE .7 9 / / / J U N E.J ULY.AUGUST 2011

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© Youthstream

Cairoli's Italian "grinta" makes the difference with "the rest of the world".///

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FIFTEEN ROUNDS & FOURTEEN COUNTRIES, SIX DIFFERENT GRAND PRIX WINNERS IN MX1 (MAX 450CC FOUR-STROKES) AND THREE IN MX2 (MAX 250CC FOUR-STROKES), TWO FIM WORLD CHAMPIONS. THE 2011 FIM MOTOCROSS WORLD CHAMPIONSHIP ON THE PAGE IS A COLLECTION OF NUMBERS AND A LIST OF ACHIEVEMENTS REFLECTED IN DIGITS. AWAY FROM THE STATS THE SIX-MONTH TREK AROUND AND WITHIN THREE DIFFERENT CONTINENTS ALSO PROVIDED SOME TIMELY STORIES, POWERFUL MEMORIES AND VIVID EXCITEMENT. FIM M AGA ZINE . 7 9 /// J UNE .JULY.AU G U ST 2 0 1 1

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FIM MX WORLD CHAMPIONSHIPS, WORLD CLASS! For starters, defending MX1 champion from 2009 and 2010 Tony Cairoli overcame an early season knee injury to wrap-up a third crown in a row and second for Red Bull Teka KTM. His teammate Ken Roczen weathered an intense duel with fellow teenager Jeffrey Herlings all year to become the youngest ever title winner at seventeen years of age and justify the sharp rise of popularity and fervour for motocross in Germany by grasping the country’s first FIM world championship in 43 years. Monster Energy Yamaha’s Steven Frossard completed a remarkable rookie campaign to finish as MX1 runner-up, his

MX2 teammate Gautier Paulin would ace the Italian Grand Prix at his first attempt in the premier class and Evgeny Bobryshev became the first ever Russian winner for 31 years.

The series welcomed back some old faces in the forms of 2008 MX2 runner-up Tommy Searle (who would go on to finish third in 2011 on a CLS Kawasaki Monster Energy Pro Circuit machine), Ben Townley (sadly unable to shine due to a pre-season concussion) and Christophe Pourcel, the 2006 MX2 champion winning three of the last six MX1 races on a CLS Kawasaki).

© Zanzani Nikon

King of cool! Roczen chilling out with Tonus before the start.///

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S TA N D I N G S

© Zanzani Nikon

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A challenged Laier may have lost battles but she wins the war.///

Aside from the KTM factory’s second sweep of both categories perhaps the most astonishing story of 2011 has been the reminder that motocross is arguably the toughest motorsport there is on the planet.

The rate of injuries to a large section of the MX1 top ten meant that the class was looking a little threadbare in the final events of the season. Rockstar Energy Suzuki World MX1 were ravaged for riding personnel when MX1 championship pace-setter Clement Desalle was hurt, not once but twice in nonGP races; the second occasion ending his

riding possibilities for 2011 with four Grands Prix remaining and Steve Ramon is lucky to be able to make a recovery from his spinal injury sustained in practice for the round at Lommel (Belgium). David Philippaerts, Ken De Dycker, Max Nagl, Evgeny Bobryshev, Townley, Valentin Teillet, Steven Frossard, Glen Coldenhoff were just some of the names that had to endure treatment and miss lining up in the gate.

The ‘excitement’ came through some open warfare in MX1 where it was unclear Bill and Laier unite for better and for gold.///

each and every weekend who would be pushing for the top step of the podium and although Cairoli would take the overall chequered flag in Spain, Latvia, Belgium, Great Britain and Germany it was his consistency (missing a trophy in only the first three rounds) that created the base for his championship push. The races in Latvia and Belgium were the only ones that were clinched back-to-back by the same rider. In MX2 Roczen and Herlings put the opposition largely in the shade with only Searle (on two occasions) entering the winner’s circle before the KTMs. Roczen owned eight Grands Prix compared to Herlings’ five and his superior win-rate in just his second full season was the major difference.

Roczen was in a position to make history for Germany on home turf at Gaildorf for the penultimate round, and to see the youngster carried aloft weeping to the podium was one of the most intense memories of 2011. Similar emotion surrounded first triumphs for Bobryshev (also in Germany, at Teutschenthal) and Frossard (fittingly at St Jean D’Angely).

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© Nuno Laranjeira

The recollections are easy to visualise thanks to some inspiring meetings this season where the weather was largely

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S TA N D I N G S

kind and the fans continued to support the sport in difficult economic times by still coming through the gates to get their fill of this most accessible, spectacular and tangible of motorsports. The packed grandstands at Indaiatuba brought a shiver to the spine and the passionate Brazilian public were rewarded with some fantastic action in MX1 as David Philippaerts worked hard for his sole victory of the year. Similar atmospheres were enjoyed at Teutschenthal and the eagerly awaited return to Matterley Basin in the UK for one of the best racing tracks in Europe. Staple events like Bulgaria, Sweden, Portugal, the Czech Republic, Latvia and Italy helped provide some of the vast diversity of the series where teams and riders could one week move from hard-pack to sand, from tight tracks to fast sweepers, from hillsides to a levelled landscapes.

The FIM Motocross World Champion carries a richness to it, an organic feeling, with every Grand Prix reproducing a special flavour of a particular country as the calendar moves from the sand of Holland to the red dirt of Brazil, the dark soil of England and the light hard-pack of Italy. On these stages the world’s top riders take their chances and also create thrilling and ‘real’ entertainment.

The world of motocross does not just stop with MX1 and MX2 however. Julien Bill returned to the MX3 World Championship for the first time in four years and with unfinished business after previously winning Grands Prix and finishing third in 2005. The 28-year old Swiss was in a mean mood on his Honda CRF450R and gathered eleven races from the fifteen held (the opening round in Greece was washed

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out and the meeting cancelled after just one race) to become Switzerland’s first FIM MX World Champion and classified ahead of Milko Potisek and Martin Michek.

The seven-round Women’s World Championship went down to the last event in France as defending number one Stephanie Laier was able to defend her crown by a slender nine point margin over Chiara Fontanesi. The factory KTM rider lifted her third title in a row as the German shared victories in all the races with the young Italian in what was a tight two-way scrap for the main prize in what is just the fourth year for the ladies in an official FIM sanctioned series.

by Adam Wheeler

© Nuno Laranjeira

Bill aims for the FIM MX3 World Title and comes out on top.///

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© Youthstream

YOUNG GUNS MOTOCROSS’S GOT TALENT!

THE 2011 EDITION OF THE FIM JUNIOR MOTOCROSS WORLD CHAMPIONSHIP TOOK PLACE IN THE ITALIAN TOWN OF CINGOLI. SINCE ITS CREATION IN 1999, THE ‘FIM JUNIOR’ HAS BEEN GROWING STEADILY AND BECOME THE YEARLY ‘RENDEZ-VOUS’ FOR YOUNG RIDERS. For those who are not familiar with this event there are 3 classes: 65cc, 85cc and 125cc. The event must be run on 2-stroke engine motorcycles. Not only are these motorcycles easier and cheaper to maintain – very often the parents are the kids’ sponsors and support - the 2-stroke

also plays a very important role in the development of these youngsters’ riding skills. The main rule changes for this year consisted of a maximum of 5 riders per country and 7 for the organising country, the new age limits (65cc: min. 10 – max. 12 years; 85cc: min. 11 – max 14; 125cc: min 13 – max 17) and the fact that each rider can have one motorcycle only for the event.

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© Youthstream

© Nuno Laranjeira

Still, despite the reduction in entries, 200 riders representing 39 countries found their way to the event and gave it all they could aiming for FIM gold. Some are tense but they all have that sparkle in their eye.

This is their event, their time to show their potential on the world scene. Amongst them, there was one girl Staša Braniselj from Slovenia, 10 years of age and racing in the 65cc class. She tried hard but did not qualify. But this event is also one of encounters; a chance to meet a person like Andrianjaka Razafindrakotohasina from Jorge Prado Garcia (SPA) - 65cc FIM JMX World Champion./// FIM M AGA ZINE . 7 9 /// J UNE .JULY.AU G U ST 2 0 1 1

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Saturday qualifying already unveiled the intentions of the future winners.

65cc With a practice time of 1’42.523 Spain’s Jorge Garcia Prado set the tone for the race. 0:00.216 seconds behind was Italian Gianluca Facchetti but the remaining riders were at least on more than 2 seconds.

85cc France’s David Herbreteau took the pole with a time of 1’53.652 but Latvia’s Pauls Jonass was already in hot pursuit (1’54.707).

125cc Philipp Kartner from Austria (1’48.201) dominated the 125cc class. He was closely followed by Joseph Savatgy (1’48.317) and Chris Alldredge (#29, 1’48.774), both from the USA. The Sunday races were very exciting.

Motocross has talent all over the world and the 2011 edition of the “FIM Junior” is there to prove it. Racing was intense and each position counted. The young riders gave their best even if some of them lack consistency, a view of the race results show that Europe, North and Latin America, Australia, Africa and Asia have in their ranks what it takes.

65cc The first 65cc race started with the holeshot of Italy’s Gabriele Oteri. He led for more than two laps and started to build up a comfortable lead until he crashed and dropped back That opened the way to Spanish Jorge Prado Garcia who won the race leading Tamur Talviku from Estonia and Riccardo Lauretti from Italy.

A dominant Jorge Prado Garcia took the holeshot in the second race, never to give up his leader position. Brazil’s Enzo Lopes came in second position and Australian Hunter Lawrence scored third.

85cc The first race saw Pauls Jonass (LAT) claim victory over France’s Thomas Do who was all over him. American Chase Bell showed good speed and finished 3rd place.

In the second race, nobody could match the speed of Chase Bell who was the only rider in the 85cc class to jump the step-ups. With a second place in front of Thomas Do, Pauls Jonass secured the overall win and FIM 85cc Junior Motocross World Title.

125cc In the opening stages of the first race Tim Gajser (SLO) took the holeshot, James Dunn (GBR) and Luca Moroni (ITA) were fighting for first place but the two crashed and this opened the road to victory for Tim Gasjer. Joseph Savatgy (USA) fought his way through the top 10 to second and James Dunn came in third.

In the second race, Joseph Sawatgy quickly took over the lead from Damon Graulus (BEL). One might have thought that the race was done but that was counting without

© Nuno Laranjeira

Madagascar; one of the many new faces.

He too did not qualify but he very much enjoyed the experience. And that is what it is all about!

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Joseph Savatgy (USA) - 125cc FIM JMX World Champion.///

Jeremy Seewer (SUI) who hunted Sawatgy down and quickly made a comfortable gap.

In a sprint to the finish between 4 riders, Chris Alldredge (USA) claimed third place.

Tim Gajser crashed at the beginning of the race and had to fight back to position 14 from the very last place.

Oh, just for you to know: next year’s FIM Junior Motocross World Championship is scheduled on 12 August 2012 in Sevlievo, Bulgaria. Don’t miss it!

65cc - Final standings: 1 Jorge Prado Garcia (ESP/KTM) 50 pts 2 Enzo Lopes (BRA/KTM) 40 3 Riccardo Lauretti (ITA/KTM) 38 4 Tamur Talviku (EST, KTM) 34 5 Lawrence Hunter (AUS/KTM) 33 6 Jakub Teresak (CZE/KTM) 30 7 Alexander Brown (GBR/KTM) 22 8 Oliver Mahr (AUT/KTM) 20 9 Andrea Zanotti (SMR/KTM) 18 10 Gabriel Jairala (USA/KTM) 17, etc.

85cc - Championship standings: 1 Pauls Jonass (LAT/KTM) 47 pts 2 Chase Bell (USA/ Kawasaki) 45 3 Thomas Do (FRA/KTM) 42 4 Ben Watson (GBR/KTM) 31 5 Corentin Perolari (FRA/KTM) 30 6 Kade Walker-Tinkler (CAN/KTM) 28 7 Volodymyr Tarasov (UKR/KTM) 26 8 Michael Mosiman (USA/Suzuki) 24 9 Nathan Renkens (BEL/MB Tuning) 18 10 Brian Hsu (TPE/Suzuki) 17, etc.

Nuno Laranjeira

125cc - Championship standings: 1 Joseph Savatgy (USA/Suzuki) 44 pts 2 Jeremy Seewer (SUI/Suzuki) 43 3 Chris Alldredge (USA/Yamaha) 35 4 James Dunn (GBR/KTM) 35 5 Damon Graulus (BEL/KTM) 32 6 Tim Gajser (SLO/KTM) 32 7 Benoit Paturel (FRA/ Yamaha) 29 8 Luca Moroni (ITA/KTM) 26 9 Hector Rodriguez (VEN/Yamaha) 25 10 Calvin Vlaanderen (RSA/KTM) 23, etc.

Pauls Jonass (LAT) - 85cc FIM JMX World Champion./// FI M M AG AZ I NE .7 9 / / / J U N E.J ULY.AUGUST 2011

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PAD D O CK

© Nuno Laranjeira

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AMERICANS ABROAD

© Nuno Laranjeira

A LOOK BEHIND THE SCENES OF JUNIOR TEAM USA

FIM: When did American riders participate for the first time in the FIM Junior Motocross?

Kip Nigelow: They were there from the beginning. A very young James Stewart participated in the first ever FIM Junior Motocross World Cup in Gaildorf in 1999 but he did not win the event.

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TEAM USA HAS BECOME PART OF THE FIM JUNIOR MOTOCROSS WORLD CHAMPIONSHIP AND IS A FORCE TO BE RECKONED WITH. AMA’S KIP BIGELOW TELLS US SOMETHING MORE ABOUT THE AMERICAN EFFORT OVER THE PAST FEW YEARS AND WHAT IT TAKES TEAM USA TO PARTICIPATE IN THE FIM JUNIOR MOTOCROSS WORLD CHAMPIONSHIPS.

FIM: What have been the best results so far?

K.P.: Past American winners; there have been some. In the 65cc Jake Pinhancos took the crown in 2010. In the 85cc class there were Ryan Villopoto in 2003 and Zach Osborne in 2004. In the 125cc class, there were Blake Wharton in 2007, Eli Tomac in

2009 and this year Joey Savatgy. 2010 was the first time the US has fielded a “Team USA” and we won.

FIM: What was the American rider effort this year and how did they perform?

K.P.: We brought over 10 riders; in the 65cc class: Gabriel Jairala (10th) and Derek

FIM M AGA ZINE . 7 9 /// J UNE .JULY.AU G U ST 2 0 1 1

PA DDO CK

FIM: What did it take as team staff to support your riders this year?

K.P.: There were 15 mechanics, 1 team manager, 1 AMA delegate and 47 family members.

FIM: Budget wise, what are we speaking of?

K.P.: The estimated figure for the entire team is easily $250,000 but I believe that if I could accurately account for all expenses it would be more. We get support from FIM North America, AMA, different distributors, sponsors and auctions.

Drake (17th); in the 85cc class: Chase Bell 85cc class (2nd), Michael Mosiman (8th), Mark Worth (11th) and Tyler Rosa (DNQ); in the 125cc class: Joey Savatgy 125cc class (1st), Chris Alldredge (3rd), Matt Bisceglia (12th) and Josh Mosiman 125cc (DNQ). We won the Team award and finished as World Champion in the 125 class and second in the 85cc class.

FIM: How is this event rated in the American Motocross community?

K.P.: This event has become more noted in the past two years than in all the years prior. This is because of the Team aspect that we have embraced. I have announced the Team at our National Championships at “Loretta Lynn’s” the past two years and I think that helps as well.

FIM: What is it that brings the USA to the FIM Junior Motocross every year?

K.P.: There are several; first: to build a relationship with the FIM. Then, there is of course the recognition of being a FIM World Champion. There is also the competition and the unique experience this is to the families.

FI M M AG AZ I NE .7 9 / / / J U N E.J ULY.AUGUST 2011

providing motorcycles for our riders, arranging paddock representation were the biggest issues. Minor issues include: team gear, fuel, food, cold drinks, finding a test track, getting a photographer, etc. And then once in Europe, there is the language barrier, the food, the driving directions, etc.

FIM: And how did you experience the Cingoli event?

K.P.: Registration, technical inspection and the opening ceremony could have been better but on the whole the event was well run and the people were friendly. Overall the riders performed very well. We do not have track conditions anywhere in the US like there were in Cingoli. The track was very, very hard packed and most of our riders race on loamy dirt. Considering their lack of experience I think they did very well.

FIM: Will the USA be back next year?

K.P.: I hope so. Having it in Bulgaria will

© Nuno Laranjeira

FIM: How do you organise yourselves to come over?

K.P.: The AMA one team manager and 6 riders to be “supported” riders. This is initiated by the FIM North American budget. The AMA then covers the licences and the insurance for each of these 6 riders. If other American riders want to

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attend they may as long as they cover all of their expenses and our quota of entries is respected. This year we had 4 riders that covered all of their expenses. I also conduct various fund raisers to help the “selected” riders and Team Manager. Last year I raised about $20,000 with on-line auctions and this year I believe we will raise even more.

FIM: What are the main problems you face?

K.P.: You name it! There are issues that need to be resolved each and every day leading up to the event. Hotel accommodation, communication with the organiser,

make it much more difficult to come.

We will have a very hard time getting support in Bulgaria to help with trucks and motorcycles. But until I begin to look into what major issues we will have I really can’t answer this well.

FIM: Will the race travel to the US in the future?

K.P.: This is my primary goal. Please keep me informed as to what needs to be done from my end.

by Dirk De Neve

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/ // G ALLE RY

YOUNG, YOUNGER, YOUNGEST When you see Jorge Prado Garcia, he looks like every other kid of his age.

But he has some extraordinary riding talents which he displayed in Cingoli at the recent FIM Junior Motocross World Championship. Present at the FIM Motocross of nations in St-Jean d’Angély, he started off this interview kind of shy but quickly grew into his role and answered fast and spontaneously like any other 10-year old.

© Nuno Laranjeira

JORGE PRADO GARCIA IS YOUNG. HE IS ACTUALLY YOUNGER THAN KEN ROCZEN. THE FIM PROUDLY PRESENTS ITS YOUNGEST 2011 MOTOCROSS WORLD CHAMPION! riders! My father helped me a lot with the motocross because he had ridden motocross before, but I didn’t know!

Then we found support from a Dutch team and they gave me some better parts for the bike. We also realized that if I trained more, I got better results, so I have started swimming everyday and training more and more since I won the World Championship!

ON ROAD RACING ON WINNING THE FIM 65CC J.P.G.: We are very good friends with JUNIOR MOTOCROSS WORLD Sete Gibernau and last year we went CHAMPIONSHIP to his house and I tried road racing. I Jorge Prado Garcia: I never imagined enjoyed it a lot but it is very different that I could be here, it is the FIM MX1 from Motocross, and I prefer the off & MX2 Championships!!! But I did road. I was riding so well that Sete my best and now I’m here! Now I am offered me to take part in the road looking forward to starting the next racing European Championship, but season. I am still in primary school, I he also told me that I should focus on missed some lessons, but the teacher what I really wanted to do. So I am gave me some homework in order focusing on Motocross. The rider I Born: 5 January 2001 in Lugo, Galicia, Spain. not to lose the rhythm of the class. like the most is Valentino Rossi. When 65cc FIM Junior Motocross World Champion.

My friends don’t really know what I was younger what I liked the most is happening to me. When I won the 65cc FIM Motocross World was Rossi, Rossi, Rossi, Rossi, more than motocross or anything Championship I was in all the newspapers of my town and they else. When I was younger and didn’t want to eat the sandwiches were congratulating me, but they don’t know anything about made by my grandmother, she used to tell me that they were made motocross. following Rossi’s recipe, and then I ate them!

ON HIS FIRST INTENTIONS J.P.G.: Before starting riding motocross my dream was to become a Trial World Champion. When I was three years old my parents bought me the first trial bike and on Sundays we went riding and we had fun. Once, my father decided to take me to a Trial championship and I did really well. I then went to take part in the Catalan trial championship, because it is one of the best ones in Spain, and I got really good results. I know Albert Cabestany and Fajardo, who told me off one day! One day I was messing around in the boxes and he crashed and then I went to see him in the truck and he told me: “What are you doing here?” and I said “I came to see you.” Then he asked me who was my favourite rider and I said “Adam Raga because you crash all the time!”

ON HIS FIRST STEPS IN MOTOCROSS J.P.G.: One day I went training with my father and I saw a motocross bike and I told my father that I wanted to try one of those bikes. I enjoyed it so much that he bought me one. As I was riding quite well with the Motocross bike, we decided to take part in a race in the Netherlands and I finished last, but the next one I finished with the top

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ON RIDING WITH THE FAMILY J.P.G.: I have a younger sister who is eight years old and sometimes she comes with us when we go training with the bike and she is learning to ride in flat areas. Once she told me that she would like to come to a race with me, but I had to wait for her in order to cross the finish line at the same time! She will now get my bike.

ON WHAT HE LIKES J.P.G.: I like go Karting a bit, but just a little bit. I like road racing a lot and playing in general, but not for a long time. If I start playing football, after five to ten minutes I want to change, otherwise I get bored.

ON BEING AT THE FIM MOTOCROSS OF NATIONS J.P.G.: I am very happy to have met Antonio Cairoli and Ken Roczen this weekend and I am looking forward to learning a lot from them next season.

by Isabelle Larivière & Marionna Leiva

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A BULL IN THE ARENA SOON AGED 39, AT THE DUSK OF A LONG AND BRILLIANT CAREER IN WHICH HE HAS MET THE BIGGEST STARS, CARLOS CHECA IS PUSHING AND RUSHING FORWARD TO THE 2011 FIM SUPERBIKE WORLD CHAMPION TITLE, FOR THE GREATER HAPPINESS OF DUCATI.

At the end

of the Silverstone event, which was held on the first week-end of August in England, Carlos Checa has made one hundred starts in the Superbike World Championship. One hundred starts and 34 podiums, among them 15 victories: a more than respectable outcome for the Catalan who started in Superbike with the Honda Ten Kate team in 2008. For the last two seasons he has been defending himself tooth and nail riding the private Ducati of the Italian Althea team. Just like the team (which has only one bike), the Spanish rider was the great beneficiary of the withdrawal of the Ducati official structure at the end of last season. The technical support of the Bologna factory in favour of Althea is a key factor to Checa’s success this season. Not by chance, one

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can find in each race the “wizard” Ernesto Marinelli, former Technical Director of the official team with Troy Bayliss, then team manager replacing Davide Tardozzi in 2010 with Fabrizio and Haga on the factory 1198R, in the Althea pits. Officially private (!), Carlos Checa’s bike is as competitive as an official machine, which allowed Ducati to be able to commemorate in Silverstone its 300th victory in the Superbike since the creation of the Championship in 1988. And Checa has aligned a fourth double win in racing since the beginning of the season, after Phillip Island (Australia), Miller (USA) and Misano (San Marino). With four events before the end of the championship, “El Toro” is 62 points ahead of the second in the provisional classification, the current World Champion, the Italian Max Biaggi.

A FRATRICIDAL DUEL Shaken up, irritated, frequently on the edge - on the track and off it, Max Biaggi hasn’t had an easy game since the start of the season. Maybe the weight of his 2010 title is too heavy on his shoulders? Or is it the irritating rivalry of his compatriot Marco Melandri who came from the MotoGP into Superbike this year? Whatever the reason the agitation of the Roman Emperor gave place to some excesses which cost him dearly in the championship. This was the case for example in Donington during the second event of the season. After the verbal – and physical – clash with Melandri in the pits, Max Biaggi seemed overexcited. He anticipated the start in the second race and refused to make a ride

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through as the rule requests. He was thus disqualified. His manoeuvre in Monza was also incomprehensible. While he was easily leading the second race, he made a little mistake at the end of the main straight and went straight on into the chicane. Instead of coming back to the track following the lane indicated by white lines painted on the ground, clearly described by the race

direction during the riders’ briefing - at which Biaggi was not present -, the Roman, then well in the lead without any pressure of any kind, returned to the track without following the lane. He was penalised again with a ride through, which this time he followed, thus losing all the benefit of a certain victory. While Biaggi lost a large number of points during each week-

end, Marco Melandri quickly learned the subtleties of Superbike and the running of his R1 Yamaha. Moreover, it did not take him long to get his first victory. During the second rendez-vous of the season in Donington (England), “El Macho” took the 25 points of the first race win. Max Biaggi could seethe inside, as he would not win any race until the seventh event

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Italian riders Melandri and Biaggi run after Carlos Checa in the championship title chase.///

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of the season, on the circuit of Aragon in Spain. That week-end, he would have to share the podium glory with Melandri as the two Italians had a fratricidal duel, each one winning a race while the other one finished right behind in second place. This duel perfectly represents the season of both Italians who are running after Carlos Checa in the championship, separated after Silverstone by only 9 points - to Biaggi’s advantage.

WINNING COMEBACK

SERIES OF DISILLUSIONS To say that there are only three riders left in the quest for the title is not betraying a secret.

Behind them, disillusions and difficulties have kept piling up. Amongst them, Honda and its Irish rider Jonathan Rea. Considered as a favorite at the beginning of the season, Johnny had to cope with a difficult bike and especially suspensions which were different from previous years. Injured during winter tests in Australia, then during the race in

AFTER ONE YEAR OF ABSENCE, YAMAHA IS BACK IN THE FIM SUPERSPORT WORLD CHAMPIONSHIP WITH ITS FEARLESS R6. AT THE HELM, CHAZ DAVIES IS IMPERIAL ON HIS WAY TOWARDS THE TITLE.

© Graeme Brown/GeeBee Images

Laverty, 2011 Superbike rider “rookie of the year”! ///

Since the beginning of the season, Yamaha has been the shining light in

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the Supersport World Championship. After the unequalled domination of the Italian Luca Scassa in the first two races, his teammate Chaz Davies took over. After eight races, only the Australian Broc Parkes on a Kawasaki and the young English prodigy Gino Rea on a private Honda succeeded in winning one race each. All the other races were won by both the official Yamaha riders. So, with four races to go until the end of the championship, Chaz Davies is firmly in the lead of the provisional classification with 42 points ahead of the Spaniard David Salom, official Kawasaki rider, and Fabien Foret, official Honda rider. Salom is the only rider of the 2011 table to have scored points in every race. This exemplary regularity allows him to be in the second place and to be better placed than his Australian teammate. As for Fabien Foret, he is paying dearly for a chaotic start of the season marked by injuries. The Frenchman, the only rider to have already won the Supersport World Championship (it was in 2002 with the Honda Ten Kate team), is still running after his first win this season. With five podiums, three of which were second places, the official Honda rider and his experience are certainly the best placed for fighting for the world crown, for the moment promised to Chaz Davies. But being 45 points behind, it seems evident that the task will be difficult. So, after having won the rider title with Cal Crutchlow in 2009, Yamaha once again seems able to impose its R6 at the top of the Supersport elite in 2011.

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Miller when hitting Max Biaggi, Rea crashed once again during the warm up in Misano this June. It has been a nightmare season for the Honda rider who piled up periods of convalescence while the Honda Castrol team went through the races barely scoring any point.

BMW is also disappointing with results which were expected to be at another level.

By hiring the services of Leon Haslam, 2010 runner-up with Suzuki, BMW did not hide its ambitions to race for the title in 2011 after three seasons in the Superbike World Championship. Despite all the fighting spirit of the British rider, the official BMW team only went twice on the podium in third place, once in Australia and the other at Monza.

However, Haslam is fifth in the provisional classification, but 185 points behind the leader. This disappointment is following by a growing sensation of frustration as the Italian Ayrton Badovini, racing on a private

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Laverty. Teammate of Marco Melandri in the Yamaha team, the Irishman, currently fourth in the championship, is keeping his place riding a factory bike and everyone remembers his surprising double win in Monza, ahead of all the stars. For his first season, the Supersport World Champion is going very strong. Congratulations also to Ayrton Badovini, current Superstock 1000 Champion, who is brilliantly riding the private S 1000RR of the BMW Italia team. Frequently ahead of the official bikes, he knew how to take over from James Toseland who spent his season nursing his injuries. Finally, let’s greet the growing power of Maxime Berger, also coming from the Superstock 1000.The Frenchman is surprising by his speed; despite a less competitive material, he shows on riding his private Ducati that he has got talent – he is at least as fast as many favorites in the championship, in spite of his lack of experience at high level.

BMW S 1000RR, regularly finishes his races ahead of the wheels of Haslam.

If the situation for Kawasaki is different, the results are the same: frustration. Much more was expected of the brand-new Kawasaki ZX-10R. With the injuries and the neverending convalescence of Australian Chris Vermeulen, Kawasaki had to call up its joker, the British rider Tom Sykes. Remarkable for some great exploits which still did not allow Kawasaki to climb on any degree of the podium this year, Sykes is, however, not the best classified Kawasaki rider. In front of him is the young Spaniard Joan Lascorz, who is in fact racing his first season in the Superbike World Championship, and who is for the moment in eleventh position.

Luckily, there are some good things to be said. The first one obviously goes to the one who will be nominated “rookie of the year”, the very talented Eugene

FIM SUPERSTOCK 1000 CUP

ITALIAN INVASION

DAVIDE GIUGLIANO IS THE STRONG MAN OF THIS SEASON’S SUPERSTOCK 1000, BUT HE REMAINS UNDER THE DIRECT THREAT OF TWO OTHER ITALIAN RIDERS, LORENZO ZANETTI AND DANILO PETRUCCI, AND THE END OF THE SEASON MAY BE STRONGLY DISPUTED BETWEEN THESE THREE MEN. Facing the overwhelming domination of Ayrton Badovini’s BMW last

by Eric Malherbe

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© Graeme Brown/GeeBee Images

year, Ducati remained in the shadow of discretion. The Italian had won nine out of the ten races and signed for BMW an almost perfect season in terms of achievement.

The scenario has changed this year as Ducati is back in front in Superstock 1000 thanks to Danilo Petrucci and especially to Davide Giugliano. The latter won three out of the six races run and finished once in second place. In fact, he made his first mistake in Silverstone when crashing in the last moment of the race, which meant a DNF for him. Despite this zero point in England, he is still ahead in the championship, 11 points in front of his compatriot Lorenzo Zanetti. Very regular in riding his BMW, Sylvain Barrier’s teammate is collecting podium places (five out of six races). One win for Zanetti in Monza, one win for Barrier in Brno, BMW does not have it as easy as last year and it will be very difficult for the German manufacturer to win against the men of the Bologna factory. Behind Giugliano, Petrucci and Canepa, both on Ducati, have a knife between their teeth. The beautiful victory of Petrucci in Silverstone is witness to this. With six Italians in the seven first places of the championship’s provisional classification, and the two manufacturers Ducati and BMW sharing the first six places, Superstock 1000 has become the exclusive preserve of European riders and manufacturers. And it does not seem to be coming to an end.

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MAGNY-COURS STEPS UP THE PACE WHEN AMBITION GOES HAND IN HAND WITH DEVELOPMENT

SERGE SAULNIER, PRESIDENT OF THE NEVERS MAGNY-COURS BOARD OF DIRECTORS, ANSWERED QUESTIONS FOR THE FIM MAGAZINE ON THE ACTIVITIES AND THE AIMS OF THE CIRCUIT IN THE YEARS TO COME. EVEN THOUGH THE TRACK NO LONGER HOSTS FORMULA 1, IT REMAINS ONE OF THE MOST IMPORTANT CENTRES OF MECHANICAL ACTIVITY IN FRANCE. What are your objectives in the short and medium term as President of the Nevers Magny-Cours Board of Directors?

development of three tracks (kart, club and Grand Prix) as well as reducing the running expenses are also part of our priorities.

Serge Saulnier: They’re the expansion of the circuit’s activities and events as well as the overall development of the centre. The

What are the sectors you want to expand even further on the Nevers MagnyCours circuit?

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S.S.: The track, which hosted the French rounds of the Formula 1 World Championship between 1991 and 2008, still runs different meetings throughout the year, tests for the major French and foreign teams, prestige club outings and driving courses. It measures 4,411 km, is open to

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In 2010 the record for the number of spectators was beaten when 84 000 people came to see the World Superbikes.///

everybody and can be hired on an exclusive basis; it can also be used for timed tests, and it has 48 pits of 50m2 each, a pit lane enlarged in 2010 and car parks.

The number of motorbike days on the Magny-Cours circuit has made spectacular progress in the last few years. The MAGNYCOURS MOTO SCHOOL offers bike riders baptisms and advanced courses on the Club Track and the Grand Prix track. The car and motorbike driving courses are specially designed for amateurs, and everything is done to guarantee a day’s training by highly-qualified monitors. It is worth pointing out that the past few years have seen a big increase in the number of days’ driving on the Nevers circuit. Why don’t you have a look at our internet site: www.circuitmagnycours.com What are your expectations and forecasts for the popular success of the Superbike World Championship round between 30th September and 2nd October?

S.S.: The Nevers Magny-Cours circuit hosted the event for the first time in 1991.

In 2003 it became a permanent feature on our calendar. As it’s near the end of the season it’s often the event at which the titles are decided. The 2009 race was a big

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success, and the circuit was honoured with the World Superbike Championship Trophy for the Best Organization. “…the jury estimated that the French circuit had been the best of all those hosting the 2009 Championship in all areas of organisation of the event from a promotional, logistics and sporting point of view” stated Paolo Flamini President of Infront Motor Sports on 16/11/2009.

In 2010 the record for the number of spectators was beaten when 84’000 people came to see the World Superbikes.

The Magny-Cours circuit also has its performance centre. Can you tell us a bit more about that?

S.S.: The Nevers Magny-Cours Performance Centre regroups around twenty companies specialised in the various sectors of competition vehicles. It is also open to other fields like building series production cars, aeronautics and the railways, which can all benefit from the technologies and innovations on the Nevers MagnyCours site.

by Hélène Larivière Press Service, Magny -Cours

MAGNY-COURS IN FIGURES The circuit can hold up to 139’112 spectators (14 numbered grandstands and two unnumbered spectator enclosures).

Guests can also be welcomed in privileged conditions in the 30 hospitality units. The circuit’s press room is capable of holding 250 journalists. 24 surveillance cameras enable the track personnel and the medical personnel to intervene in optimal safety conditions.

The circuit has three tracks: Grand Prix (4,411 km) – Club (2,530 km) – Kart (1,1 km). They are available for professional teams, constructors, clubs and private individuals for testing and for leisure driving throughout the year.

In 2010, in the 415 days of running by professional car and motorcycle teams which took place on two of the tracks, 138 were devoted to motorcycles. The kart track received 26’300 visitors in 320 days.

Magny-Cours Circuit Technopole 58470 MAGNY COURS +33(0)3 86 21 80 00 www.circuitmagnycours.com

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ERTS: AN EVENT FOR EXPERIENCED RIDERS THAT HIT THE TARGET!

ABOUT SIXTY MOTORCYCLE TEACHING SPECIALISTS AND TEN OBSERVERS GATHERED TOGETHER TO PARTICIPATE AT THE 6TH EDITION OF THE FIM EXPERIENCED RIDER TRAINING SYMPOSIUM (ERTS) THAT WAS HELD FOR THE FIRST TIME IN CANADA, FROM MAY 25TH TO MAY 27TH. ORGANIZED BY THE CANADIAN MOTORCYCLE ASSOCIATION (CMA) AND THE CANADA SAFETY COUNCIL (CSC), THE EVENT WAS ONE OF THE FIRST TO HAPPEN UNDER THE RECENTLY LAUNCHED UN CAMPAIGN DECADE OF ACTION FOR ROAD SAFETY 2011-2020.

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Participants from eleven countries met at the Sheraton Hotel situated in Niagara Falls, Ontario, where spectacular scenery with the falls in the background attracts many tourists year after year, on the morning of the 25th May. They all took a bus to get to Toronto Motorsports Park, situated in Cayuga, about an hour drive from the falls. During two and a half days, within seven riding modules, all participants experienced diverse types of motorcycles and learned more about the training techniques utilized in Canada. “We began organising this event two and a half years ago. The CMA together with the CSC had done immense work to present this event.

We wanted to have different modules so the participants could try different bikes and three-wheelers because every instructor needs to be prepared with the training issues of those newcomers in the market.

We also wanted them to have a good perspective about the learning techniques used in Canada”, says Ken Morgan from the Canada Safety Council, the organization managing the training modules.

The programs put forth by the CSC included police motorcycle training on HarleyDavidson’s, still largely used by police forces in North America. Participants also had the chance to ride off-road bikes, cruisers, scooters, electric motorcycles (Zero)

and Can-Am Spyders, the three-wheeler introduced by BRP, a Canadian company based in Valcourt, Quebec. Participants also attended short seminars during the day BOSCH’s ABS (Anti locking Brake System) presentation was particularly appreciated.

BOSCH’s latest ABS technology has evolved over the years to a unit that weighs less than 1 kg and fits in the palm of your hand. “The demonstration that followed the presentation was spectacular and impressive. I hope that every instructor will promote ABS because its technology can save lives”, says Odile Mongeau, an instructor for Motosecur, a Quebec based company.

Every module was designed to allow participants to experience training techniques used in Canada and to try different types of motorcycles available in North America. At the Police Training module, Paul Searancke, Deputy Chair of the Motorcycle Safety Advisory Council in New Zealand, spoke highly of the many police officers riding Harley-Davidson motorcycles. “I’d never had the chance to ride an Harley-Davidson before and I have to admit that police officers possess good skills in order to ride these types of motorcycles.

They are big but still manoeuvrable.” Horst Ecker, a professor at the Vienna University of Technology who was participating at his

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6th ERTS, had about the same comment: “It is pretty interesting and peculiar. I’d never experienced riding a Harley before!”, Horst stated with a huge smile on his face.

Among the participants, there were eight women more than the last ERTS’ edition in 2007, in Frankfurt, where only two women were involved. The majority of them were Canadian instructors. They all said that their participation allowed them to compare teaching techniques used in Europe and Canada. “It is an incredible experience to do different riding and to share our experience.

We have a lot to learn from others. We all have a common interest about safety and we are facing the same challenges”, commented Nancy Chaston, instructor for the Safety Services in Nova Scotia, Canada.

Angela Wojcik, a senior instructor for the CMA, shares the same opinion. “There is maybe a slight difference in the way we all teach but at the end, we all teach safety”, says Angela Wojcik who at twenty-eight years of age was the youngest participant.

For Odile Mongeau, this event is a not to be missed because experts from all around the world can meet and share their knowledge.

“We, in Canada, can benefit from what has been done in Europe to improve our own techniques of teaching and improve the way people ride a motorcycle. On a more personal level, this ERTS allowed me to discover how much I like off-road riding and discover the tremendous potential of electric motorcycles”, explained Odile Mongeau who was participating at her second ERTS since she was in Frankfurt in 2007 for the 5th edition.

Vicki Gray, who delivered the Rider Enhancement module with Bob SagonKing, shared similar observations being that Canada can actually learn from other countries to improve their licensing processes. “The graduated licensing process in Ontario for example, allows anyone to simply write a motorcycle

written test where upon success, permits the person to operate a motorcycle without any training. The M1 though a temporary renewable ninety day license, requires no demonstration of riding skills. Someone with no ability or understanding can take their new high tech sportbike with far too much horsepower for even a skilled rider, and be out riding on public streets. It goes without saying the number of accidents this creates. This must be changed and we might start in Canada by adapting some of the systems that work in countries like England for example, where a novice rider’s license first stage limits the horsepower the rider is allowed to ride and in other countries where supervised instruction begins from kilometre one by trained professionals”, commented Vicki Gray, a motorcycle instructor for ministry of Ontario, a Racing instructor and a Dutch motorsport instructor.

VARIETY OF EXPERIENCES, SAME GOALS Even if the majority of the sixty-one participants observed small differences in between the teaching techniques used in Canada to those of other countries, they all agreed on one thing: motorcycle licensing can vary a lot from country to country, even in the same continent and territories within the same country. In Canada, for instance, there is a national basic training program designed by the CSC called “Gearing Up” which is offered in all provinces except Quebec. In Quebec, there is another program managed by driving schools. “Canada is doing very good on motorcycle safety. We have reduced fatalities among motorcyclists and training is available. We have a national program offered from British Columbia to Nova Scotia. Our next challenge is to continue to build and expand our network so the program can be available in remote areas”, states Ken Morgan who also added that all countries have a common challenge

61 participants from 11 countries participated in the 6th Edition of the FIM Experienced Rider Training Symposium.///

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which is to attract younger riders to be involved in teaching.

All the participants interviewed agreed that there is much more to do about motorcycle safety to improve not only the skills of the riders, but also the environment. Even if the laws and licensing vary substantially between countries, rider behaviour has to be addressed. “There is a big difference between Europe and North America. We have pretty tough levels of licensing which is quite different from what we observe in North America. It does have an effect on the way of teaching how to ride a motorcycle. Experienced riders training in North America is basic training in Europe.

It has something to do with the licensing levels “, says Frits Lindeman, instructor at the Police Academy in The Netherlands on behalf of The Royal Dutch Motorcycle Association (KNMV).

Frits Lindeman believes that the teaching techniques in Europe entered into a mutation about twelve years ago. From then on, teaching was much more aimed at risks management than on developing rider’s skills. “There was a shift where now we are more focused on how riders can manage risks. We use our exercises to confront people within their limits. We find that riders are not able to recognize potentially dangerous situations. We have to change their perception of danger; it is an important aspect of the training. If you work only to have better skills, ultimately they are going to drive faster and brake later which is not what we want! The challenge is to have riders taking their responsibility for their own safety.”

LICENSING Most of the participants agreed that licensing laws are an important aspect that has to be considered in the equation. Paul Searancke even believes that New-Zealand has to revise the whole process. “Globally, all around the world, we are not doing well when we address motorcycle safety. We need to change, to improve and to develop rider’s skills.” Ian Foster, an Irish architect that has been residing in Hong Kong for twenty years, thinks that China has also a lot of work to do. “In China, motorcycle is not leisure. It is a cheap means of transportation. It is very dangerous to drive there. There is no test to get your driver’s licence and courtesy doesn’t exist. People think that they will lose their pride if they

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THE SEVEN ERTS MODULES  Police training: Basic police training combined with higher speed demonstrations given by qualified police instructors on Harley-Davidson motorcycles equipped in a similar manner to the types of motorcycles still largely used by many police department in North America.  Off-road training: Training in the use of off-road recreational motorcycles and how that training can be applied to street riders. This module was given by Clinton Smout from Canadian Motorcycle Training School, Canada’s largest school. During this module, participants were invited to do some off-road riding and to try a motorcycle with inverted commands… just to show how difficult is to teach something different.  Rider Enhancement: Often referred to as "experienced rider training", this course is intended to improve a rider’s technical skills in two areas found most deficient in motorcycle collision research: inability to use brakes effectively and approach and execute corners accurately.

 Cruisers: Popular in North America, cruiser-style motorcycles require a slightly different riding technique.

The feet forward pegs often reduce ground clearance which means modifying standard riding techniques.  Can-Am Spyders: Invented by BRP, this three-wheel vehicle is gaining popularity in North America. Participants had the chance to familiarize themselves with this quite new vehicle.  Scooters: Even if they are popular around the world, training for scooters is not that much developed. This module allowed participants to ride different scooters, from 40 cc to 500 cc. They were able to compare the differences in between riding a motorcycle and a scooter.  Electric motorcycles and three-wheeled (trike) Honda Goldwing: The Canadian importer National Motorsport of Zero motorcycles by way of Windsor dealership offered participants the opportunity to try an electric motorcycle. This module also added the opportunity to try a modified Honda Goldwing equipped with two rear tires known as a trike.

I am an expert on traffic accident and I see too many accidents where motorcyclists brake too hard, brake too heavily on the rear and not enough on the front and go too fast. We also have to improve safety and there is a lot we can do on the roads, on the environment”, says Professor Ecker who did a study on braking abilities ten years ago.

The programs included police motorcycle training on Harley-Davidson’s, still largely used by police forces in North America.///

let go another vehicle! Even if there was a slight amelioration over the years, there is still a lot to do in Asia about safety.”

Author of a self-edited book about the Honda CBX, Ian Foster is also involved in the HKAA (Hong Kong Automobile Association), FIM affiliated member. Mr Foster thinks that China could learn a lot and be inspired by what the former British colony had done.

“At the HKAA, we developed a beginner course. Now, we want to put together an advanced rider’s course. We, at the HKAA, give our opinions to the government from a public perspective and they are taking them into account”, says Ian Foster who was participating for the first time at ERTS. If in Hong Kong motorcycles are largely used by the police forces and reserved parking lots for motorcycles exist, it is not

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the same story in other parts of the country where motorcycles were banned because of accidents. “Even an existing motorcycle could not be used!”, adds Mr Foster. The chairman of the HKAA believes that, even if China has a lot of work to do, the country will eventually addressed the safety issues as the economic growth continues.

On his side, Horst Ecker thinks that motorcyclists have no choice: they need to improve their riding techniques and awareness. He also believes that authorities have to improve the safety of the roads for motorcyclists. “There is not much improvement to come on the technical aspects. ABS and traction control greatly benefit rider safety. Improvement has to come now from the motorcyclist. Riders are not aware enough of traffic situations.

Horst Ecker adds that insurance companies can also participate in the security trend by offering rebates to encourage the improvement of abilities among riders. “We do not have to count only on the goodwill of the riders but we need the contribution of every one to reach our goal”, concludes Horst Ecker.

The 2011 ERTS event was supported by: BMW Motorrad Canada, Deeley HarleyDavidson Canada, KYMCO Canada, BOSCH North America, Fondation de la Fédération Internationale de l’Automobile (FIA Foundation), Ocean Transportation Services Freight Forwarding, Jones Brown Motorsport, Dalton Timmis Insurance Home for Chrome, Walden Square Holdings, Niagara Racecrafters, Baldwin Cycle and Clare’s Cycle.

Words & Pictures by Hélène Boyer

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STONER SHINES AS ROSSI FADES

With nine pole positions & eight wins in fourteen races, Casey Stoner leads the provisional world standings.///

WHAT A DIFFERENCE A YEAR MAKES. AND A CHANGE OF MACHINE. TWELVE MONTHS AGO, WHO WOULD HAVE PREDICTED THAT CASEY STONER WOULD HAVE BECOME THE VERY MODEL OF CONSISTENT DOMINANCE, OR THAT VALENTINO ROSSI WOULD BE POOLING AROUND AT THE BACK OF THE GRID WHILE HIS BELEAGUERED DUCATI ENGINEERS GO INTO A TAILSPIN?

For Stoner, the big difference is obvious.

He switched to Honda. The timing was excellent. 2011 is the last of five years of 800cc MotoGP bikes; in 2012 the limit returns to 1000cc. Honda has not won a single 800 title. As the biggest company had already shown at the end of 2010, they would spare no effort to change that.

In the first 14 of 18 races, up to the Aragon GP, Casey had claimed nine pole positions, eight wins, and has been every time on the rostrum except at Jerez, where he was knocked off (ironically enough) by Rossi.

This added up to a points lead of 44 over defending champion Jorge Lorenzo. Jorge has hardly put a wheel wrong, but on a Yamaha that can’t match the Honda’s acceleration or top speed, he has done well to manage two poles and three wins.

Honda’s major innovation is a seamlessshift gearbox: the rest comes from careful polish and development to their V4 RC212V. And three factory riders.

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Long-serving Dani Pedrosa’s erratic performance has continued – brilliant wins in Portugal and Germany, but too many non-finishes. Not really his fault. He had only just recovered from his left collarbone injury when he was knocked off and broke the other one.

Third factory rider Andrea Dovizioso left Europe ahead of Pedrosa on points, third overall – but remained the junior member in spite of improving results.

Ben Spies lies fourth, with a first win at Assen in his first Yamaha factory year.

But while Stoner captured the points, much of the focus has been (as always) on racing’s glamour-boy superstar and ninetime World Champion Rossi.

It could not be otherwise, since his move to make Ducati an all-Italian affair, carrying the hopes of a nation – and the expectations of the world. The dream started slowly, had a fillip with a rostrum third at Le Mans (round

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four), and then continued downwards.

By Aragon, it had all the qualities of a nightmare. On a bike which Stoner had taken last year to three wins.

Rossi could not

“ride the bike as I want”, complaining of a lack of frontend feel. By Aragon he was on the fourth chassis variation of Ducati’s unique mini-chassis, and the material had been changed from carbon-fibre to aluminium.

As some cynics had predicted, the Bologna factory was getting closer to building Rossi a Yamaha.

High points have been aplenty: one overshadowed second Ducati rider Nicky Hayden’s race-two rostrum at rainy Jerez; another Suzuki’s revival, with Alvaro Bautista battling consistently for strong top-tens. Plus promising debuts from British hope Cal Crutchlow and sole Czech rider Karel Abraham, whose wealthy dad laid on his AB Cardion Ducati team.

And some low points – although often entertaining for the fans.

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Simoncelli, in his second year, was up with the fastest ... but earned a bad reputation for devil-may-care tactics. After knocking Pedrosa down at Le Mans he had an armed guard at the next race in Spain. Then he skittled Lorenzo at Assen. With both victims calling for suspension, he learned to tame his tactics, and took his first rostrum at Brno.

There was also a spate of crashes, blamed on over-hard Bridgestone tyres at unexpectedly cool race-tracks. Victims included the leading lights of the class, and there were several injuries as a result, notably to Crutchlow and the stalwart Colin Edwards. The rules were promptly amended to allow a softer tyre option.

Finally, an unwanted new “first” for Rossi.

All the chassis changes meant he was obliged to discard engines which no longer fitted. Each rider is allowed only six: at Aragon he unleashed his seventh. Thus he was the first rider to suffer the penalty: a start from pit lane, ten seconds after the rest.

© PSP Stan Perec

Since his move to Ducati, Rossi cannot “ride the bike as I want”. He is on the fourth chassis variation of Ducati’s unique mini-chassis since the beginning of the season.///

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MOTO2 – LIFE IN THE CAULDRON It’s a strong rider who can summon sufficient consistency in the Moto2 melting pot to emerge as a runaway candidate for the title. With all-the-same Honda CBR600 engines in a relatively mild state of tune, all on the same tyres, it is hard to find ways to be different enough to be better.

had the fullest support from Swiss chassis manufacturer Suter, the most popular make on the 39-strong grid.

Marquez’s surge has been at the expense of the other stand-out rider. Stefan Bradl, son of former 250 title contender Helmut,

The numbers are remarkable. After Silverstone, Bradl’s points lead over Marquez was 82 points. By the time they left Aragon for three flyaway races then the final round in Valencia, it was just six.

Other riders have shone, some for longer than others. The brightest but most erratic light has come from Italian Andrea Iannone.

He switched this year from the British FTR chassis to a Suter, and after winning round two in Spain he dropped to the back half of the big field before his second victory at round ten at Brno.

Enough to put him third overall, but trailing on points and in danger of being caught by Alex de Angelis, back down from MotoGP and a frequent front runner when the regular racing brawls reach the climax of the chequered flag.

© PSP Stan Perec

Simone Corsi is next on points, best runner on an FTR chassis. Then another rookie.

Briton Bradley Smith is second-best (to Marquez) of the small gang up from 125s.

Smith had put his Tech 3 chassis on the rostrum three times by Aragon.

His combination of fearless aggression, light weight, total control and a prematurely wise racing head already marks Marquez out as somebody very special.///

Remarkably there have been two of them in 2011. Between them they have won all but two of the first 13 races. But the second of them has quite eclipsed the first, and some tip the astonishing 18-year-old Spaniard Marc Marquez as the next Rossi.

Fresh from securing the 125 crown in masterful style in 2011, first time on a four-stroke, he was fast from the start. But he had heads shaking as he crashed out of the first three races. Marquez, riding a Suter chassis for a well-funded team, turned it round with his first victory in round four.

He won again at round seven, and since then has hardly stopped. He had found his rhythm, and was starting regularly to repeat his 125 habit of runaway wins.

carrying the flag for Germany, with his German-built Kalex chassis.

For the first part of the season he could do no wrong. His white bike was on pole for six of the first seven races, and he was the assured winner of four of them. But his win in the wet at Silverstone was his last for the rest of the European season. Three seconds and a third since then show how he was now playing second fiddle to Marquez.

The pioneering class includes a control engine management and data recovery ECU in regulations intended to keep the machines as equal as possible. The aim was to promote close racing, and in this the planners have been spectacularly successful. At Aragon, just as one example, the time difference between fifth and 18th places was a mere five seconds. And this after 106.6 kilometres of racing, when they’d been changing places at almost every corner.

Another reason why a stand-out rider like Marquez makes such an impact. But he might look with trepidation at what happened to last year’s maiden Moto2 champion Toni Elias. He returned to MotoGP with glee, only to find he had been quite left behind by the pace.

With all-the-same Honda CBR600 engines and all on the same tyres, it is hard to find ways to be different enough to be better in Moto2 Class.

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© PSP Stan Perec

His combination of fearless aggression, light weight, total control and a prematurely wise racing head already mark Marquez out as something very special. Accordingly, he

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125CC: TEROL LEADS THE TWO-STROKE ADIEU The plaintive sound of a two-stroke at full stretch, and the accompanying perfume of its exhaust, are the essence of racing to old-timers, but the passage of time and a change in technical fashions means that the 125s are enjoying their last season. Next year, strictly controlled 250cc four-strokes will take their place.

It makes this year’s championship rather special.

As with MotoGP, by the time the 125s left Aragon there was one clear candidate, but not yet far enough ahead to be sure of anything. Nico Terol, riding an Aprilia for the massive Aspar team (with entries also in Moto2 and MotoGP), is the only one of the 2010 title top four not to move up to Moto2. And the 23-year-old Spaniard has been reaping the dividends, in a field composed largely of relative rookies.

© PSP Stan Perec

It’s not only the end of a spell of two-strokes in GP racing, also the last of the classic GP classes, dating back to the foundation of the FIM World Championship in 1949.

Frenchman Zarco leaves Aragon 36 points adrift with 100 still on the table, after an extraordinary saga of second places.///

front of Terol but had pushed the Spaniard onto the grass out of the last corner, and was penalised, losing his first victory. He was second again in Britain. Then again in Italy, by inches, as Terol drafted by over the line. In Germany, a dead heat on time with Hector Faubel was finally decided in the

The first-timer won his maiden victory in fighting style at round four at Le Mans, and has taken another win and another five rostrum slots since then. And has been hugged on the grid by Paris Hilton, who part-sponsors his BQR Aprilia team.

© PSP Stan Perec

The other is Cortese, a class veteran, lying fourth overall after his long-awaited first win at Brno.

Next year, a new 250cc four-stroke Moto3 class will replace the current 125cc category.///

Terol took eight wins

in the first 13 races. Most of them were achieved with serene start-to-finish runaways. He was once second, while fourth in Germany was for him a bad result. In the rain at Silverstone he was eighth, but that was exceptional. Two zero scores however have kept him within reach of his rivals: a crash at Assen and an engine failure at Brno.

Frenchman Johann Zarco (AirAsia Derbi) left Aragon 36 points adrift with 100 still on the table, after an extraordinary saga of second places. At Catalunya he finished in

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latter’s favour on a better race lap time. At Brno, he was outfumbled in the last corner

by German Sandro Cortese. Then at Misano an extraordinary error out of the last corner let the apparently defeated Terol past again for a crucial win. Zarco was second again at Aragon, but this time by a mile.

Two other riders still had a mathematical chance of victory as they left Europe, and one of them was a 16-year-old rookie.

Spanish teenager Maverick Vinales is another racing find, with a tucked-in style that speaks pure speed and aggression.

At least one new arrival has fanned the embers of the dying class. Indian automotive giant Mahindra joined the World Championships as a prelude to a planned serious assault in the future, including a possible MotoGP project.

They took over the Engines Engineering firm, whose Italian-made machine had previously raced as a Malaguti, a Loncin and a Lambretta. An injection of funds and enthusiasm saw a step forward in results, with regular finishes in the points.

Young German Jonas Folger won a single race in an up-and-down year; Britain’s Danny Kent was one of a batch of promising rookies, all of whom hope to continue with next year’s four-stroke Moto3 class.

Doubtless in time the new category will develop a character of its own. But there is no doubt either that the simple lightweight two-stroke racers will be missed.

by Michael Scott

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PUB

FIM INS IDE

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ENVIRONMENT Already known as the Green energy team, the PRAMAC team recently presented its Eco Hospitality, a truck where there are a number of environmental measures that lead to zero carbon emissions. This is a new way to show that motorcycle sport is compatible with the environment. Small initiatives but great results and a new commitment toward renewable energy and environment is the philosophy of PRAMAC and its Public Relations Manager, Alex Ghinim.

© Pramac Racing

Sixty eight square meters of solar panels form the roof of this Eco Hospitality which supplies electricity to the entire facility with six

© Pramac Racing

MOTOGP PRAMAC ECOTEAM

kilowatts and a generator of wind power with a “fashion” design

by Philippe Starck. A central computer controls the production of energy from the sun and the wind and its minimalist design allows it to display furniture made with recycled cardboard which also reduces the overall weight of the truck, which, it should be noted, uses fuel based on biodiesel. The infrastructure has been built in aluminum, the floor is recycled plastic and thus by reducing its weight consumes half the amount of fuel. A recycling plan as well as the consumption of food and drinks from local and environmentally responsible companies and the use of electric motorcycles in the paddock, are other characteristics that give this infrastructure its compatibility with the environment.

by Katia Hernandez

PUBLIC AFFAIRS BRUSSELS – PROGRESS FOR ENDURO AND TRIALS?

Readers will be aware that new legislation going through the EU at this time poses serious problems for our sport. The main issues concern trial and enduro motorcycles and also access to spare parts. Progress is being made with the political leadership inside the EU parliament.

environmental issues and new “anti tampering” measures will affect the degree to which motorcycles can be modified by their owners. This in turn could affect sales of spare parts to riders.

FIM Director of Public Affairs John Chatterton-Ross reports, “We are making progress but there is still a long way to go, our co operation with industry on matters of mutual concern – a top strategic goal for the FIM – is helping. I am particularly grateful to those European FMNs who have joined in the lobbying by contacting MEPs.”

© Dario Agrati

© PSP Stan Perec

The FIM wants to see these motorcycles remain in a category where they are subject to “type approval” in the same way as general street machines. – Essential if these types of competition which include road sections are to continue. The EU authorities are also concerned about

NEW INITIATIVE WITH CHINESE AND INDIAN INDUSTRY

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Those who follow the sport closely will know that Chinese manufacturer Loncin competed in the past in 125cc class. FIM wants to encourage manufacturers from India and China to take part in what we do.

Contacts are being made and we will have more to report soon.

by John Chatterton-Ross

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FROM AROUND THE WORLD TO GRAND PRIX START

For teenagers around the world, the Rookies Cup is the path to Grand Prix racing. The Cup is now in it's 5th season , 24 riders between the ages of 13 and 17 are competing in 14 races at GPs around Europe.///

ZARCO AND TEROL CROSSED THE LINE SIDE BY SIDE AT THE SACHSENRING, UNSPLITABLE IN A PHOTO FINISH, WITH THE GERMAN GRAND PRIX RESULT ONLY DECIDED BY THE RULE BOOK. THE WIN WENT TO TEROL AS HE HAD THE FASTER LAP OF THE RACE AND DAMPENED THE CELEBRATIONS IN THE ROOKIES ENERGY STATION WHERE THEY HAD BEEN CHEERING FOR ONE OF THEIR OWN.

Johann Zarco’s challenge for the 2011 125cc World Championship inspires a new generation of Grand Prix hopefuls.

The 21-year old Frenchman was the winner of the Red Bull FIM MotoGP Rookies Cup in 2007 and that was his introduction into Grand Prix racing as he performed in front of the World Championship community and displayed his talent.

For teenagers around the world, the Rookies Cup is the path to Grand Prix

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racing. The Cup is now in it’s 5th season and again 24 riders between the ages of 13 and 17 are competing in 14 races at GPs around Europe as they learn their skills and demonstrate their abilities hoping to make that all important step into the World Championship.

It was the impression that Zarco made in 2007 that led to the Grand Prix rides that offer the ultimate success. The skills he acquired in that first Rookies season

equipped him well for GP racing and he has led an ever increasing number of teenagers who have taken the same path.

“For me the Rookies Cup was a fantastic start to my international career,” said Zarco.

“I learnt so much and you can see now what it offers the young riders. They get the chance to race at 8 different European GP tracks and show their ability in front of the World’s media. There is no other way to do that.”

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The World Championship is the ultimate and it takes a tough school to provide the skills necessary to survive. No one watching the cauldron that is a typical Rookies Cup race could be in any doubt that these teenagers are learning the machine control and combative skills necessary to stand up for themselves against the best.

Danny Kent, Luis Salom, Jakub Kornfeil, Sturla Fagerhaug, Taylor Mackenzie, the list of Rookies making the step into GP racing is lengthening as the Cup has established itself as the path from national racing to Grand Prix. Dorna CEO Carmelo Ezpeleta is very satisfied with the way that the Cup has become established. “We put ‘MotoGP’ in the series title for a reason and it has become the main stream for riders coming to Grand Prix,” he said at the Sachsenring when plans taking the Cup through to 2013 were announced.

Kent, the 17-year old Briton, was second in the 2010 Cup and for 2011 stepped straight into the Red Bull Jo MotorSport team for a full time GP ride with the World Championship winning team. “The Rookies Cup is such a great championship because you learn so much and you learn all the European tracks; it really taught me a lot about racing, what I needed to do well in GPs,” said Kent who was 4th in his 2nd GP of this season in Jerez with Zarco ahead of him in 3rd and Mackenzie behind him in 5th.

© GEPA-pictures.com

Riders briefi ng.///

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The kids benefi t from professional support. They learn their skills and demonstrate their abilities hoping to make an important step into the World Championship. ///

Owner and manager of the 2010 125cc FIM World Championship winning Ajo MotorSport team is Aki Ajo and he knows as well as anyone what it takes to make World Champions. “The Rookies Cup is the best opportunity especially for 13 to 15 year olds who do not have a professional crew around them; perhaps they don’t come from a racing family. The Rookies Cup is the best possible opportunity for them and for many it is the only opportunity that they have to learn to race at this level and to give them the chance to step into Grand Prix.”

“The support that the kids have is professional and they can learn so much. All the bikes are identical and the competition is so tight that it is quite easy to see who is really trying

and who has talent,” explained Ajo who as a team manager needs to see such things clearly when he chooses his riders for the coming season. For 2011 he actually has 3 ex-Rookies in his team including Zarco, Kent and his own son Niklas.

Niklas had a year in the Rookies Cup and even though he is part of a racing family his father says that he too learned from his time as a Rookie. “For sure he learnt a lot; I talked to him about it the other day and he said it was a very important experience for him. He said that it was hard; he was injured but he learnt so much from the year.

He often thinks back to it; he said that he learnt that it is not possible to rush things,

to try to learn too quickly. He says that he realises what a good school it was for him.”

There are other racing families who have been involved in the Rookies Cup. Each Rookie has a ‘mechanic helper’ and this is often their father so when Taylor Mackenzie raced as a Rookie in 2009 and 2010 his famous father Niall was there with him. “It’s an amazing experience for any young rider and an opportunity to get to MotoGP tracks and learn them,” says Niall.

“Not only for what they learn on track but the whole Grand Prix experience, soaking up the atmosphere of paddock life and how everything functions, working with professional mechanics, the travelling,

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All the bikes are identical and the competition is so tight that it is quite easy to see who is really trying and who has talent!///

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everything that is so important to living in the most competitive championship in the world. There is no other way to experience all of that.”

Not surprisingly Taylor himself agrees. “It was an exact taster of what GP racing is really like; it was the perfect preparation because this year when I started in the 125cc GP class I already felt at home.

The Rookies Cup replicated the GP class perfectly, now of course the competition is up a level.”

“It is easy to say it is simple,” says Peter.

“The Rookies Cup is the best thing that can happen to a young rider. Anyone who is lucky enough to get involved with the Rookies Cup will see very clearly the advantage that the Cup offers to any teenager. It is the best schooling that they can have. They race on good bikes that are all the same so it is very competitive. They race on the Grand Prix circuits in Europe.

These are difficult tracks and the best that we have. They learn on these circuits and if they are good enough they are very lucky because they do it in front of all the team

With Rookies Cup TV coverage in some 50 countries around the world and live webcasts of every race, the chance for any teenager to show what they can do is unparalleled. The starting point is the online application at www.redbullrookiescup. com and though some high performance motorcycle experience is essential, that might well come from motocross or speedway, not necessarily road racing. The best of those who supply their information are invited to a Selection Event where they show their skills on track. From there a small number are invited to join the Rookies Cup for the following season.

The future is bright, both for the Rookies who graduate and go on to follow their

© GEPA-pictures.com

“I know that I progressed much more as a rider than if I had just stayed in the British Championship. There are some good riders in Britain but some are the same from year

own German Championship machine but came back to win in the Rookies Cup at his home GP at the Sachsenring.

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Podium Brno (CZE) - From left to right: Arthur Sissis (AUS), Joe Roberto (USA) & Tomas Vavrous (CZE).

to year and they only improved a little each year. In the Rookies Cup you are racing with different people from all round the world and you learn so much more. So when I went back to ride in the British Championship I found I had progressed so much more quickly and started winning races.”

Another father and son combination is in its 2nd season this year with Peter Oettl, himself a 5 times Grand Prix winner, looking after his son Philipp who won the opening round in Jerez. He then missed some races after breaking his collarbone testing his

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managers and everyone else in Grand Prix racing who can help them with their future careers.”

This year’s Cup features riders from as far apart as the USA, Australia, South Africa and Malaysia as well as the length and breadth of Europe. A measure of how equal the opportunities are and how close is the competition, is that 16 of the 24 have finished on the podium at some time during the season. There have been 7 different winners. And looking to the next step of this year’s 125cc GP field, 11 are ex-Rookies.

boosted racing careers and for the Cup itself. KTM has announced that not only will they support the Cup again in 2012 with their existing 125cc 2-strokes but for 2013 they will build brand new 4-stroke Moto3 Rookies Cup bikes. Red Bull will place the best Rookies Cup rider from 2012 in a Grand Prix team for the following season, further cementing that path from online application from anywhere in the globe to World Championship opportunity.

by Peter Clifford

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A TALK WITH WAYNE RAINEY 52

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© PSP Stan Perec

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GA L L E RY

TRIPLE 500CC WORLD CHAMPION BETWEEN 1990 AND 1992, WAYNE RAINEY WAS ON HIS WAY TO A FOURTH CONSECUTIVE TITLE WHEN A CRASH ON THE MISANO CIRCUIT PUT A BRUTAL END TO HIS CAREER BY PUTTING HIM INTO A WHEELCHAIR. EIGHTEEN YEARS LATER, THE AMERICAN RIDER HAS NOT LOST ANYTHING OF HIS CHARISMA OR ENERGY. Kenny Roberts, Freddie Spencer, Eddie Lawson, Randy Mamola, John Kocinski, Kevin Schwantz, Wayne Rainey…what is left today of these big names in motorcycle racing?

Memories, names that are part of the Grand Prix history. Kenny was the first American rider to conquer the world; he opened the doors and showed the way. All these names make me think of a period when motorcycle sport in the United States was more popular than today.

You all were not so well known as in Europe where you are still legends. Did you ever find this frustrating as you have always been a patriot?

It’s true, I have always been proud to be American. But frustrating no, absolutely not. I found even very nice that my neighbour did not know who I was. I have always been able to walk around in town and go shopping without been hassled.

Strangely, the domination of American riders in the Grand Prix Series finished with the end of your career in 1993…

At the beginning of the 90s, Kevin Schwantz and I were the major figures in Grand Prix. There was such a rivalry between us that we went up to a level that none of our opponents was able to reach.

After my crash, Kevin did not have the same motivation any longer and he also

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put an end to his career. I really don’t know why there were no American riders like us anymore afterwards, but what I know is that at our time you really had to have the guts to get into the Grand Prix. Everything is easier today. Maybe the guys are not that hungry…

After a long period of getting slammed by the Americans, the Europeans also understood that they had to change their approach of racing if they were hoping to beat you. This is why they started to practice off road to improve their riding skills…

In our time, with the 500cc 2-stroke, the motorcycles were very hard to ride. The

“I was obsessed by the idea of being the best” engines had a very sharp powerband, they were quite violent, and the tyres were much less efficient than today. We all came from dirt-track, a discipline in which you raced one heat of two or three minutes after another

© PSP Stan Perec

Schwanz and Rainey during the Japanese Grand Prix (Suzuka Circuit) in 1989.///

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They were fast riders, and I had an enormous motivation to be stronger than they were. I always made it. When Lorenzo arrived at Yamaha, everything changed for Valentino. He found himself with a young team mate, with good performances and not at all intimidated. For the first time in his career, he had on his side someone at the same level. Lorenzo put him under pressure and ended up beating the one who – for many years – was the rider who provided all successes for Yamaha. If it had happened to me, I would also have certainly thought to go somewhere else.

© Maurice Bula

WAYNE RAINEY Born on 23 October 1960 in Downey, California, USA 1969: took part in his first races around Los Angeles 1983: First US Superbike title 1984: First Grand Prix season, finished 8th in the 250cc World Championship with one podium in Misano.

1985: back to the US Superbike 1988: integrated to the Yamaha Roberts Team and finished 3rd in the 500cc World Championship behind Lawson and Gardner, and won his first GP in Donington.

1990: first 500cc World Champion title 1992: third and last World Champion title 1993: paraplegic following a crash in Misano, September 5.

on a bike without any brakes; you would find yourself with a hundred guys who were fighting shoulder to shoulder to try to get a place in the top ten. You had to be extremely aggressive and think very fast. And if you had no result, well then you just went back home. I had to race over two thousand dirttrack races before I went to Europe. This discipline also teaches to use your throttle…

There are still three of your compatriots in today’s MotoGP, with Colin Edwards, Nicky Hayden and Ben Spies. How do you judge their performances?

They are lucky to race at a time when there are many opportunities. I am not sure they would have had a place twenty years ago.

Edwards has been here for ages. If I had results like his, I would have gone home a long time ago. Hayden is a nice guy, everybody likes him. You always have the impression he gives the maximum, but he is far from the best. Regarding Ben Spies, it is

a bit early to judge. He has a good style but I don’t know whether he has enough guts to take advantage over Lorenzo. To reach the top you have to start by beating your team mate.

There is a rider today who looks like the one you were, Casey Stoner. He raced dirt-track, he keeps electronic assistance to the minimum to keep control of his bike and he always wants to be the fastest…

Yes I totally agree with you. I don’t know him very well, but when I see him race I have the impression I know who he is. He is a guy of another time. You can see that he likes to be on the bike, and that nothing else seems to matter too much to him.

Did you understand Valentino Rossi’s decision to quit Yamaha?

During my career, I had on my side guys like Magee, Lawson, Kocinski and Cadalora.

Wayne Rainey and Kenny Roberts senior during the 2011 American Grand Prix in Laguna Seca.///

Do you think he will succeed with Ducati?

If I had been asked this question before the start of the season I would have said yes. Today, frankly I don’t know. It is sad to see a guy like him be so far behind. I have the impression that he is not the same anymore. I think the doubts that he started to feel last year are still in his head.

When your career stopped in 1993 after three consecutive World Champion titles, Yamaha went through long years of starvation. The Japanese even had to wait more than ten years and the coming of Valentino Rossi to be able to win again. You have remained close to this manufacturer. Do you think that it could undergo the same difficult period now that Valentino has gone to Ducati?

I don’t think so. Yamaha has learned from the lessons of the past. And today, with electronics and data logging, the rider is no longer as indispensable than in the past to ensure the development of a new bike.

Twenty years ago, you had to be able to describe precisely the work of the parts you were testing. Today, everything is registered in the computer.

The advent of MotoGP in 2002 and the change to 4-stroke engines led the Grand Prix Series to a new technological era. Don’t you think that all these electronic devices have reduced the show and changed the riding?

Yes, absolutely. Today, you don’t see riders making any mistakes. Everything is corrected by electronics. I think this assistance should be reduced in order to make riding technique more important again. That way, everybody would win.

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© PSP Stan Perec

There was a big debate this year regarding Marco Simoncelli. Do you think like Pedrosa, Lorenzo and Stoner, that he is a dangerous and irresponsible

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rider? Or do you think, like Rossi, Dovizioso and Kevin Schwantz who gave him their support, that the Grand Prix Series need guys with his character?

To sanction Simoncelli for making Pedrosa crash was a really stupid decision. This collision was really not intentional. If you start to penalise riders who make mistakes, what message are you going to send to the youngsters? That you can be punished by trying to overtake an opponent? That’s the best way to kill the spirit of this sport.

I think, nevertheless, that Simoncelli must learn from his mistakes if he wants to improve.

Your rivalry with Kevin Schwantz has governed your whole riding career from the American championships to the Grand Prix. Where does this hatred come from?

Kevin was the team mate who could have beaten me and that I never had. The first time I saw him ride in 1985, I understood immediately that he represented a danger for me and he would be my biggest adversary. I started to race against him in 1986. At that time I was the team mate of Fred Merkel. He hated me and was a friend of Schwantz. The story started from this point.

Do you have to hate someone to be able to surpass yourself?

Hate, the word is too strong. I knew he could beat me and when he did it was a great pleasure for him. And he knew that I was happiest when I finished ahead of him.

When two riders have talent and the same will to win, it is intelligence that makes the difference, not hate. You must think in order to be better than your adversary. I think that Kevin was thinking a bit less. He was mainly trying to brake later than me.

Which one of your three World Champion titles remains the best one for you?

They’re all different. The first was a relief, the second was the fruit of a real fight, and I got the third with a little luck. Finally, the most memorable ones were those I should have clinched and that I missed because I made mistakes, in 1989 and 1993.

In 1993, the 500cc Yamaha was far from being the best machine on the grid.

Where did you find the energy to be on the razor-edge in each race?

It was easy for me because I loved this challenge. To be on the second row after practice and make my opponents believe that they could win, before beating them, was for me a great source of pleasure. It was better than getting pole position and lap record. To know that I was the only one able to offer a good result to Yamaha made me proud. I learned as a child to fight with materials different from the others.

When everyone was riding with Yamaha, my father made me race on a Bultaco. This gave me the taste of challenge.

On September 5 it will be 18 years since you lost the use of your legs. At that moment you were leading the World Championship and the Italian Grand Prix. Do you often think about this disastrous day?

It’s somewhere in my head but not in a negative manner. I loved Misano. That week-end I was under pressure and I did not feel good on the bike, Two weeks before I had won in Brno what was to be my last victory in Grand Prix, by riding at 75% of my ability. But there I wasn’t really at ease. I knew that I had to win. Schwantz was just behind me and I could not let

///

things go. I was at 110% and I made a little mistake that had awful consequences as it radically changed my whole life. When I speak about it just like that, with you, I remember everything very precisely. But generally I don’t think about it. It’s better like that…

You then had a brief career as team manager. Why did you not continue with that?

I did not enjoy it. In fact I started with it much too early. I was not ready. Kenny Roberts, Yamaha and Philip Morris wanted to help me and offered me this opportunity.

I was a bit lost during the weeks following my accident. I was afraid of making mistakes, I did not know where to go. If I had to start this job today, I would have a different approach. In the end I decided to become a father and a husband like the others, and I am very happy like this.

How has the warrior that you were transformed himself?

Today I make much better choices than in the past. Before, I would thoroughly throw myself into any challenge, all alone. Nothing else would count. And if, through bad luck, I was not successful, I was terribly frustrated.

I was obsessed by the idea of being the best. Today I have understood that you cannot be successful in everything you undertake. After my crash, I had highs and lows and I went through some very difficult moments. I learned from this experience.

I believe in God, very strongly. This is why I am still here. I have understood that the essential is not to be successful but to like how you’re living.

by Michel Turco

© Maurice Bula

KEVIN SCHWANTZ, THE ETERNAL RIVAL

FI M M AG AZ I NE .7 9 / / / J U N E.J ULY.AUGUST 2011

If, for Wayne Rainey, Kevin Schwantz was always the rider to beat, it was the same for the Suzuki rider who would never have been the bright star he became without the light of his rival to show him the way: “Wayne was my reference. He was the adversary on whom I set my standards, since the very beginning of the US championship. If I finished ahead of him, it was a good week-end. If he finished ahead of me, it was a bad race.

Without Wayne I would not have made such a career. When he was no longer there, I felt lost. In 1994 my heart was no longer in it, I felt an orphan on the track. My injuries made it so that my spirit had to concentrate on something else, but as from the moment that Wayne was no longer there, I was never able to ride at 100%.” This is how Kevin Schwantz, World Champion of that cruel 1993 season, announced the end of his career on a day in June 1995, on the circuit of Mugello, on the eve of the sixth GP of the season.

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