Akrapovič Magazine vol. 35 by Akrapovič

>> FALL 2023 ISSUE 35

Track communication

FASTEST PIT BOARDS Manfred Kainz

THE YART OF RACING Interview with Roger De Coster

I HAD TWO CAREERS Original – Marinella Senatore

Ma ster of pa r tici pator y a r t

A column by Mat Oxley

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C ont e nt s

A K RAP OV I Č Akrapovič Lifestyle Magazine Issue 35, Fall 2023 Akrapovič d.d. Malo Hudo 8a SI-1295 Ivančna Gorica Slovenia www.akrapovic.com Editor in Chief: Miran Ališič Publisher: Korpmedia GmbH Seestrasse 144, CH-8802 Kilchberg, Switzerland Office in Slovenia: Korpmedia d.o.o. Tomšičeva 1, 1000 Ljubljana, Slovenia www.korpmedia.si Registration No.: 2272237000 VAT No.: SI14601737 Client Coordinator: Primož Jurman Photo Editor: Bor Dobrin Art Directors: Slavojka Akrapovič, Neja Engelsberger, Saša Kerkoš Cover design: Zdenko Bračevac Design: Zdenko Bračevac, Andrej Perčič, Bojan Perko, Jan Mohorič, Akrapovič Kreativa d.o.o. Content Editor: Jasna Milinković Contributors: Alenka Birk, Tony Dodgins, Gerald Enzinger, Nina Hald, Primož Jurman, Gaber Keržišnik, Mat Oxley, Imre Paulovits, Miran Ališič, Mitja Reven, Tina Torelli, Jean Turner Contributing Photographers: Akrapovič, Alex Štokelj, Adam Campbell, Blankframes, BMW, Branko Cvetkovič, Bor Dobrin, Ducati, GP Products, Graeme Brown, Honda, Miran Kambič, Polarity Photo, Uroš Podlogar, Jernej Prelac, Ray Archer, Yamaha Translation: Matjaž Horvat, Werner Schneider Proofreading: Tim Walpole Ad space marketing: Korpmedia GmbH Seestrasse 144, CH-8802 Kilchberg, Switzerland www.korpmedia.ch On the cover: Akrapovič exhaust system for Brad Binder’s KTM RC16 (Red Bull KTM Factory Racing), MotoGP top speed record holder (Mugello 2023) Photo Akrapovič Printing: LUart, Lepovče 42, 1310 Ribnica, Slovenia

Contents

05 Letter

06 Akrapovič News

12 Evolution

16 Story

18 Ride With Us

30 Drive With Us

34 Interview

40 Story

42 Story

48 Drive With Us

52 Ride With Us

56 Story

62 Ride With Us

72 Original

78 High Gear

// Si NOTE All the longer articles in the Akrapovič magazine include a text that will be marked with the // Si sign and placed in a special frame. The Akrapovič company is based in Slovenia and this is why we decided to keep this part of the text in Slovenian as well.

Copyright noticet This magazine and its entire textual and pictorial content are subject to copyright. Any reproduction thereof without prior written consent of the copyright holder is prohibited. The views and opinions expressed herein do not necessarily reflect the opinions of Akrapovič d.d., the publishers or the editors. Not for sale. Printed in Slovenia in October 2023 in 6.000 copies.

General Warning Because of the world-wide distribution of Akrapovič d.d. products, neither Akrapovič d.d. nor any of its subsidiaries make any representation that the products comply with the air and/or noise emissions laws, or labeling laws, of any jurisdiction. The purchasers are entirely responsible for informing themselves of the applicable laws where the products are to be used and to comply with those law. Warning / USA Various U.S. states and the U.S. federal government have individual laws regulating the use of aftermarket exhaust parts and systems, especially as those parts and systems modify, remove, or replace original equipment catalysts. Please consult the appropriate laws in your area before installing any aftermarket part or system on your vehicle to ensure compliance with all applicable laws. Neither Akrapovič d.d. nor any of their subsidiaries or the sellers of the parts or systems make any representation that any of their parts or systems comply with any such laws. Warning / California California laws prohibit the use of any aftermarket exhaust part or system that modifies, removes or replaces original equipment catalysts unless the California Air Resources Board has issued an Executive Order regarding such part or system or unless the part or system is exempted by being used only on racing vehicles on closed courses. Neither Akrapovič d.d. nor any of their subsidiaries make any representation that any of their parts or systems has received such an Executive Order or that any of their parts or systems conform with the racing vehicles exemption. The purchasers are entirely responsible for informing themselves of applicable California laws and to comply with those laws.

Letter

photography Bor Dobrin

THE WORLD IS OUR PLAYGROUND In addition to motorsports, fast motorcycles and distinguished cars, I was attracted to traveling from a young age. The further the destination was from home, the more interesting the trip and the more enticing the journey. I don't know where this passion came from, but it could be due to the fact that we didn't travel very much in my early youth. While still living in the former Yugoslavia, Slovenians had the opportunity to peek at the West once or twice a year, mainly for shopping in nearby Italy or Austria. My travelling opportunities increased after becoming professionally involved in racing, journalism and motorcycles. I travelled more and more every year, continued falling in love with the outside world, and understood less and less those content with staying at home. Being able to take part in creating this magazine is a special honour. It also travels the world and is read by people in different parts of the planet who share the same passions: fast motorcycles, sports cars, motorsports, art, interesting people, unusual products and crazy life stories. Come to think of it, I don’t think I’ve ever set foot outside of Slovenia without seeing at least one Akrapovič exhaust on a car or motorcycle. It therefore seems right that the creators of this magazine meet the desires of those who read it by attending various races and travelling around the world in search of stories, reports, ideas and attractions. For this edition, I hopped over to the US for an IMSA Championship race weekend and hung out with racing fans at the legendary Watkins Glen track in upstate New York. A short time before its publication, three musketeers, myself included, got on legendary BMW motorcycles for a journey of more than a 1,000 kilometres from Akrapovič headquarters to Munich and back. The trip made in honour of 100 years of motorcycle production by the Bavarians was made on BMW bikes from three different eras. Other writers also travelled extensively to bring stories to you. Imre Paulovits followed Ducati Corse around the world, visiting MotoGP races to thoroughly get to know the world champion and produce an in-depth article

on Ducati’s dominance on the track this year. Jean Turner spoke with former motocross racer and current Motorsport Director of KTM's American branch, Roger De Coster, in California. Gerald Enzinger visited Styria, Austria, for a chat with Mandy Kainz, the owner of World Endurance Champions YART team, and Mitja Reven visited Črnomelj, Slovenia, to check for himself how Akrapovič production facilities have expanded there. Tina Torelli penned a fascinating portrait of the artist of light and participatory art Marinella Senatore, and our editor Miran Ališič went for a ride in the famous Tullio Abbate speedboats at Lake Como, Italy, as well as reported from Zurich, Switzerland, to discover why the only scooter worth any salt there is a Vespa. We also dropped by Lynggaard jewellery in Denmark and called on Bentley Mulliner in Great Britain, where 18 exclusive Bentley Baturs are currently being made. It has been like this for more than 16 years. Because we love traveling, meeting new people, racing and a fast sporty life, we continue to create each new issue of Akrapovič Lifestyle Magazine with passion and enthusiasm. Pick up the current one, No. 35, take your time, flip through it, enjoy it... Meanwhile, we have already started work on No. 36, which will arrive in the spring. We will once again travel the world in search of interesting stories and after all these years, I feel I can rightfully say: “The world is our playground.”

Gaber Keržišnik Motorcycle journalist

A krapov ič Ne w s

Exciting Days at Red Bull Erzbergrodeo In June, Akrapovič presented its newest products for off-road motorcycles at the Red Bull Erzbergrodeo, which took place this year as part of the second FIM Hard Enduro World Championship race. The hard enduro race in Austria is regarded as one of the most difficult motorcycle races on the planet, and thus presents an ideal testing ground for Akrapovič products. The company’s exhibition space showcased a number of exhaust systems designed on the basis of years of success at the highest level of motorcycle racing. These included models with a specially profiled surface that increases the exhaust’s strength and durability, thereby improving its ability to withstand the unforgiving enduro and motocross racetracks, where extreme conditions can affect the performance of the exhaust system and thus the motorcycle. The main attractions at the exhibition area were the KTM RC16 motorcycle, raced by Brad Binder (Red Bull KTM Factory Racing) in the MotoGP Championship, and the KTM 450 Rally, on which Kevin Benavides (Red Bull KTM Factory Racing) won this year’s Dakar Rally. The Red Bull Erzbergrodeo 2023 was won by Manuel Lettenbichler (Red Bull KTM Factory Racing) riding a racing KTM 300 EXC equipped with an Akrapovič exhaust system.

Fifteenth appearance at BMW Motorrad Days For the second time in its twenty-one-year history, BMW Motorrad Days was held in the German capital at the Messe Berlin Summer Garden. Akrapovič attended the three-day event in July for the fifteenth time, bringing its latest exhaust systems for various BMW Motorrad motorcycles as well as other products, constructed from lightweight titanium and carbon fibre, showcasing its lightweight solutions for today and tomorrow. The event attracted throngs of visitors from near and far, who enjoyed the summer atmosphere of the Berlin fair, including the all-day music shows. Parties in the large tent were livened up by DJs and various musical groups, with visitors also able to watch the riders’ skills as part of various shows (Trial, FMX and Original Motodrom).

06 / 11

Akrapovič News

Over 170 The current issue of Akrapovič Lifestyle Magazine will go to print before several racing

Andrea Adamo

Jorge Prado

seasons will have finished, so we cannot yet give the final tally of world champions who have and are yet to win titles on Akrapovič equipped machines this year. One thing is for certain though: the total number of world champions racing with Akrapovič rose above 170, with some of this year’s titles already in the bag. The 2023 list of world champions racing with Slovenian exhaust systems is headed by Jorge Prado (Red Bull GASGAS Factory Racing), who won his first MXGP class world champion title in the FIM Motocross World Championship at

Photo: KTM Images / Sebas Romero

Josep Garcia

Manuel Lettenbichler

Photo: KTM Images / Future7Media

the penultimate GP of the season. The MX2 title also went to Akrapovič, with Andrea Adamo (Red Bull KTM Factory Racing) becoming the champion on his KTM 250 SX-F at his home Grand Prix of Italy.

In October, Josep Garcia (Red Bull KTM Factory Racing) added another world champion title to his already extensive collection, winning in the Enduro World Championship E1 class. Yamalube YART Yamaha EWC Official Team riders Karel Hanika, Niccolò Canepa and Marvin Fritz, followed up on their convincing victory at the 24H SPA EWC Motos, by showing an incredible fighting spirit during the FIM Endurance World Championship season finale at the Bol d’Or in France, finishing in fourth to secure the title. Nicolò Bulega (Aruba.it Racing WSSP) was crowned champion in the WorldSSP class on an Akrapovič-equipped Ducati Panigale V2, giving the Italian brand its first title in this class since 1997. While Bulega secured the overall win at the penultimate round, the new WorldSSP300 champion Jeffrey Yamalube YART Yamaha EWC Official Team

Buis (MTM Kawasaki) clinched it at the finish line of the very last race. Before this issue went to press, the counter of Akrapovič champions stopped at 172, with Manuel Lettenbichler (Red Bull KTM Factory Racing) winning the 2023 Hard Enduro World Championship and Luciano Benavides (Husqvarna Factory Racing) securing his first World Rally-Raid Championship title.

Jeffrey Buis

Nicolò Bulega

Triumph Motorcycles and Akrapovič have revealed plans to collaborate on

Akrapovic with Triumph

a number of new exhaust systems in the adventure and roadster sectors, as well as work on special projects. “This collaboration is about offering our customers even more choice by extending our range of genuine Triumph accessories. Working with Akrapovič to develop new exhaust systems for our upcoming models, we can give riders the opportunity to enhance the response and feel of their new Triumph motorcycle, knowing that the two have been developed side by side,” said Triumph Motorcycles CEO Nick Bloor with Akrapovič CEO Davorin Dobočnik adding: “As a company, we are delighted to be entering into this new collaboration with Triumph. We are honoured to cooperate with such an iconic brand with a huge heritage.” Both Akrapovič and Triumph are known across the world for delivering high performance, premium quality, unmistakable sound and innovative design.

Victories and records Peter Hickman and the Monster Energy by FHO Racing BMW Team won the prestigious Senior TT and both Superstock TT races at this year’s Isle of Man races with the all-new BMW M 1000 RR. Hicky also set new lap records in the Senior TT and Superbike TT and a new outright Isle of Man TT lap record with a sensational average speed of 219.447 km/h (136.358 mph) on the Superstock version of the M RR.

06 / 11

Akrapovič News

366.1 km/h The exhaust system you can admire on the cover of the current Akrapovič Lifestyle Magazine, is the one used by Brad Binder (Red Bull KTM Factory Racing) to achieve the all-time top speed record of a MotoGP motorcycle during the sprint race in Mugello, Italy. The South African pushed the KTM RC16 all the way to 366.1 km/h. “The bike is a rocket, and it feels so good,” Brad enthused about the record.

Number sixteen Readers and visitors to the PS magazine website were again asked to vote for best brands. In the category of motorcycle exhaust systems, 77.3 % out of the 12,049 readers who cast their vote opted for Akrapovič, giving the Slovenian company PS magazine’s best brand award for the 16th time in a row.

216 laps for the win Honda factory team, Team HRC with Japan Post, won the 2023 Suzuka 8 Hours race. This was the second Suzuka victory in a row for the CBR1000RR-R Fireblade SP motorcycle, fitted with an Akrapovič exhaust system, this time piloted by Takumi Takahashi, Tetsuta Nagashima and Xavi Vierge.

XSR900 DB40 Prototype visits Goodwood The renowned route of the world-famous Goodwood Festival of Speed in Great Britain sees many a beauty on two- and four-wheels every year. This year’s premieres on the Goodwood Hill included a very special Yamaha XSR900 DB40 Prototype. Equipped with an Akrapovič exhaust system, the XSR900 DB40 Prototype represents a blend of Yamaha’s rich racing history and cutting-edge modern technology in line with the Sport Heritage mantra. Based on the XSR900, the XSR900 DB40 Prototype – named in celebration of 40 years of the Deltabox chassis – is powered by an 890 cc ‘CP3’ triple-cylinder engine, housed in the very latest version of the Deltabox style frame.

Impressive season The ROWE Racing team and its Akrapovičequipped BMW M4 GT3 racing cars, were amazing at this season’s GT World Challenge Europe, with Philipp Eng, Marco Wittmann and Nick Yelloly celebrating fantastic victories at the 24 Hours of Spa-Francorchamps (Belgium) and the season opener at Monza (Italy), while closing the year in second place overall. Their team colleagues, the BMW Junior Team drivers Dan Harper, Max Hesse and Neil Verhagen meanwhile secured ninth place in the Endurance Cup Driver’s Championship. Overall, ROWE Racing won twice (Monza, Spa-Francorchamps), while finishing second (Monza) and third (Le Castellet) once each at the 2023 Endurance Cup.

Two new Red Dots Following two Red Dot awards in the product design category in 2023, Akrapovič won two other honours at Red Dot Award: Brands & Communication Design 2023 for its videos showcasing the Akrapovič Rear Wing (Carbon) for the BMW M3 (G80) and M4 (G82) and the Akrapovič exhaust system for the Porsche 911 GT3 (992). An element of mystery surrounds the video highlighting the Rear Wing (Carbon) for the BMW M3 and M4. It tells the story of its development, with darkened scenes and fastpaced framing, while energetic music and conversations between the engineers and twotime DTM champion Marco Wittmann create tension, until the full reveal and beauty shots leave the viewer wanting to see more of the superior quality of the new rear wing. Akrapovič’s exhaust system for the Porsche 911 GT3 had already won the Red Dot Award: Product Design 2023, and its race-oriented design led to a video set in a racing environment. The driver’s excitement is conveyed through the film, along with the important role that sound adds to the experience. The video cuts between exhaust tones and soft music, with a moment of reflective silence, before returning to the pure sound of driving and ending with the “And the soul gets to be heard” voice-over. Both videos are available at www.akrapovic.com.

R nineT Custom Racer GP Products revealed a very unique BMW R nineT, calling it R nineT Custom Racer. The conversion left no detail untouched, with all components carefully discussed and selected or produced. Because an image is worth a thousand words, we will only add that leather upholstery, numerous carbon parts and other lightweight components (Akrapovič titanium exhaust included) are augmented by additional power from the boxer engine.

06 / 11

Akrapovič News

American champions This year’s season in the US MotoAmerica championship was dominated by teams using Akrapovič exhaust systems, with the champions in both the Superbike and Supersport classes using Slovenian know-how. Fresh N Lean Progressive Yamaha Racing’s Jake Gagne clinched his third consecutive premier-class title with a sweep of the MotoAmerica Superbike tripleheader at the Pittsburgh International Race Complex. Xavi Forés, racing for the first time in the series, was meanwhile crowned the king of 2023 MotoAmerica Supersport Championship at the Circuit of The Americas in Austin. No wonder that the Warhorse HSBK Racing Ducati NYC rider is called the Spanish Bull.

First win for BMW M Hybrid V8 Until this summer, the last time a BMW prototype won a race in North America was in 1999 at Sebring (USA), courtesy of a BMW V12 LMR. That changed in June when BMW M Team RLL was awarded the victory in the 6-hour race of the IMSA WTSC at Watkins Glen (USA). Connor De Phillippi and Nick Yelloly crossed the finish line in second place after a dramatic final phase, but a post-race penalty for their first-placed competitor, due to a technical violation, granted the historic first win to the BMW M Hybrid V8.

Evolut ion

by Mitja Reven photography Miran Kambič, Branko Cvetkovič, Uroš Podlogar, Format67

Development of Akrapovič Company

ROOM FOR PROGRESS Even those vaguely familiar with Akrapovič are aware that the company never rests and continually invests in technology and development in order to push the boundaries of exhaust systems for motorcycles and premium cars, as well as in the use of light materials for other solutions. Anyone who visits this world-renowned company every few years, can easily spot this march of progress.

12 / 15 Evolution

Regarding floor space, Akrapovič has grown threefold in the last decade or so.

If they travelled some ten years back in time,

substantial investments in technology over the

larger premises, which could be equipped

visitors to the Akrapovič company would have

past 32 years. The initial workshop contained

with cutting-edge equipment and operated by

to visit two locations to see everything related

a basic tube-bending machine and a single

additional employees. Despite the additional

to the company’s development and production:

motorcycle dynamometer. Needless to say, the

space available at company’s headquarters, the

company headquarters which were (and still

list of technical equipment has greatly expanded

existing location was becoming too crowded as

are) located in Ivančna Gorica and also housed

since then: the turn of the millennium saw the

investment in technology ramped up.

R&D and majority of production, and the

arrival of a modern tube-making machine, the

outskirts of Slovenia’s capital Ljubljana, to see

company has been for several years operating

City of Črnomelj

the manufacture of products and components

a line of state-of-the-art bending machines, it

Unless you come from Slovenia or its

from composites and some other departments.

uses 2D and 3D laser cutters, welding robots,

neighbourhood, the name of this tiny town

If they were to travel even further in the past

modern hydraulic presses, operates its own

with some 5,500 inhabitants probably doesn’t

and turned the clock to 1992, when the

foundry for casting parts from titanium, Inconel

ring any bells. And neither was it important

company founded and owned by Igor Akrapovič

and stainless steel, and tests on modern car

to Akrapovič until the mid-2010s when the

celebrated its first birthday, they would only

and motorcycle dynamometers, including

company relocated its production to Črnomelj.

need to visit a single location in the shape of

a durability dyno where the motorcycle is

Since 2015, Akrapovič’s products, delivered to

a slightly bigger workshop in Ivančna Gorica.

controlled by a robot… the list goes on. All

over 80 countries around the world, have been

While former motorcycle racer Igor Akrapovič

the investments came as the result of the

produced there. Remember when we travelled

launched his business with the number of co-

company’s focus on progress and in response

back ten years in time? Back then, development

workers that could be counted on the fingers

to the growing demand for high-performance

and manufacture of Akrapovič products took

of one hand, in 2003 the HR department

exhaust systems from Akrapovič over the past

place at two locations with combined a floor

would inform our time travellers that there were

three decades. The Slovenian company has

space of just under 14,500 m2 – a surface

almost 150 people on the payroll. Today, this

continued to attract new customers, including

area that soon thereafter proved to be too

number is more than ten times higher than

world-famous motorcycle and automotive

small. Due to increased demand, production

twenty years ago. Akrapovič has also made

brands, resulting in the need to find new and

was moved from the HQ, freeing up space

“Our decisions intended to increase capacity are primarily aimed at meeting customer needs and their satisfaction.”

Davorin Dobočnik, Akrapovič CEO

for R&D and other departments, such as the

increased the company’s production area to

also heralds the arrival of new machines, which

foundry, tool shop etc., and from the company’s

over 30,000 m2 in total, meaning that Akrapovič

will further advance Akrapovič’s technological

location at the outskirts of Ljubljana to a new

has tripled in size in terms of floor space in just

capabilities. Technical Director Tomaž Ilovar

location in Črnomelj with over 26,000 m2 of

over ten years.

also welcomed the expansion of the company’s capacities while stressing the goal of increasing

usable space. Less than ten years later, it was time for another expansion. The engineering

The new three-storey facility in Črnomelj offers

productivity. This particular business indicator

team at the HQ had grown, causing the sales,

over 4,000 m2 of usable space, thereby allowing

is, in addition to capacity in terms of employees

procurement and finance departments to move

the company to improve its workflow resulting in

and equipment, also strongly influenced by flow

to new dedicated premises totalling over 900

a greater production capacity and, by increasing

of material, which will now take an even more

m2 with former offices being occupied by

departmental output, shorter waiting times for

optimal path from arrival all the way to the final

R&D. The increase in engineering staff, says

products. A more optimal production process

assembly line, whereupon the products will

Akrapovič CEO Davorin Dobočnik, is due

also means even higher product quality. “Our

travel to the warehouse and then the world.

to the necessity of continuously developing

decisions to increase capacity are primarily

It is certainly true that change is the only

new products. “It has always been key for the

aimed at meeting customer needs and their

constant at Akrapovič. It is aimed at customer,

company to offer excellent products made

satisfaction,” adds Davorin Dobočnik, stressing

employee and partner satisfaction. The hum

from top-quality materials and advanced

that “expanding the foundry’s capacity will, I

of construction machines may have stopped

technology, and that wouldn’t be possible

believe, have a positive effect on our expansion

for a while, but that does not mean that there

without a sufficient number of employees in

into other segments.”

is silence at Akrapovič premises. “We will

R&D and pre-development,” says Dobočnik. But

“This is a major asset. More space makes work

continue to emphasise investment in the

company expansion over the past two years did

easier, more pleasant, and brings an even higher

development of new products in order to boost

not end there. The logistics centre moved to a

level of employee safety,” Production Director

sales and ensure growth in both existing and

new location occupying almost 6,500 m2 and a

Aleksander Mavec embraced the company’s

new markets. We are focusing on process

completely new facility was opened in Črnomelj;

newest acquisition, a modern building housing a

automation, industrialization and digitization,”

completed in under a year, the building

solar power plant on the roof. Increased space

is Davorin Dobočnik’s forward-looking stance.

Story

16 / 17 Story

FIT IT YOURSELF?

WHY NOT! by Miran Ališič

photography Blankframes

MARCO WITTMANN AKRAPOVIČ EXHAUST SYSTEM

IT’S QUITE UNUSUAL TO SEE RACE DRIVERS FITTING AFTERMARKET PRODUCTS TO THEIR CARS OR MOTORCYCLES THEMSELVES, BUT MARCO WITTMANN IS AN EXCEPTION. HE INSTALLED AN AKRAPOVIČ EXHAUST SYSTEM ON HIS BMW M4 CSL, WHICH HE MAINLY DRIVES FOR PLEASURE, BY HIMSELF. SO, WAS IT A CHALLENGE OR JUST AN EVERYDAY TASK?

“ONLY WHEN FITTING AN EXHAUST SYSTEM TO A CAR BY YOURSELF, DO YOU NOTICE HOW IMPORTANT THIS PART OF THE CAR IS. YOU COME TO REALISE THAT AN AKRAPOVIČ EXHAUST SYSTEM IS SUPERBLY MANUFACTURED, DOWN TO THE MINUTEST DETAIL.”

trained professional car body mechanic, so I

installing exhausts by himself. The BMW M

have some knowledge of vehicle parts and car

works driver namely fully realised how much

assembly in general,” the German continued

lighter the titanium exhaust Akrapovič had made

with a laugh.

for the BMW M4 CSL really is and what the difference in weight between the original and

// A major piece of the puzzle

Akrapovič actually means. “At the same time,

“I’ve fitted exhaust systems to cars before, so I

every Akrapovič exhaust comes with a brilliant

have some experience. Because of this, fitting

sound, which I adore, while my neighbours must

an Akrapovič aftermarket exhaust system to

be getting tired of me revving up the engine in

the BMW M4 CSL was not a difficult task. I’ve

front of my house and listening to the incredible

installed exhausts on my company cars on several

Akrapovič sound.”

occasions, so it was basically a routine for me.” Indeed, rather than the fact that he managed to

// …then feel the difference

do it by himself, the Bavarian from Franconia was

Marco Wittmann owns several cars, and uses

rather happier about the fact that this important

the M4 CSL for special occasions, more or less

piece of a car’s performance puzzle was actually

like a Sunday car, although Marco’s Sundays

made available for his BMW M4 CSL. “Only when

often come full of commitments and rarely allow

fitting an exhaust system to a car by yourself, do

him time to relax. “However, occasionally there’s

you notice how important this part of the car is.

an event at a racetrack where my friends and

You come to realise that an Akrapovič exhaust

I like to go to eke out that little bit more from

system is superbly manufactured, down to the

our cars than we are allowed to on the road.

minutest detail. You can’t help but notice the

But we don’t go over the top, because this M4

design and finish, and while being installed,

CSL is a special limited series car, so I certainly

Not only is Marco Wittmann skilled behind the

the exhaust system feels as if it fuses with the

don’t want to crash it or even wreck it.” There

wheel – he’s an accomplished race car driver

components on which it rests or is attached to.”

is one other thing that the German racing car

after all – he’s also proficient in the workshop.

While Wittmann did not come across any major

driver noticed after taking his BMW M4 CSL

Even so, it’s still uncommon to see a racer fit

difficulties during the process and believes that

for a more race-like spin. “Apart from what I had

an aftermarket exhaust to his car. “Most of

anybody could do what he had done, he did later

already said about the sound and weight of the

my aftermarket exhaust systems are installed

qualify that claim a bit: “Well, you do need a bit of

Akrapovič exhaust system, it also provides more

in Ivančna Gorica, but this requires time and

experience, not exactly everyone can successfully

power. It’s true that fun rides like these aren’t

planning,” the German racing driver from Fürth

install such an exhaust system.”

about the tenths or hundredths of a second per

said. “The main reason we chose a different

lap that decide the winner, but one still feels the

option this time was, well, time. We didn’t have

// You first notice the weight and the

difference in power,” Marco explained, adding:

enough time to drive the car to Slovenia and

sound…

“You feel it when accelerating, the car is a

back, so I suggested replacing the exhaust by

Marco’s father Herbert has managed a body

shade faster, more agile, it can also be driven in

myself.” Wittmann, a successful BMW M works

shop in Fürth for a long time now, so Marco has

a sportier manner. If you are the kind of person

driver in the DTM sports car racing series,

been surrounded by cars, workshops and tools

who likes to drive dynamically, fast, sporty, even

was relaxed about making the change on his

from an early age. But the two-time DTM series

if it’s just for fun, you’ll feel this difference in

personal car. “You must remember that I am a

champion noticed something else after starting

power at every moment.”

Ride With Us

FASTEST PIT BOARDS Track communication in motorcycle racing by Gaber Keržišnik photography Gaber Keržišnik, Graeme Brown, Juan Pablo Acevedo, Polarity Photo, Ray Archer

C o m m u n i c at i o n b e t w e e n t h e t e a m a n d r i d e r i s c r u c i a l f o r a s u c c e s s f u l race, so it must use a high-tech solution, right? Wrong! Done in the same w ay s i n c e t h e b e g i n n i n g o f r a c i n g , t h e o n e - w a y s y s t e m u s e s a p i t b o a r d t o i n f o r m , w a r n , m o t i v a t e o r c a l m t h e r i d e r a n d c o m m u n i c a t e k ey i n f o r m a t i o n . S o m e m e s s a g e s a r e s i m i l a r a c r o s s d i ff e r e n t m o t o r c y c l i n g c a t e g o r i e s , w h i l e o t h e r s c a n b e c o m p l e t e l y d i ff e r e n t . 18

18 / 23 Ride With Us

G O O D O L D P I T B OA R D S Pit boards continue to be a staple of racing. In motorcycle road racing, they come in the guise of large aluminium frames, though carbon fibre or welded titanium, used to reduce weight, are becoming more common. Pit crew at the track can populate these frames with pre-prepared short inscriptions and messages, as well as use numbers and symbols to display lap times, usually the most crucial information for every rider. Off-road races use a rather more oldfashioned, but still the most efficient way, namely chalk or an easy-to-erase marker for messages, lap times and instructions on their slightly smaller black boards. Mainly seen in motocross, these allow for more creativity, as mechanics are not limited to a selection of pre-prepared messages or sets of characters. “Two-way communication via radio as used in car racing is not the right choice. A motorcycle is not a car. Riders require 100 % concentration. We tested it two years ago and it was a complete disaster,” said Thomas Rubantel, in charge of rider communication at the GASGAS Factory Racing Tech3 MotoGP team. Mark Elder, Monster Energy Yamaha MotoGP team, added: “We have also tried more modern, digital boards, but that didn’t work out either. We tested them in Qatar, when the night races began. A company providing such boards was there. I don’t know why they didn’t catch on. We still use the classic boards. Ours are made by Akrapovič from titanium to reduce their weight as strong winds can make them difficult to hold.”

ONLY BASIC DATA FOR ROAD RACING During the race, a rider is usually told the gap to the leader or the competitor in front as well as his advantage over the closest pursuer, but other info can be communicated as well. “Sometimes we put the SWITCH sign on the board, telling the rider to change the bike’s electronics program. MotoGP class riders can also get warnings sent to their dashboards, but these cannot be used for messages, only basic instructions and information. All messages are controlled by Dorna and have to be approved by them before being sent to the dashboard,” says Thomas Rubantel, while Mark Elder points out that setting the groundwork is key. “When you start working with a new rider, you agree on a basic system, what his pit board will look like, where at the track it’ll be located and what information it’ll contain. I used to be in charge of Valentino Rossi’s board and he wanted

wanted to know the fastest time of any rider on the track and who the fastest man was. Fabio mainly wants to know how many laps he has completed, what position he’s in. The messages also differ between race and practice. During the race, the rider’s fastest time is omitted and, starting with 10 laps to go, we begin the countdown. We tell the rider if he needs to change the bike’s electronics program. That’s it. The rider usually remembers the board’s data photographically, and then analyses it from memory as he continues with the lap.” Another rider who does not require too much information is Marc Márquez. Holding his pit board during the race is Repsol Honda Team’s Javier Ortiz: “During qualifying, the rider is more interested in his lap time or the fastest rider’s time, as well as the time left until the end of the session. Marc doesn’t need much information during the race, just some basic info. We always place the same types of information in the same area on the board. This makes it easiest to process by the rider.”

OFF-ROAD ALLOWS MORE FREEDOM “We show very different information to the rider. If we notice that he’s losing time in a certain sector, we can, for example, write ‘Change line in sector 2’. We determine all of this before the start, when we survey the track together. Information varies from race to race. A lot depends on the weather and track conditions,” says Vitaliy Tonkov, Monster Energy Yamaha Factory MXGP Team Manager. Boards in off-road races are slightly smaller as the speeds are not as high as in road racing, though they might still be difficult for the rider to read, especially if dirt and bumps impair his vision. Harrison Norton, Red Bull KTM Factory Racing team: “We use light Akrapovič boards, made from carbon fibre. These classic boards use white writing on a black background. There is no need for them to be too big. The rider and the mechanic agree on everything, even where beside the track the mechanic will stand.” To make it easier for the riders to recognise their boards, they feature their colours or logos on top.

M OT I VAT I O N I S E V E R Y T H I N G “We sometimes write STRONGER! or HOT LAP, when the rider has to go full throttle. Sometimes the board says PUSH or CHAMPIONSHIP POINTS or PODIUM with a competitor’s name next to it to let the rider know who he has to overtake to get on the podium,” Vitaliy Tonkov explains. Norton adds: “We also sometimes use motivational messages

at the KTM team, something otherwise quite rare in road racing.” Is that so? “We never use motivational messages,” Marcus Eschenbacher, ROKiT BMW Motorrad WorldSBK Team Crew Chief to Michael van der Mark, said tersely with Javier Ortiz adding that motivational messages are not used for Marc Márquez either. However, Jose Manuel Lopez, in charge of communication with Iker Lecuona at Team HRC in WorldSBK uses one of the oldest motivational techniques available. “Sometimes I motivate him by waving. ‘Faster, faster, let’s go, let’s go!!!’” Moving on to more technical matters, Andrew Pitt, a successful former rider, who won the Supersport 600 World Championship twice with Kawasaki and raced in Superbike and MotoGP before becoming Crew Chief, now working with Andrea Locatelli at the Pata Yamaha Prometeon WorldSBK Official Team, offered the following insight: “Certain tracks like Phillip Island in Australia put a lot of stress on the tyres. Riders who want to protect them during the first half of the race ride at 85 % of their ability. Towards the end of the race, such riders can be shown the word PUSH to start riding at full throttle.” We know of another person who is sometimes helped by stirring messages from the pits. Multiple world champion Jonathan Rea has Arturo Perez by his side and the latter sometimes resorts to motivation. “When he does a fast lap, we have a thumbs up icon ready. If he has to push or go all out in the last minutes, we use GO!, but in Spanish, so you’ll see VAMOS!” A similar mentality can be found on the other side of the Kawasaki Racing Team pits, where Pau Raurell Ramoneda is in charge of informing Alex Lowes. “Sometimes I show him the sign for or the word SOFT, to let him know to be focused but relaxed and ride gently and sometimes I use the phrase OLD BULL, to tell him to be careful and deliberate.”

IT CAN (AND DID) HAPPEN “Once we had strong winds and half of my prepared numbers were blown all over the pit lane,” recalls Jose Manuel Lopez from Team HRC, while his colleague Cristian Cachon, who’s in charge of informing Xavi Vierge, adds, “I was once showing my rider a sign telling him to come to the pits for several laps, but he completely ignored me. I still don’t know why to this day...” Andrew Pitt experienced a communication error first-hand while racing: “The mechanic in charge of the pit board made a mistake in counting the laps. If possible, the rider should pay attention to official race board with the number of laps and the pit board used by the team mechanic in the closing laps.”

18 / 23 Ride With Us

Thomas Rubantel also has a story to tell: “The remaining number of laps, especially towards the end of the race, is a very important piece of information. Once we showed the last lap sign one lap too early, the rider thought the race was over in the next lap. He closed the throttle for a moment on the straight. We got lucky, because Morbidelli, who was behind him, also saw my board and closed the throttle for a moment so we stayed in the same position until the end.” Sometimes it also happens that a trackside mechanic inadvertently mixes up the two riders. “If two riders from the same team wear the same colours and are close to each other on the track, mistakes can happen. Even more so if their helmets sport similar colours. I managed to show the board to Alex (Lowes) instead of Johnny,” Arturo Perez remembered. Mark Elder meanwhile told of an occasion when he made a mistake on a pit board for Valentino Rossi: “Data on the pit board is very important for the riders. Valentino was a dedicated professional. Whether he raced well or not, he was always analysing what was happening on the track. Even in the days after the race. Once he came to me before the start of the next race and asked if I was really telling him in the third lap of the previous race that Bagnaia was behind him. That wasn’t Bagnaia he said sternly…”

// Si Komunikacija med dirkači in moštvi Komunikacija med dirkačem in moštvom je ključnega pomena za uspeh na dirki v motociklističnem športu. Že od vsega začetka dirk moštvo z uporabo table ob stezi dirkača obvešča, opozarja, ga spodbuja, umirja in mu sporoča marsikatero ključno informacijo. Nekatere informacije so si v različnih panogah motociklističnega športa izjemno podobne, spet druge so lahko povsem različne. Sporočilne table ostajajo železni repertoar dirkanja. V cestnohitrostnem motociklizmu so to veliki okvirji, narejeni iz aluminija oziroma po novem tudi iz karbonskih vlaken ali pa varjeni iz titana, da so čim lažji. V te okvirje asistenti oziroma mehaniki ob stezi zatikajo vnaprej pripravljene kratke napise in sporočila, iz nabora številk in črk pa sestavijo doseženi čas kroga, ki običajno najbolj zanima vsakega dirkača. Na precej staromoden, a vseeno še vedno najbolj učinkovit način na nekoliko manjše table na terenskih dirkah mehaniki kar s kredo ali belim in preprosto izbrisljivim pisalom pišejo sporočila, čase krogov in navodila svojim dirkačem. V motokrosu takšne table dovoljujejo več kreativnosti, saj mehaniki niso omejeni na izbor vnaprej pripravljenih sporočil, napisov, črk ali številk.

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24 / 27 Ride With Us

Ducati,s domination

RED FIRE The motorsport world is seeing red: Ducati is

dominating MotoGP, WorldSBK and WorldSSP. But how has the relatively small factory from Bologna managed to build up such a lead?

/ / Red for more than a century

“Why we are so successful? Because we are red!” The joke with which

stands for Italian passion, spirit

Ducati Corse General Manager Luigi Dall’Igna opens our conversation

of innovation and success in

contains more than just a grain of truth. Red stands for more than a century of Italian passion, innovative spirit and success in motorsport,

motorsport, on two- as well as

whether on two or four wheels. Though this passion has always been

on four-wheels.

accompanied by drama and setbacks, the current superiority of the red racers from Bologna is the result of a decade of meticulous work which saw Ducati’s racing department pulling itself out of one of the deepest lows in its history. And so 2022 world champions Francesco ‘Pecco’ Bagnaia in MotoGP and Álvaro Bautista in the Superbike World Championship and, more recently, 2023 Supersport World Champion Nicolò Bulega, ride from victory to victory.

From hero to zero to hero again Ducati began as a superpower in the World Superbike Championship, winning 14 of the 22 possible riders’ titles between 1990 and 2011, adding a MotoGP title with Casey Stoner in 2007. But after Stoner moved to Honda in 2011, his successors failed to continue with the successes, exposing the bike’s weaknesses for which the riding genius Stoner was able to compensate. Then came the next setback, when Ducati switched from the tried-and-true 1198 to the Panigale in the Superbike and suddenly found itself trailing behind. Ducati’s racing department was in shambles. Things didn’t begin to turn around until just before the end of the 2013 season when Luigi Dall’Igna, who had previously led Aprilia to championship titles in World Superbikes and the 125 and 250 cc categories in MotoGP, became the new Ducati Corse General Manager.

by Imre Paulovits photography Ducati, Graeme Brown, Polarity Photo

24 / 27 Ride With Us

“After arriving it had taken me six months to get to know all the employees in the racing department. I discovered that I was surrounded exclusively by highly competent

and motivated experts. It was the organisation and communication that needed to be improved in order to unleash the true potential of the department,” Dall’Igna recalls. In

addition, through some clever moves, he managed to obtain concessions for Ducati and other manufacturers that had not yet reached the top of MotoGP. These rules also helped Suzuki and Aprilia and made it possible for KTM to venture into MotoGP. “To

be able to compete against the big guys as a small manufacturer – and that’s what Ducati is compared to the Japanese giants – you have to break out of the box and come up with new

ideas,” said Ducati Corse Sporting Director Paolo Ciabatti. “We have always depended on the creativity of our employees.” But development took time. It wasn’t until

New thinking

the 2016 Austrian Grand Prix that Andrea

“While everyone only talks about the

Iannone scored the first Ducati win since

technology, we’ve also made numerous other

Casey Stoner in Australia in 2010, but after

changes,” Dall’Igna continues his explanation

that it became increasingly obvious that

for the team’s comeback. “Before, the satellite

Ducati is one of the best, if not the best bike

teams were just the manufacturers’ cash

in MotoGP. Despite this, Andrea Dovizioso

cows, fobbed off with second-rate material.

had to settle for the runner-up position

We were the first to supply them with proper

against the super-talented Marc Márquez

factory material, giving us access to data from

in 2017, ‘18 and ‘19. But it was this period

even more riders.” This also made it possible

that set the course for Ducati’s success

to develop the MotoGP Ducati so that it could

today. Dall’Igna elicited improvements from

be ridden at the highest level by riders with

his racing department in every little part of

different riding styles, rather than just one

the bike. Ideas were developed that would

exceptional rider.

completely change the face of MotoGP. The

(from left) Davide Tardozzi, Paolo Ciabatti, Claudio Domenicali, Francesco Bagnaia, Luigi Dall’Igna

innovations of Ducati Corse’s 120 engineers

Ducati’s progress in MotoGP also rubbed

include variable flywheel masses through

off on other classes. Serafino Foti’s Aruba.it

external replaceable flywheels, aerodynamic

Racing – Ducati factory team struggled for a

improved the nervous handling that we were

downforce aids, ride height changes to

long time in WorldSBK against the superiority

still struggling with in 2022 and were able to

allow for more acceleration and braking

of the Kawasaki Racing Team and Jonathan

give our riders a helping hand,” Foti reveals,

on the straights due to the lowered centre

Rea. Ducati then switched from the twin-

adding that his team is also dominating the

of gravity, and mass dampers to eliminate

cylinder Panigale to the Panigale V4 R in 2019,

Supersport World Championship this year with

‘chatter’. Each time they broke completely

an engine derived directly from the MotoGP

Nicolò Bulega: “2022 was an apprenticeship

new ground, and they also knew to ask the

racer. Álvaro Bautista went on to win the first

year for us because Ducati had not been

right experts for advice. Nearly all of their

eleven races on this bike, though still lost out

involved in the WorldSSP since 2007. To do

innovations were copied by the competition,

to Rea in the fight for the world title. After two

this, Bulega, coming from Moto2, had to get

but the copies nevertheless come less and

years with Honda, Bautista returned to Ducati

used to the bike and the tyres. Last winter

less close to the original.

in 2022 and together they finally won the

he understood in which direction he had to

world title, the same year that Ducati became

change, also in his training.”

Racing motorcycle manufacturers also

MotoGP World Champion again. So the company from Bologna is currently

rely on suppliers. “Collaboration with specialists from Öhlins for the suspension

“Álvaro’s riding style suits this bike perfectly,”

dominating all the world championships in

elements, Brembo for the brakes and

Serafino Foti believes. “But we were only able

which it participates. “Of course, this won’t go

Akrapovič for the exhaust systems, to name

to achieve this success because the entire

on forever, the competition will do everything

just a few, has always been excellent. Our

package is right – the team, bike and rider are

they can to catch up with our lead,” Paolo

engineers get on perfectly with them. This

all in perfect harmony.” For 2023, the Panigale

Ciabatti knows. “But we are also working

is the only way to bring new ideas to life,”

V4 R has been revised once again, and the

with all our strength and passion. We won’t

says Luigi Dall’Igna. “I’ve been working with

Bautista-Ducati pairing has become even

stop bringing new thinking and new ideas to

Akrapovič for as long as I’ve been involved

stronger. “During the winter, especially with

motorsport, and we’ll keep our eyes open for

with four-stroke engines.”

the new exhaust system from Akrapovič, we

any changes the future brings.”

Nicolò Bulega

Álvaro Bautista

/ / The innovations of Ducati Corse’s 120 engineers include variable flywheel masses through external replaceable flywheels, aerodynamic downforce aids, ride height changes to allow for more acceleration and braking on the straights due to the lowered centre of gravity, and mass dampers to eliminate ‘chatter’.

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30 / 33 Drive With Us

DI FFE R E NT STORY

Driv e With Us

by Gaber Keržišnik

photography Gaber Keržišnik, BMW

Races, atmosphere and people of Watkins Glen

I was driving a brand-new BMW 230i xDrive Coupé alongside the majestic Seneca Lake, the largest of the 11 bodies of water that make up the idyllic Finger Lakes in the US state of New York, dreamily taking in the scenery of immaculately manicured lawns in front of fairy-tale wooden houses, when the first yellow Corvette suddenly roared by. It was immediately followed by a Porsche 911 with its top down and by a classic BMW 2002 tii, in orange with a matte black hood, looking as if it just rolled off the production line. Must be getting close to the racetrack, I thought. Bingo.

Mark Schaffhouser

THE GLEN

laughing and ready to chat. They just couldn’t

in the bright sun. It was also crowded, with

Watkins Glen has a long racing history.

get enough of the fact that I came all the way

throngs of enthusiasts, older, younger, groups

Racing enthusiast Cameron Argetsinger

from Europe to write a report on a six-hour

of friends, parents with children, moving

organised the first car race here all the way

endurance race of the American IMSA WTSC

between the racing cars and the tents. The

back in 1948 on public roads. The event

series, and chose Watkins Glen to boot. They

German racing division was also there, looking

caught on but, due to safety concerns and

would give me the accreditation if I promised

very clean and neat, with impeccably set up

numerous accidents, a permission to build

to send them a copy of our magazine. Deal!

BMW and Porsche team areas. The largest

a racetrack on a hill near the lake shore was

The entrance to the racetrack is marked

crowd seemed to focus on the BMW area,

granted in 1956. The only thing telling you

by a movable barrier, a wooden house, an

which featured two of its newest racing cars

of the circuit’s existence is a small sign at an

illuminated sign and, in the planter below,

on high podiums. When team crew wanted to

intersection in Watkins Glen and it’s quite

impeccably arranged flowers. Famous races

take the car out of the garage before the start

easy to miss the turn. The town itself has a

used to take place at Watkins Glen, featuring

of practice, they first had to push the crowd

few small shops, bars and accommodation

racing’s biggest names. Did you know that

out of the way. An unbelievable sight for a

facilities, and is surrounded by an abundance

Formula 1 races were held here? From 1961 to

seasoned journalist of European races, where

of vineyards and wineries, all of which offer

1980, in fact.

the accreditation around the neck determines

daily tours, and wine tastings. Wonderful. You won’t be bored in the evenings either!

TRUE RACING ATMOSPHERE

exactly where you can and cannot go. I believe that giving spectators access to virtually

I parked the BMW and made my way to the

BACK IN TIME

everywhere really helps to promote the sport

paddock. The track kept reminding me of

and that’s how it should be.

Upon arriving at the racetrack, I stood in

another similar circuit, Monterey’s Laguna Seca,

amazement. What I found was a place steeped

as well as the famous oval in Daytona. This is

The atmosphere at Watkins Glen was great.

in racing history and I daresay such places do

how things were like 30 years ago when I first

Certain parts along the racetrack designated

not exist in Europe anymore. The very entrance

visited the Daytona 200, but it has since been

for camping were sold out, with campers

to the racetrack tells you that the circuit is also

thoroughly modernised, while the Glen remains

arriving already on Thursday. The crowd

a part of history. Watkins Glen International

as it once was. The paddock is large and

flinched as the racing cars roared to life. Some

received its current shape in 1971. It has been

divided into two sections. There are no pit-stop

moved to the track’s fence, others sat down on

maintained and modernised, but retained its

boxes at the start-finish line, like one finds at

small stools in front of the TV sets, and others

former racing nostalgia. Such buildings should

most racetracks around the world. It was filled

still went up the prefab racetrack stands. All

be protected as monuments! I received my

with the racing teams’ large and impeccably

sporting cooler bags, fully stocked with food

accreditation from three elderly ladies, always

polished American trucks, their chrome glinting

and drink. Baseball caps or large umbrellas

30 / 33 Drive With Us

“The beauty of racing in the IMSA series is competing throughout the year at many different and unique tracks. The grip at Laguna Seca, for example, was extremely poor. Just a few days before that, we raced on the Long Beach Street Circuit and finished second. Our class is new, the teams and the manufacturers are still getting to know the cars.” Brandon Fry, BMW M Team RLL Technical / Race Operations Director

were a must – to protect from the scorching

/ Race Operations Director, explained:

Team members, visitors, drivers, sports car

heat or a rogue shower. The weather at the

“The beauty of racing in the IMSA series is

enthusiasts and, to a large extent, race track

Glen can be fickle. I went up a stand and

competing throughout the year at many different

employees. I still remember the three ladies

sat down next to Dave, a bearded man from

and unique tracks. The grip at Laguna Seca,

from the accreditation booth and I felt similarly

Canada. We quickly got to talking and he told

for example, was extremely poor. Just a few

welcome at the media centre. Everywhere,

me he comes to the race every year. “We love

days before that, we raced on the Long Beach

actually. I’ve had a similar experience at

it here. My wife and daughter are staying by the

Street Circuit and finished second. Our class

Daytona, Laguna Seca, Indianapolis and

lake shore today, and my son and I are here,” he

is new, the teams and the manufacturers are

Austin. Shuttle drivers and racetrack entrance

said, as we exchanged addresses and phone

still getting to know the cars. Durability is the

checkpoint staff are often elderly people from

numbers. “If you’re ever in Canada, drop on

most important here, as the races are long.

the local community, who can in this way

by. I also own motorbikes, we can go for a ride

At Daytona the speeds reach more than 300

get involved in social life. It would be hard to

together,” was his offer to which I responded in

km/h, and one has to last 24 hours. All the

imagine something like this at European races.

turn should he ever find himself in Europe.

components have held up flawlessly and that is

The Old World will greet you with security

immensely important for us.”

guards and police officers. In the US, the

AND THE TEAMS? I enjoyed myself, I relished the racing as well as walking around the paddock taking pictures and looking at the long lines of fans buying hot dogs, pizzas, burgers and souvenirs – T shirts, caps, hats, hoodies, coffee mugs or tiny fridge magnets – all featuring the race logo ‘Six Hours of The Glen.’ The prices are not inflated and several times lower than those of the overpriced souvenirs at European events. Some of the brands were giving out free cheering t-shirts and caps.

story is completely different. “My day goes My next chat was with the team’s spokesperson,

by quickly and I feel I am useful to society. I

Bill Cobb, a huge racing enthusiast. We walked

meet new people every day and make a little

over to the BMW M Team RLL’s tent and the

something along the way,” Mark Schaffhouser

truck, where numerous engineers stared in

told me. I’ve been walking past him all day,

silence at their data monitors, processing the

as he sat on a chair at the entrance to the

information to optimise the performance of

paddock. The first time we greeted each other

their two BMW M Hybrid V8 race cars with

formally, the second time a little more friendly,

Akrapovič exhausts. “It might be better if the

the third time we just winked at each other and

camera stays off during this part,” Brandon and

at the end of day one we got to chatting. When

Bill warned me with a laugh as we sipped our

I was leaving on Sunday, he hugged me like

espressos.

an old friend. It didn’t matter if we would ever

But how do the teams, used to a completely

THE PEOPLE OF THE GLEN

different approach to racing in Europe, cope?

So, what is the most interesting thing about

Brandon Fry, BMW M Team RLL Technical

Watkins Glen? The people, of course.

meet again. This too is the Glen.

34 / 39 Interview

Inte r v iew

by Jean Turner photography Adam Cambell, Getty Images, KTM Images / Simon Cudby, Alex Štokelj

Roger De Coster

I HAD TWO CAREERS For more than six decades, motocross has been influenced by Roger De Coster - shop worker turned world champion, who turned an underdog brand into a championship-winning powerhouse.

Finding Roger De Coster requires a long walk down a cold concrete corridor at the massive new Pierer Mobility motorsports facility in Murrieta, California. While his office overlooks the impressive entryway and is filled with championship trophies stretching all the way to the vaulted ceiling, the Motorsport Director of KTM and Husqvarna North America can most often be found in the machine room all the way at the back. “I like to be around tools, do things with my hands and build things,” says De Coster. “I love seeing things come together.”

“When I was 16 years old, I saved some money and bought a little bike. I raced it three times and I DNF three times.”

34 / 39 Interview

Roger De Coster and Pit Beirer

Roger De Coster (left) and Ryan Dungey

Slavko Alojz Trstenjak (left), Roger De Coster and Ryan Dungey

Peering into the motorsports building’s many windows as I made the trek down the hallway, it’s plain to see the fruits of his tenure at KTM and the explosion of American motocross over the last six decades. Roger De Coster has played an integral role in both. Roger needed just a few moments to finish tinkering with his latest project, seemingly a mount that bolts to a triple-clamp, before settling in for a chat about his expansive career in motorcycling - a shop helper turned teenage racer, world champion, team manager, and one of the most influential figures in modern motorsports. Roger won five world championships as a racer and, as a manager, helped to cultivate numerous champions, like Travis Pastrana, Ricky Carmichael and Ryan Dungey. In his current role of Motorsport Director for KTM Nort America, Roger gave the Austrian manufacturer its long-awaited first Supercross Championship (with Ryan Dungey in 2015), undoubtedly one of the reasons for the expansive brand-new powersports facility that loomed overhead.

I’d like to go all the way back to your childhood in Belgium. What got you interested in powersports?

But when I was 16, I saved some money and

I lived on the outskirts of Brussels and at that

I didn’t know much about waterproofing the

time, there were motorcycle races and car

bike’s electricals. At that time, those bikes

races on open roads. They would create a loop

were not really made for racing in the dirt.

bought a small bike. I raced it three times and DNF three times. It rains a lot in Belgium and

of about 80 kilometres on farm roads and hold 24-hour or 12-hour races. Then there were also the races from city to

Sounds like your racing career got off to a rough start.

city, for example from Liège in Belgium all

I ran out of money, so I saved some more

the way to Rome and back - some 3,000 km

and learned about preparing the bike in the

in total. There was a pub near my house that

meantime. I took some parts from the old bike

was used as a checkpoint, so motorcycles

and bought an engine from a road racer. Those

would come by throughout the day and night,

were tiny bikes, you know, 50 cc. I got decent

stopping to get their check paper stamped.

forks, put it all together and won the first race

That was happening when I was 12, 13 years

of the next season. That was in ’62.

old. I was up all night watching the bikes. My

I won the championship in the Junior class,

mom would yell at me, “Got to sleep! You have

and in the Senior class the year after. I didn’t

school tomorrow.” Yeah, that’s what got me

have a car. I’d ride my little bike to the race

hooked on motorcycles.

with a backpack, some tools and a gallon of

Around that time I started working in a

fuel and then ride it back. After winning the

motorcycle shop doing small jobs. I didn’t know

Senior class, I began working for a ČZ Jawa

much about racing because my dad wasn’t

importer, and the big deal for me was being

into it and I didn’t have any racing friends.

given a company car to visit the dealers around

Belgium. I was supervising the dealers, taking

just demonstration rides. Edison was looking for

the whole track was hard and dusty, and then

care of warranty and parts and so got to go to

riders who wanted to spend two, three months

they had this big mudhole. They brought hoses

the ČZ factory in Czechoslovakia, which was

in the U.S. and the guys who said yes were Joël

to fill it up.

then behind the Iron Curtain.

Robert, Torsten Hallman, Steffan Enqvist, Åke

I also got a deal on a 350 Jawa, which I raced in

Jonsson, Dave Bickers and me.

the 500 Open class and won the championship.

We started on the East Coast in

Then I got a deal on a ČZ 250 and 360 and

Massachusetts. We’d be taken to a radio

moved to the International class. I finished

station, sometimes a TV station to promote the

second in the 250 in the International class and

race. We’d often go lay out the track, put the

fifth or sixth in the 500 class. The following year

stakes down, maybe on Thursday. At that time

I won the Belgian 500 Championship. By then I

the tracks were not groomed. It was just the

had also started doing a few of the GPs, not the

stakes, the grass and we’d try to find hills.

whole season, and the year after that I placed

We worked our way across the States ending

fifth in the world championship, in 500, and won

up in California, and very quickly garnered

the Belgian Championship.

a lot of interest. I felt that motocross fitted the American way of thinking. Americans in

Do you still have that bike that you built?

general like things a bit rough and lots of them

No. I wish I had. I might have a photo of it

like mechanical things and taking a bit of a

somewhere.

risk. I think that’s why it took over from other motorcycle racing categories, like TT and even

What was it like coming to America? Motocross had yet to be introduced, and you were part of bringing it over to the U.S.

road race and flat track.

Yeah, there was this American guy, Edison Dye.

Yes, in 1967.

Were you at the famous Hopetown Motocross race?

He was a Husqvarna importer and he wanted to

From all the places you’ve lived at, companies you’ve worked for, and jobs you’ve had, what would be the most significant transition in your life? I’ve basically had two separate careers that blend into each other. One was a racer, where I had total control. When I switched to management and stopped racing, I could still help and affect the situation, but a manager depends a lot on the rider. You can do the best job as a team manager or bike builder, but if your rider flakes out, all you can try do is to talk some sense into them. Sometimes it works, sometimes it doesn’t. You definitely have less control. But for me, I think it’s the next best thing to racing.

I’ve heard you say before that as a manager, as soon as the gate drops, you have no control. Yeah, you’re a passenger. [laughs]

He was in contact with the factory in Sweden

What do you remember from watching the Americans race there?

and Torsten Hallman was the World Champion

One thing I remember is that they had a girls’

You’ve seen the entire span of motocross development. What do you see as some of the most pivotal moments, technology wise?

at the time so they brought him over to do a tour

class. They called it Powder Puff. [laughs] That

Technology wise, things have come a long

around the U.S. to show what one could do on

was so funny to us, the name was so funny. In

way. The biggest thing, if I had to pick one,

these bikes.

Europe we didn’t have a class for women. And

is reliability. The Japanese brought a huge

The tour generated a lot of interest and they

the other thing I remember is a big mud hole.

change after entering motocross. When all the

figured out they needed something more than

The weather was beautiful, sunshine and all that,

manufacturers were European, if a rider, even

find a way to promote the sales of Husky bikes.

34 / 39 Interview

a top racer, broke something on the bike, he was blamed for being stupid. You jumped too

You brought a lot of your team along, including Ryan.

high, you landed on the front wheel first, it was

Ryan wanted to move in the same year we did,

always the rider’s fault. The factories would

but I didn’t feel comfortable with the bike, I

never take responsibility.

didn’t think we could get everything sorted out

But if something broke on a Japanese bike,

quickly enough. So I asked him to wait for one

they would be in tears. They would feel so bad

more year.

and they would apologise. It was a completely

We made some changes and everybody

different attitude, mentality, pretty much across

worked hard on the bike. KTM was trying hard

all the Japanese companies.

and listening to our needs. When we told them we needed a full-size 450, not a 350 to have

You went from Suzuki to Honda, back to Suzuki, then to a European brand (KTM). Was that a leap of faith to switch to a non-Japanese brand?

a chance at winning the Supercross title, [they

This was much later and I think KTM realised by

earlier for the jumps. You can only do that with

then that a different attitude was needed. I left Suzuki, because I was frustrated with the upper management, not with the race people in Japan or the engineers. We won the championship in 2010 with Ryan, in indoor and outdoor classes, and I couldn’t get any answers for the following season. I never

said] it was impossible, there wasn’t enough time. They had a good 350, but the hardest thing with Supercross is getting the traction low rpms and a lot of torque. We convinced them they needed to design a suitable 450 and they did. Their 450 at the time was powerful, but very heavy, so they built one that was light with good power and rideability.

It was also scary to switch to KTM, because

Comparing the time when you first came to the U.S. and started introducing Americans to the sport and today, are there moments when you take a step back and marvel at what you’ve helped build?

they hadn’t won Supercross yet. But I was really

Well, seeing what owner Mr. Pierer (Stefan

frustrated. My wife knew how bad I was, and

Pierer, CEO Pierer Mobility) let us build here,

after telling her KTM was talking to me, she said

this building, I never imagined that we could’ve

I should go. And then I told Ian [Harrison, Team

built this based on our motocross/supercross

Manager], I’ll do it if you join me. And we left at

success. We went from, I think close to 10,000

the end of 2010.

bikes in annual sales when we got here, to over

thought I’d leave, but KTM had approached me several times already, and after seeing how things were going at Suzuki, I started listening to Pit [Beirer, KTM Motorsport Director].

100,000 now. We had about 45 people total in the U.S. and now there are around 300. Many people at KTM did a fantastic job. Seeing

this building, knowing it was built based on racing dirt bikes... I never imagined it would be possible.

// Si “I felt that motocross fitted the American way of thinking. Americans in general like things a bit rough and lots of them like

Roger De Coster: Imel sem dve karieri Roger De Coster že več kot šest desetletij igra pomembno vlogo v motokrosu. Prehodil je pot od pomočnika v trgovini z motocikli do najstniškega dirkača, svetovnega prvaka, vodje ekipe in ene najvplivnejših osebnosti sodobnega motošporta. Roger je kot dirkač osvojil pet naslovov svetovnega prvaka v motokrosu (1971–1973, 1975–76) in je kot vodja moštva pomagal številnim prvakom, kot so Travis Pastrana, Ricky Carmichael in Ryan Dungey. V svoji trenutni vlogi direktorja motošporta pri KTM-u Severna Amerika je pomagal avstrijskemu proizvajalcu do dolgo

mechanical things and

pričakovanega prvega naslova svetovnega prvaka v superkrosu (z Ryanom Dungeyjem leta 2015),

taking a bit of a risk.”

motošportno središče Pierer Mobility. Roger je doživel veliko sprememb v življenju, glede na

kar je nedvomno eden od razlogov, da je v Murrieti v Kaliforniji zraslo veliko, popolnoma novo vse kraje, kjer je živel, podjetja, v katerih je delal, in službe, ki jih je imel. »V bistvu sem imel dve različni karieri, ki sta se prelivali med seboj. Kot dirkač sem imel popoln nadzor. Ko sem prestopil v vodenje in nehal dirkati, bi lahko še vedno pomagal in vplival na razmere, vendar je vodja zelo odvisen od dirkača. Kot vodja ekipe ali izdelovalec motociklov lahko delaš dobro, toda ko dirkač začne popuščati, je vse, kar lahko storiš, le to, da ga poskusiš motivirati. Včasih to deluje, včasih ne. Vsekakor imaš manj nadzora. Ampak zame je to po dirkanju naslednja najboljša stvar,« pravi 79-letni Belgijec.

Story

by Primož Jurman photography Samo Vidic / Red Bull Content Pool, KTM Images / Ray Archer

Jeffrey Herlings

REC-ORDER MAN J effrey He rl i n gs (1 994) has b een co mp eting in the Motoc ross Worl d Champ io nship s since 2010. A uniq ue t al e nt , h e be c am e wo rld champ io n in the M X2 class in 2012, 2013 and again in 2016 b efo re co nq uering the pre mi e r MXGP c l ass in 2018 and 2021. This ye ar, his 103 r d Gran d Pri x race victo r y ( 61 in M X2 and 42 in M XGP) m e ans he ove r took B elgian Stefan Ever t s (101 GP wins) as th e m an wi th the mo st M XGP wins in histo r y, with all the ti tl e s and vi ctorie s achieve d o n KTM moto rcycle s with A k rapovi č ex h au st systems . M illennials , includ ing Jeffrey, grew u p su rrou n de d by t ab let s , smar tp ho ne s and ap p s , h ol d opti mi sti c vi ew s ab o ut the future and of ten harb o ur u n re al i sti c expe ct atio ns . Jeffrey is o bvio usly not yo ur typi c al mi l l e nn i al .

40 / 41 Story

Regarding his achievements in motorsport,

more on the sport rather than other distractions,

to take care of and be focused on that it is

which have also shaped his personality, Herlings

such as girls. Herlings was 15 going on 16

quite hard to believe one could also be so well

says it feels really amazing to be the most

when he got all the attention and that was

organised. With Jeffrey everything is in proper

successful motocross rider in terms of moto

not easy for him. But after having raced at the

order. If you do not know him or did not get a

and GP wins. To smash that record for GP

top level for more than decade, things have

chance to visit his home, or hang out, you could

wins, as well as beat the record for most moto

changed; he feels more mature and believes he

not have suspected that. During all these years

wins is quite incredible and he is really proud of

uses his head more.

he had maintained his determination, energy, the desire to win, to be the best and to achieve

his achievements. His favourite GP win is still his first one in his home race of Valkenswaard,

LOOK FROM THE OTHER SIDE

all his goals. As he grew up, he became much

when he was 15 years old. Reminiscing about

His career path has been firmly put in place;

calmer, more thoughtful, more reflective. He

his first races and successes, he wishes to have

from a young age he set himself high, but

has suffered many injuries and has increasingly

used his head a bit more instead of being pretty

realistic goals, achieving most of them. Valentina

begun to appreciate how dangerous a sport

crazy on the bike. He also feels lucky to have

Ragni, who has been working with him at KTM

motocross is. Valentina believes that during the

been able to walk away from all his crashes.

since he started his career, describes him as

years Jeffrey also discovered the people who

That was also the time he should have focused

a determined kid who really wanted to show

want the best for him and whom he can really

his value and to win. She was immediately

trust. He does not trust many people now, but

impressed by his charisma, even at that young

those he does, he trusts fully. And, yes, for her

age, as well as his stubbornness and focus on

Jeffrey is one of the best riders out there.

winning races. Of course he was also very fast, very talented and very special. Valentina also unveiled his lesser-known side, saying the Dutchman is one of the most meticulous and organised people she has ever met. If you visit his house, you can see the order in his wardrobe and everywhere else. Sometimes she jokingly tells him he is “a maniac for order.” Athletes normally have so many things

Jeffrey Herlings and Valentina Ragni

Valentina Ragni also unveiled his lesser-known side, saying the Dutchman is one of the most meticulous and organised people she has ever met.

42 / 45 Story

Story

by Gerald Enzinger photography Bor Dobrin, Yamaha

Manfred Kainz

THE yART OF RACING

Manfred (Mandy ) K ainz was once thought of as an odd, riding his motorcycle t h r o u g h h i s s m a l l v i l l a g e e v e n d u r i n g w i n t e r . T o d ay, t h a n k s t o h i m , h i s Ya m a l u b e YA R T Ya m a h a E W C O f f i c i a l T e a m w o n t h e 2 0 2 3 F I M E n d u r a n c e W o r l d C h a m p i o n s h i p title while the settlement has become a motorsport hotspot and a centre of the w o r l d w i d e Ya m a h a c o m m u n i t y. L e t ’ s v i s i t t h e w o r k s h o p o f s u c c e s s . . . A school principal and a mayor – these are the only two

Yamaha Austria Racing Team is followed by more than 1.1

persons who have so far been named honorary citizens of

million people on Facebook alone, and the racing team has

the southern Styrian village of Heimschuh. But only one

long since become a motorcycle company employing 20

of the 1,992 inhabitants of this hamlet, a mere 15-minute

people from 10 nations.

drive from the Slovenian border, can boast of having a

Apart from winning the 2009 and 2023 FIM Endurance World

world champion title – Mandy Kainz. Born in 1972, Mandy’s

Championship, both with Akrapovič as an exhaust partner,

Yamaha headquarters in Japan also being partly supplied from the warehouse in southern Styria. It was – also financially – harvest time, something that Mandy had worked for all his life, while only rarely listening to others. “You have to be very resistant to advice. The most important thing for an entrepreneur is not to listen to others too much. There’s always someone with doubts and concerns. But you have to go your own way.”

_ Addicted to motorcycles And he has always gone, or rather rode, his own way, even in the snow. “I come from a simple background. No one in my family or my surroundings had anything to do with motorcycles. But I saw Kevin Schwantz and Wayne Rainey on TV, read about them, and at one point a bolt of lightning passed through my brain and my heart: from then on I was addicted YART won at famous 24h classics such as Le

miraculously, riders Igor Jerman (Slovenia),

Mans and Spa, and triumphed at 11 EWC races

Steve Martin (Australia) and Gwen Giabbani

in total. But winning races is only half of what

(France), who had shown such lack of pace

the team, founded in 2001, needs to remain

during training, raced to victory in this classic

successful and Mandy realised that early on: “If

event and attracted worldwide attention.

you only live off sponsors, then two lines in an

The legend surrounding that momentous

e-mail can end your career. So it was clear to

day turned the underdog into a major player.

me early on that we have to be self-sufficient as

Back then, the racing machine was built in a

a team. We earn our money ourselves and then reinvest it in racing.”

_ Risking house and home

small garage, but today the team resides in a modern facility that is both a museum and a development lab. At YART, all parts are manufactured in-house,

Like all great entrepreneurial stories, his

the warehouses are full, as are the order books.

is full of pioneering spirit – and setbacks.

From here, parts are shipped off to Yamaha

Mandy literally put his house on the line for

customers on all continents, within 48 hours –

his dream; he was heavily in debt in 2009 with alarm bells ringing and a bankruptcy looming. The 24 Hours of Le Mans was his last chance, and it was a very slim one. But

no one else in the world could offer such fast service, even during the first months of the pandemic. That was when the company from Heimschuh finally became indispensable, with

to motorcycles.”

_ More heart than brain When he bought his first motorcycle, people thought him a weirdo for riding it day in, day out, even during the cold and snowy Styrian winters. His active career as a racer lasted until he was 32, with the highlights being two appearances in the World Superbike Championship. Mandy has no issues honestly assessing his riding style: “I lacked the brakes in my head, my motto was: more heart than brain. I had more injuries than successes.” And so, after crashing at the Nürburgring, he quit the riding part. “But I knew: I’m a good organiser, a good salesman.” Together with his experience and network, this presented a solid foundation for making his newly formed team a success. “The goal was to find better riders and technicians every year, to develop more and more,” Mandy laughs out loud, adding: “Management suits me. I can’t do much, but I always know someone who can.” That’s self-deprecating, of course, because he has perfect leadership qualities, something that soon caught the eye of Yamaha. He has been working closely with the corporation since 2004, and today there is almost no Yamaha sport customer on the planet who can get by without YART. “The Japanese are very straightforward; it takes them a long time to trust a European.” They definitely trust him after the many years of groundwork and testing done in Austria.

_ A success story This success story began with blood, sweat and tears. Endurance racing, where YART’s heart will always remain, regardless of all the diversity of its projects, is good training for life. A 24-hour race is the kind of sport you have to prepare for, as well as be ready to improvise

42 / 45 Story

around the clock. Nothing is predictable – sometimes you think you are the winner and fail, and sometimes success happens without a prior notice. And sometimes you can win or lose by a few seconds because of a part that costs a few euros. Regardless of the successes, the team

“Managing suits me. I can’t do much, but I always know someone who can.”

remained in Mandy’s home village, and the ‘A’ in YART, which stands for ‘Austria,’ testifies to his intention to stay put. “I never wanted to live and work anywhere else but here,” says Kainz.

_ Passion “I have employees from many countries, because we also have customers from all over the world. There’s a contact person for everyone here.” The CVs of YART’s professionals also differ, but they all burn with the same passion that Mandy continues to have. The team is willing to work hard for success and follow their own dreams. These are often quite different. Australian Tom Edwards, for example, rides in the Supersport World Championship and otherwise works here at the plant. Here he is surrounded by the most modern equipment and facilities, but also by an impressive motorcycle collection, which is complemented by leather suits and relics of the sport’s greats – from Rossi to Lorenzo. This is where history and the stories of the future come together and it is also where it becomes clear that sport is the driving force behind everything else: “Win on Sunday, sell on Monday.” Which, fortunately, keeps happening because Mandy Kainz, as manager, has successfully balanced the heart and brain.

F A N T A S T I C by Alenka Birk

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ORIGAMI STYLE Origami solar panels, inspired by the Japanese paper folding technique, are the perfect choice for a powered up off-grid nomadic lifestyle. Perfect for camper vans, sailors and all who need renewable energy, greentech startup Levante created these foldable origami solar panels to be easy to transport and taken anywhere for off-grid power supply. Lightweight enough to carry and easy to setup in less than a minute with their push-and-pull style, their hinges unfold to make them ready for use whenever and wherever. The project is now on Kickstarter.

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CARS IN FRAME Decorate your favourite space with stylish car motifs by photographer Amy Shore, who loves shooting and restoring classic cars. With her love of all things classic automotive, Amy focused her career and her camera on classic cars and motorcycles for a number of global magazines. Her talent to capture a moment saw her become an official photographer for major events. Order and admire her fantastic art prints or cards, all printed to the same exceptional Giclée quality as the fine art prints.

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46 / 47

Fantastic

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Driv e With Us

48 / 51 Drive With Us

BENTLEY BATUR

“WE CAN DO ANYTHING! WELL, ALMOST...” THERE’S EXCLUSIVE. AND THEN THERE’S EXCLUSIVE. THE MULLINER COACHBUILDING COMPANY DATES BACK TO THE 1700S, WHEN IT WAS COMMISSIONED TO BUILD AND MAINTAIN CARRIAGES FOR THE ROYAL MAIL. THE COMPANY WAS SOLD TO BENTLEY IN 1959 AND HAS BECOME ITS PERSONAL COMMISSIONING DIVISION. IT DOES ONE-OFF STRETCH CARS FOR ROYALTY AND “LIMITED EDITION” MODELS FOR THE CHOSEN FEW. A DOZEN BACALARS, SPECIAL BARCHETTASTYLED OPEN CARS, WERE FOLLOWED BY EIGHTEEN BATURS, NAMED AFTER A BEAUTIFUL LAKE IN BALI, LYING IN THE SHADOW OF A VOLCANO.

by Tony Dodgins photography Andrew Ferraro

“THEY SAY YOU BUY A PORSCHE IF YOU’RE A FAN OF A TEAM, YOU BUY A BENTLEY IF YOU’RE A PLAYER AND YOU BUY A BATUR IF YOU’RE THE OWNER OF THE CLUB. AND WE’RE NOT TALKING SMALL CLUBS.” Omar Sheikh, Batur Project Leader

48 / 51 Drive With Us

ONE FOR CLUB OWNERS

EVOLVING TOWARDS PERFECTION

like Grand Tourer. The body form is simplified

worked on the Bacalar, sees it through from

manager Ben Pembroke explains, “To the

but Mulliner’s charismatic designer Andreas

sketch to customer handover. “It’s a great job,”

W12, we’ve fitted a new airbox, new bigger,

Mindt – involved with the Bugatti Veyron – says,

he smiles. “I get to have coffee in billionaires’

freer-flowing intakes, new charge coolers and

“It’s as if our superchargers were blowing into

kitchens and enjoy both the design team’s

turbochargers. We did a gearbox calibration

the body and pushing the panels outward.”

vision and the customer’s interpretation. With

to match, so it’s got everything Bentley has

Each customer has the opportunity to work with

the bespoke team we’ve had some interesting

learned about W12 engines over the last 22

Mulliner’s designers and by the time the basic

requests – alligator skin seats and colour-

years, when we became the highest volume

€1.92 m car has been fully specified, the price

matching to a Red Setter dog – but on Batur

producer of 12-cylinder engines in the world,

hits €2.32 m! Not that it matters, though; even

nothing really outlandish, most of it is centred

bigger even than Ferrari. Whereas the Bentley

if you wanted one, you couldn’t have it – all 18

around colour and trim. We are not the taste

Speed develops around 485 kW (650 hp), the

have been pre-sold!

police. Our designers are very good at steering

Batur is getting 552 kW (740 hp), giving it the

customers. But it does push what we can do.

feel of a true supercar, matched with tuned air

LIMITLESS LUXURY

Some want door welcome lamps with animation,

suspension, electric active anti-roll control,

some want them in the colours of their team.

electronic limited-slip differential, four-wheel

individuals than ever,” says product and

They say you buy a Porsche if you’re a fan of a

steering and torque vectoring. The freer-flowing

team, you buy a Bentley if you’re a player and

titanium Akrapovič exhaust is unique to this car,”

you buy a Batur if you’re the owner of the club.

Pembroke says, “The polishing and finishing

And we’re not talking small clubs… I’ve learned

has been a challenge because tailpipes are 3D

quite a bit about sport across the world!”

printed and to such a high standard. They’re

What does Batur get you? For starters, the serenity of a super powerful, two-seat coupe-

“There are more ultra-high level net worth marketing guru, Dev Sibal. “Some don’t necessarily want to be extrovert but want to feel like they’re in something that is a reflection of themselves. We keep the numbers limited. We

Batur project leader Omar Sheikh, who also

What about the heart of the beast? Technical

first did it with Bacalar and that car cost €1.74 m plus local market taxes and options. We offered extended carbon and even reclaimed 5000-year-old driftwood dredged from a river

“THERE ARE MORE ULTRA-HIGH LEVEL NET WORTH INDIVIDUALS THAN EVER.

in Norfolk! Every manufacturer has a trusted

SOME DON’T NECESSARILY WANT TO BE EXTROVERT BUT WANT TO FEEL LIKE

set of people. They buy on a deposit and letter of intent, based on a silhouette without even seeing a finished car.” Baturs are sold direct from Bentley in Crewe, allowing the personal touch rather than involving the dealer network. Buyers can visit as many times as they wish during the car’s construction and can request an almost limitless level of customisation. An opulent book chronicles each car. Typically, commissioning takes four months (although one focused, decisive buyer took fifteen minutes!). Making the car may take a further eight months.

Ben Pembroke

Dev Sibal

Omar Sheikh

THEY’RE IN SOMETHING THAT IS A REFLECTION OF THEMSELVES.” Dev Sibal, Senior Product and Marketing Manager

just on the limit of 3D print size. They might not be the most expensive tailpipes in the whole industry, but we’re getting close!” Much attention has been lavished on the frontal appearance. “The grille is a good example of where we design for customisation,” Pembroke says. And the shorter LED headlamps, increasingly automotive jewellery these days, have actually been one of the biggest design challenges, with narrower, more sharply defined apertures. At the back, the rear spoiler will pop up when the Batur reaches 128 km/h, on the way to its 338 km/h top speed, and the underside will be a subtly different shade from the top. It may even reflect an individual’s signature…

CUSTOMERS GET (ALMOST) EVERYTHING

and the coronation of King Charles. And if you

you can really go to town with detailing and

– colour-matched to the leather of course – with

If that’s not enough, the interior is where personalisation. Things like high-gloss, laseretched veneers in the W12 engine ‘soundwave’ design and unique finishes on a choice of high-gloss materials including lacquered or painted wood, carbon fibre or Batur’s new flax-based natural fibre. There are 18-carat 3D-printed solid gold rotaries, vent controls and transmission knobs, and switchgear in machined aluminium or titanium. Door handles that take two days to hand-make. Oh, and the hallmarked gold is fully up to date, reflecting the passing of Her Late Majesty the Queen

appreciate top class audio, how about a ‘Naim for Mulliner’ option with a 20-speaker upgrade six tweeters, updated woofers and an ‘M-cone’ speaker design based on Naim’s Grand Utopia home systems that can cost €115,000 and more. Bass never overpowers sound at high volume and it’s the Chateau Lafite of audio design. At €29,000, a bargain! “We can do almost anything,” Sheikh smiles. “But one thing we couldn’t do… We had a very famous golfer who wanted to put his golf clubs through the back and into the cabin, but we couldn’t take out the rear panel. He can still get them in the boot though...”

“THE FREER-FLOWING TITANIUM AKRAPOVIČ EXHAUST IS UNIQUE TO THIS CAR … THEY MIGHT NOT BE THE MOST EXPENSIVE TAILPIPES IN THE WHOLE INDUSTRY, BUT WE’RE GETTING CLOSE!” Ben Pembroke, Technical Manager

Ride With Us

by Gaber Keržišnik

photography Jernej Prelac

Celebrating 100 years of BMW Motorrad

BMW is marking a venerable centenary of motorcycle production this year. Their first motorcycle, the BMW R 32, powered by an air-cooled twin boxer, came to the market in 1923 and nothing in motorcycling would ever be the same, as the Bavarian company strongly influenced the motorcycling history with its concepts and bikes. This anniversary, alongside the cooperation between BMW Motorrad and Akrapovič, provided us with a chance to take a trip, as well as choose the route, motorcycle and riders.

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Ride With Us

BMW manufactures motorcycles equipped with power units of various types and differing number of cylinders, but the two-cylinder boxer, the flat twin, remains the company’s trademark. Choosing the right machine for the trip was therefore a piece of cake. We wanted our caravan to consist of three iconic motorcycles that have left marks in BMW Motorrad’s history, so we looked for bikes that are remembered as technological milestones. Our first choice was the 1975 BMW R 100 RS, a sport touring motorcycle which was full of superlatives at the time of its introduction. It was one of the first motorcycles with a full aerodynamic fairing, the standard for sport tourers today. The same applies to cast aluminium wheels. Then there are the detachable saddlebags on both sides, disc brakes at the front and a few other technical gems that could only be found on the best bikes of the time. We found an original R 100 RS, a truly beautifully preserved motorcycle. Its few scratches and other signs of nearly 50 years of use did not bother us. We wanted the original, not something refurbished. The beauty was still powered by the factory 980 cc boxer twin with 52 kW (70 hp), which produced racing-like sounds through its two chrome-plated exhausts when downshifting. Our second choice was a BMW R 1200 GS Adventure. Its year of manufacture put it a solid twenty years in the future from the R 100 RS and we chose it because it was one of the last GS models with an air/oil-cooled engine. It came with high mileage, travel box and accessories and the already indispensable oval Akrapovič exhaust. Perfect for our needs, because GS is the iconic BMW motorcycle, the number one bestseller and therefore without a doubt BMW Motorrad’s most important model. The third choice was also something special, as well as a milestone. The recently introduced BMW R 18 breaks new ground in technical terms. Equipped with the BMW’s largest boxer engine to date, it marks the return of the Bavarian brand to the custom motorcycles category. BMW Motorrad does not hide its ambitions and expectations from the range of different models based on the Berlin-made R 18. Painted in heritage black, the R 18 100 Years limited edition model, is characterised by minimalism, a chrome-black fuel tank and a shiny chrome-plated Akrapovič exhaust with an integrated BMW logo. Its production run of 1,923 units is communicated to the rider at all times by a plate on the fuel tank with the 100 years logo and the year 1923. We then chose suitable riders for each bike

52 / 55 Ride With Us

– three mature bikers in our 50s, all fans

the two brands. Before departure, a photo in

the R 100 RS I was riding on seemed a bit too

and also owners of BMW motorcycles. So,

front of the company’s headquarters, where the

soft to safely cross the Ljubelj Pass, so I lifted

basically typical buyers and devotees of such

story of the best exhaust systems in the world

the seat, removed the fuel tank and tightened

machines. We grabbed the keys and the

is still being written. Destination? Munich,

the brake’s inner wire on the master brake

opportunity to go on a two-day tour. Let’s set

more precisely the famous BMW Welt building

cylinder to improve the effectiveness of the front

off then!

where some BMW motorcycles are exhibited.

brake lever. Quick and simple.

FROM AKRAPOVIČ TO BMW WELT

ACROSS LJUBELJ TO AUSTRIA

legendary road towards the top of Ljubelj,

We began our journey in Ivančna Gorica,

Our first goal was the Slovenian-Austrian border

where we took our first travel photo. Ljubelj

Slovenia, the home of Akrapovič. We chose

and our first stop Tržič, a town of leather, shoes

used to host famous mountain races, with

an interesting route, good roads and pleasant

and Slovenian ski ace Bojan Križaj, winner of the

BMW’s motorcycles also winning many

company, the essence of motorcycling, in

World Cup in slalom in the 1986/87 season. He

trophies. We then descended into Austria,

order to remind ourselves of BMW Motorrad’s

is also a motorcyclist. We filled our fuel tanks

riding past Klagenfurt to Sankt Veit and then

centenary and the good co-operation between

and carried out a small repair. The front brake on

through Neumarkt towards Sankt Lambrecht.

And we were on our way, navigating the

We wanted our caravan to consist of three iconic motorcycles that have left marks in BMW Motorrad’s history, so we looked for bikes that are remembered as technological milestones. We choose the 1975 BMW R 100 RS, a 20-years younger BMW R 1200 GS Adventure and the recently introduced BMW R 18.

When, still reminiscing about the centenary of Bavarian motorcycling, we returned to our place of departure, we decided to repeat the feat and travel somewhere together again. With luftgekühlt boxer engines, naturally. And absolutely sooner than in 100 years. 54

Upon arrival in Murau, a large number of motorcyclists signalled that the turnoff for the Sölkpass mountain pass was approaching. Time (and place) for another photo. The fact that strong winds and some clouds awaited us at the top didn’t particularly surprise or upset us, as the otherwise warm early autumn

snack. Breadboard, knife, dry sausage, bread and coffee from a thermos: perfect after a few hours of riding on BMW motorcycles spanning the last 50 years of the company’s history. We took a refreshing sip of cold water from a nearby mountain stream, and jumped back in the saddle. We are bikers after all... We stuck fast to our agreement to not take the motorways and only travel on local roads, so we navigated the bends past Bischofshofen to Salzburg and then on to Bavaria, BMW’s home. We had a demanding photographer with us, we stopped often to take pictures and tried to stick to the speed limits, so our progress was relatively slow. Darkness caught us at Traunstein and we took the last daylight shots by Lake Chiemsee. Time for dinner. Bayerische weisswurst, sauerkraut as a side dish and Bavarian pretzels were gone in the blink of an eye and off we rode in the dark to Munich.

on in sunny and pleasant 25 °C, descending

A QUICK STOP AND SCENIC RETURN

towards Gröbming, just a stone’s throw from

It was late at night when we pulled up in front

full of tourists.

NO MOTORWAYS NECESSARY We hightailed it out of the tourist-congested Schladming, stopping a bit further down the road towards Salzburg for a break and a

was fully packed and bursting at the seams well past midnight. Oktoberfest, what else. We didn’t join in this time. It was hard to find a place to stay, but motorcyclists are used to such problems, so we managed with a bit of skill and cunning. We were tired and the night felt short. We stopped by BMW Welt in the morning and took off back to Slovenia. We didn’t plan much, simply decided that autobahns are not to our taste. We quickly agreed not to ride like lightning but take the local roads on our trip back as well. The route we chose took us over Obertauern and Katschberg, two legendary mountain passes which welcomed us with empty roads – a true motorcycle paradise. Once again, this time from north to south, we relived the 100 years of BMW motorcycles in our minds, on the asphalt and the company’s last 50 years on the three models we rode on. When, still reminiscing about the centenary

weather was perfect for our trip. We pushed

the famous Schladming ski resort, a lively town

of the famous cylinder-shaped BMW HQ building. BMW Welt was shining brightly from across the street. The building was obviously closed so we left it for tomorrow, only taking some night shots as proof of arriving at our destination. To me it even seemed more beautiful at night than during the day. Munich

of Bavarian motorcycling, we returned to our place of departure, we agreed to meet and travel somewhere else together again. With luftgekühlt boxer engines, naturally. And absolutely sooner than in 100 years.

*AIR COOLED

Story

56 / 59 Story

Tullio Abbate – Visiting a speedboat pioneer

AESTHETICS,

Few people driving along the shore of Lake Como near the Italian-Swiss border could possibly guess that this idyllic setting of steep banks watching over a glacial lake, dotted with contrasting small villages and villas of the rich, where the pace of life remains slow, hides the manufacturer of some of the world’s fastest boats. The Abbate workshop is in fact located in Mezzegra, a small village near Tremezzo, the

by Miran Ališič

photography KOS, Bor Dobrin, Abbate archive

SPEED AND PASSION main town in Comune di Tremezzina, a largish and nowadays densely populated municipality. The well-blended-in location has been the seat of a boat-building family since the middle of the 19th century. We visited the workshops and went for a ride on the lake with Tullio Abbate Jr., a member of the fourth generation of Abbate boat builders.

56 / 59 Story

The first generation of the Abbate family built transport, rowing and sailing boats, but Guido Abbate correctly gauged the spirit of the times after WWII and ventured into new waters. He began to design, plan and build speedboats, using them for competitions as well as setting speed records. His 1951 Laura, fitted with an Alfa Romeo Formula 1 racing engine, became a sensation after reaching more than 230 km/h on Lake Lugano. While Guido himself was a racer and a passionate competitor, his boats were also used by renowned speedboat racer Mario Verga. It was in Guido’s Laura III that the unfortunate Mario suffered a tragic accident in 1954 while trying to break the world speedboat record. In a book about the Abbate family, Tullio Senior recalls: “I was a child then and at the age of six I was spending whole days in my father’s workshop. I obviously didn’t have a real job yet, but I helped in the workshop all the time. In the summer, I got there at six in the morning and left at nine in the evening.” After finishing school, Tullio started working in his father’s workshop for real while simultaneously competing in speed races as a teenager. The first major falling-out between father and son came in 1963, when Tullio, aged just 19, secretly built a speedboat from sea plywood, painted it white and red, attached the number 5 to it, and managed to insult and anger all the other speedboat builders, including his father Guido. The boat won its category at the Centomiglia race, but the father nevertheless withheld his blessing, calling Tullio’s product “a bouquet of carnations, arising from my son’s clouded mind.” But Guido could no longer stop or change his son’s path; many important innovations flowed from Tullio’s workshop on Lake Como,

Guido Abbate’s 1951 Laura, a speedboat fitted with an Alfa Romeo Formula 1 racing engine, became a sensation after reaching a top speed of more than 230 km/h on Lake Lugano.

Tullio Abbate Jr.

Tullio Abbate (left), Michael Schumacher and Tullio Abbate Jr.

Three generations of Abbate family

Boat Arno VIII (1951) with Ferrari 12 cylinders engine, pilot Achille Castoldi

Boat Laura I (1952) with Alfa Romeo Typ 159 engine, pilot Mario Verga

Old Abbate workshop

including the first fibreglass speedboat (1969), which caused a complete

out his father’s favourite, the 1969 Sea Star, and remembers his father’s

and final break with his father and led Tullio to open his own workshop

catchphrase when designing speedboats, conjuring up innovations and

across the street. New materials, their research and use were Tullio’s

ideas: “Father Tullio always said his boat was the best of one, the best of

passion, and because his father Guido also loved cars, especially racing

the other, the best of another and mine are born from there!”

cars, Tullio often accompanied him to Formula 1 races – mainly Monza and Monte Carlo. That is how he got to know the drivers and became

So, what are his future plans? Tullio Jr., has quite a few, some already

friends with many of them as numerous competitors in this fast-paced

being carried out on the other side of the window of his office, built as

sport also shared his enthusiasm for speedboats. Tullio’s boats were

an extension of a small workshop for preparing speedboats for races,

bought by Mario Andretti, Jacky Ickx, Ayrton Senna, Didier Pironi,

which he still competes with. A few of his father’s favourites are gently

Gilles Villeneuve, Michael Schumacher, Keke and Nico Rosberg among

rocking alongside the small pier and we take one of them for two laps

others. Especially noteworthy is his collaboration with Ferrari, with Enzo

around the lake before having lunch at the Grand Hotel Tremezzo,

providing the boxer engines used in the 512 BB, though converting a car

offering an elegance, grandeur, appearance and service that harks

engine into a marine one took the engineers a whooping two years of

back to times long past, even here on the shores of Lake Como. The

work. “Our boats can rightfully be called Ferraris on water,” Tullio used

hotel has been voted best in Europe on several occasions, and we

to brag in the Formula 1 paddock, as he continued to visit the races in

spend our lunch talking about the days gone by, which – and Tullio Jr.,

Monza and Monte Carlo until his death in the spring of 2020, when he

is quite aware of that – will forever remain in the past. “Environmental

caught the corona virus and, though otherwise being in robust health,

awareness and current trends are not in favour of what we have been

died unexpectedly at the age of 75.

in love with for generations in the Abbate family, so we have to move

Tullio Abbate lived for his speedboats and races, but he could not survive

with the times,” he sums up the present. “The real challenge remains

just by building the prototypes alone, so he also opened a factory for

the electric engine, as well as all possible versions of hybrid engines,

sports and non-racing powerboats. “We’ve already crafted more than

which will in some way shape the future of boating.” Apart from having

10,000 boats,” his son Tullio Abbate Jr., also a speedboat fan and racer,

plenty of exciting plans, Tullio also cooperates with the best engineers

states in the small office inside the lakeside workshop. In fact, Tullio

in boat design and propellers, another very important part of any racing

Abbate had two sides in boat building. The emotional and personal

boat propulsion. Their main competition in offshore boat manufacturing

side where he dreamt-up prototypes built for racing and those who

comes from the USA, “where we closely follow developments and

wanted unique and special performance from their speedboats, and the

trends. Just as my father found his way in the 1960s and brought

business-commercial side, where he built speedboats for mass sale

Abbate boat manufacturing to a new level, now – 60 years later – I have

and use. You can easily find powerboats with Abbate’s signature on the

to find a way while appreciating the changed circumstances and new

market today for around €10,000, but these are not the boats that made

generations.” But there is one big difference this time round. Tullio Jr.,

Tullio Abbate’s name as a maker of prototypes for unique individuals

can unfortunately no longer get into a fight about choosing his own path

and enthusiasts. When talking about his father’s work, Tullio Jr., singles

with his charismatic father.

by Alenka Birk

NATURE. AND US? Is the title of the exhibition at the Stapferhaus museum in Lenzburg, Switzerland, that will awaken your senses. What is ‘nature’ and to whom does it belong? Are we its owners or guardians? Are we part of it, or is it part of us? Organic tomatoes, plantbased chicken and vegan cheese are becoming status symbols, while global meat consumption also continues to rise. We drive Teslas, but also fly to the Caribbean. Considering these fundamental questions and contradictions is the order of the day amid the climate crisis and biodiversity loss. The interactive exhibition questions this ambivalent relationship between humans and nature. Rather than providing answers, the exhibition creates space for dialogue and new perspectives. stapferhaus.ch

ROOM WITH A VIEW Experience the exhilaration of sports cars in a fresh way with a new roof tent from Porsche Tequipment. This practical adventure equipment transforms the sports car into a hotel room for lovers of the great outdoors. Its exclusive hardcase design can be installed on the roof transport systems of the 911, Macan, Cayenne, Panamera and Taycan – both with and without roof rails. It is quite the room with a view, with two side windows and a roof window as standard. The all-season, two-person tent is available to order now. porsche.com

60 / 61

Crazy Stuff

ICE AGE IN LA

Visit the only Ice Age fossil site in the world that’s being actively excavated in the middle of a city! The Tar Pits have fascinated scientists and visitors for more than a century. Over the last 50,000 years, Ice Age animals, plants, and insects were trapped in sticky asphalt, which preserved them for us to find today. More than 100 excavations have been made at the Tar Pits since the early 1900s, and most of the fossils discovered here are housed in the museum at La Brea Tar Pits, at the centre of the Tar Pits. The discoveries range in size from huge, extinct mammoths and sloths to ‘microfossils,’ or tiny remains of plants and animals that provide clues about how ancient ecosystems and climates changed. tarpits.org

SÉANCE WITH SAKAMOTO

KAGAMI, the hour-long digital performance by Ryuichi Sakamoto is an homage to the pioneering music composer and Academy Award winner for his work on The Last Emperor. The staged performance of the late composer, is a new kind of mixed-reality concert, experienced via optically transparent devices that project the virtual figure of Sakamoto performing one of his final projects on piano. The setting immerses the audience in an environment that combines digital performance with the physical world. KAGAMI was presented at the 2023 Manchester International Festival in the United Kingdom, before moving to the Sydney Opera House in Australia and the Big Ears Festival in Tennessee in America 2024. theshed.org

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Ride With Us

Vespa

e basta

by Miran Ališič photography Bor Dobrin

Zurich – Vespa city Cities are plagued by ever increasing traffic and ever decreasing number of parking spaces. Officials are banishing cars from city centres with bicycles, e-bikes and e-scooters replacing them. Also popular are scooters and there exists one place where almost all two-wheel afficionados swear by a Vespa. No, it’s not Rome, Paris, Milan or Buenos Aires, as you might have thought, but rather a city famous for its Protestant restraint, lofty elegance, Schweizerdeutsch Swiss German dialect and discreet banking charm. If you’re a fan of scooters in Zurich, you can basically only ride one brand – Vespa. We took a white Vespa Sprint 125 – fitted with an Akrapovič exhaust – to discover why this is the case.

we did more than 6,000 km on this trip,” she reminisced, though other club members have made trips far exceeding that, even going outside of Europe, she told us. If you added the mileage, you would surely have circled the globe several times. “The idea is to hang out, ride Vespas together, meet new people, strengthen the community spirit.” Club members gather every first Monday of the month to ride Vespas and exchange experience, information, ideas... Wolf Kammerlander

In addition to the Vespa Club, there is also the Vespa Fan Club. The two clubs co-operate well and attend events together, though the long-lasting idea to merge them has been put on the backburner for now. “We have different members, also a slightly different program, so it is better to have two clubs that co-operate with each other,” explained Silke in the growing dusk before getting on her Vespa and dashing back

Fontana family

Almost all scooters in Zurich belong to the same

add some luggage, you’ll never get wrinkled or

brand – Vespa – with the majority being the

dirty.” The middle-aged Austrian, who came to

Primavera and Sprint city models, sporting a

Zurich when he was one year old and has lived

125 cc engine with nearly 8 kW (11 hp) that can

here ever since, adds that the German Swiss

propel the light and nimble machines to up to 90

have always seen Italy as quite desirable and

km/h. Then come the slightly rarer Vespa GTS

especially admired the Italian way of life. “They

models, either with 125 or 300 cc; this Vespa

encountered the lifestyle because they travelled

is a stable scooter, also capable of touring, so

to Italy where tourism began developing rapidly

it feels slightly less at home in urban centres.

after WWII, but also by encountering the

And, of course, there are the Vespas of old,

considerable number of Italian workers coming

either from the fifties or sixties, including the

to Switzerland, though the country has a little

once very popular PX 150 and 200 with their

Italy of its own – the Canton of Ticino.” Wolf

gear selector on the left side of the handlebar.

bought his first Vespa without telling his wife – a

Even the older Vespas are well-maintained and

VBB 1T from the early 1960s. “This is love that

in spotless condition, which speaks volume

lasts…” Our chat about different Vespa models

of the tradition and cult of the Vespa in the

went on for a good hour, with Wolf telling us that

city by the Limmat River. Zurich houses two

we fortuitously came to Zurich just in time for

clubs for Vespa fans, with Wolf Kammerlander,

the Vespa Club’s first picnic after the holidays.

an Austrian from Tyrol, who gladly accepted

“Come to Türlersee lake in the evening, I’ll send

our invitation for a coffee, being a member

you a message with the location,” the fan of

of one. “Let’s meet in front of the Ruby Mimi

older Vespas with gears shouted while getting

Hotel, there’ll likely be a lot of Vespas parked

on his oldtimer.

there,” he suggested over the phone, and the photographer’s eyes lit up when as we arrived to

Riding all over the world

see dozens of Vespas in the parking lot in front

Arriving to the lake in the evening, we quickly

of the hotel. Wolf believes the brand’s popularity

found the group roasting cervelat sausages with

in Zurich is down to three reasons. “This was

their Vespas safely waiting on a parking lot a

the first country Vespas were exported to. The

little further away. Silke Küste, who is now the

first imports arrived as early as 1946, with a

president of the more-than-100 strong Vespa

massive influx coming only two years later.

Club, of which some 15 showed up for the

The second reason is the population’s high

meet, introduced herself on the lawn next to the

purchasing power, and the third is the usability

barbecue. She owns a Vespa 150S from 1964,

and simplicity of keeping your Vespa in good

which has already been as far away as Portugal.

working order. You can ride it in any outfit, even

“There were five of us, we rode to Guimarães,

62 / 67 Ride With Us

towards Zurich in the racing overalls dating to

who comes from Chiasso in Ticino, right on the

wanted motorised bicycles like the Ciao or

the period of her model, accompanied by the

border with Italy. Having completed training to

Puch anymore, everyone wanted a scooter, i.e.

rest of her club members.

become a mechanic, Adolfo went to work for a

a Vespa. I was lucky to take over the business

trader and mechanic Mr. Beck, from whom he

from my father just then,” Fontana recalled

took over the company in 1963 and renamed it

his beginnings while sipping an espresso

to Fontana. “Back then, Vespas came as boxed

under the bushy chestnut trees at a small

parts and were assembled here,” recalls Enrico,

square next to the shop. “I believed in the

who was always in or about the workshop as

brand and the idea, I obtained a license from

A true Vespa faithful

During conversations and research for the story about Vespas and Zurich, I kept coming across the name Fontana. Just who could that be? Enrico Fontana is a spry gentleman in his

a child. “I dreamed of owning a Vespa when

the importer to open a Piaggio Centre and I

70s, officially retired, but otherwise, spending

I’d grow up. I fell in love with these scooters.”

stayed true to the idea. I didn’t try to add this

every day in his store and workshop, a stone’s

Enrico Fontana took over the business from

or that passing trend to the stuff I was selling,

throw away from the University of Zurich and

his father Adolfo in 1993, when sales were at

but rather stuck to my decision to only deal in

the famous ETH public university. The company

their lowest. “The interest in the old Vespas

Vespas.” Business is extremely brisk today with

is now managed by the third generation of the

from the post-war period was gone, they were

the sons responsible for sales, service and

family in the shape of his three sons Sandro,

replaced by cars; we perhaps sold some 10

customer care, respectively, while Enrico helps

Flavio and Dario, with Enrico’s wife Rosmarie

motorbikes a year in the 80s. The trend was

with transporting the scooters to customers,

making sure that the business runs smoothly

only reversed after Piaggio changed tack and

registrations and similar jobs when it’s high

in the background. The Vespa family business

created the agile, light and simple ET model

season and the shop gets too busy.

was started by Enrico’s father Adolfo Fontana,

with gearless transmission. Suddenly nobody

64 65

Almost all scooters in Zurich belong to the same brand – Vespa – with the majority being the Primavera and Sprint city models, sporting a 125 cc

here. Zoran Patković came to Zurich from

engine with nearly 8 kW (11 hp) that can propel the

trained as a mechanic and has been running

light and nimble machines to up to 90 km/h.

Brod, Bosnia, as a teenager in 1995. He his Vespa repair workshop for more than 20 years. “The irony is that I’m not a Vespa fan. I was and remain a cyclist at heart, but I also like motorcycles, powerful, fast machines, especially Kawasakis. I tried to get a permit

An essential add-on

speaks the language. “It does come across as

to service those, but it didn’t work out. The

We had been talking for more than an hour,

a bit strange, but the last family member who

requirements were too high, I would need a

but it wasn’t until we switched to taking photos

spoke Italian was my grandmother Ida Fontana

lot of space and money, so I ended up with

when Enrico brought out his grey Vespa GTS

from Chiasso. Our Italian surname has helped

Vespas by chance. Over time, I kind of fell in

300 on which we noticed an important addition

us a lot in selling Vespas for many decades,”

love with them, but only these older ones, with

– an Akrapovič exhaust. “You can’t do without

Enrico joked before saying in parting that it has

patina, tradition, and gears. I ride them almost

it,” he smiled, while not even mentioning in

long been customary in Zurich to, if you own

daily, I restore and repair them.” Zoran employs

passing during our chat that he regularly uses

a scooter which is not a Vespa, park it around

two other mechanics in the workshop who

the exhausts he termed “a necessary acoustic

the corner and arrive for a date or meeting on

make sure there is no shortage of traffic and

and aesthetic addition to every Vespa.” The

foot. Only on a Vespa can you ride straight

can repair and maintain more modern models,

fact that he owns around 40 Vespas from all

to the door or to the meeting. “It’s a matter

while the mechanic of Serbian origin deals

model years and of various model types was

of pride and shame. Vespa is timeless, like

with the oldtimers. Zoran is also convinced

another thing that we nearly had to drag out

Switzerland in a way, and that’s why people

that the love between Zurich and Vespa was

from the modest Enrico: “I am slowly restoring

here love it so much.” Both Rosmarie and

due to coincidence rather than a well-crafted

them, tuning them, fixing them and I ride them

Enrico still ride Vespas every day, and their

plan. “At first, they were used by Italian guest

a lot. I always have around 15 to 20 at home,

longest trip took them and their youngest son

workers, not locals. And a lot of those came

and the rest I keep in a barn converted for

Dario to Portugal and back – each riding their

here to work. For many years, the Swiss Post

this purpose.” Enrico’s wife Rosmarie also

own Vespa.

delivered mail on scooters made by Piaggio,

regularly rides various Vespas, and their love came about with the help of – what else – a Vespa, when in 1973, shortly after they met,

The only one that counts On the other side of Zurich, located amidst

which contributed to the brand’s popularity, further boosted by cult movies and the Italian lifestyle, which is admired and adored by the

Enrico took her on a Vespa for a trip to Genoa.

apartment buildings and smaller blocks of

“It was a blue Vespa Rally 200,” he added

flats, resides a small workshop with an even

own chosen lifestyle as well as their very high

curtly. Something else also caught my eye.

smaller Piaggio sign. A few, mainly older and

purchasing power. All of this can only mean

Although everything looks and sounds Italian

partially dismantled Vespas, are the more

one thing. The only scooter in Zurich that

in the Fontana household, no one in the family

visible sign that such motorbikes are repaired

counts is a Vespa. And basta!”

people of Zurich. Then you have the residents’

62 / 67 Ride With Us

Silke Küste

Zoran Patković

// Si Zürich – mesto Vespe V mestih je vse več prometa in vse manj parkirnih mest. Politiki izganjajo avtomobile iz mestnih središč, kjer njihov prostor prevzemajo kolesa, e-kolesa, e-skiroji ... Ponekod so priljubljeni tudi skuterji, obstaja pa mesto, kjer skoraj vsi ljubitelji dvokolesnikov prisegajo na – Vespo. To je Zürich. Z belo Vespo Sprint 125 – z Akrapovičevim izpuhom – smo odkrivali razloge za to. Največ je lahkih in okretnih mestnih modelov Primavera in Sprint s 125-kubičnim motorjem, ki zmore okrog 8 kW (11 KM) in se z njim lahko peljete do 90 km na uro. Bolj redke so Vespe GTS, bodisi 125 ali 300 cm³, to je resnejši skuter tudi za potovanja, v mestu pa se počuti manj domače. Množico dopolnjujejo stare Vespe, bodisi iz petdesetih in šestdesetih let, tudi nekoč zelo popularne PX 150 in 200 s prestavami na levi ročki krmila. Tudi starejše Vespe so dobro ohranjene in odlično vzdrževane, kar govori o tradiciji in kultu Vespe v mestu ob reki Limmat. Imajo dva kluba ljubiteljev Vesp, ki so jih začeli uvažati v Švico že leta 1946, zelo resno in množično pa le dve leti pozneje. Drugi razlog za priljubljenost Vespe je velika kupna moč prebivalstva, tretji pa uporabnost in preprosto vzdrževanje tega motocikla. Med pogovori in pripravami na zgodbo o Vespah in Zürichu smo vedno znova naleteli na ime Enrico Fontana. Gospod pri sedemdesetih je uradno v pokoju, vendar je vsak dan v svoji prodajalni in delavnici streljaj od züriške univerze in slovite visoke šole ETH. Trgovino in servis zdaj že v tretji generaciji vodijo njegovi trije sinovi Sandro, Flavio in Dario, v ozadju pa za uspešno poslovanje skrbi Enricova žena Rosmarie.

Story

68 / 71 Story

by Nina Hald photography Lynggaard

OLE LYNGGAARD COPENHAGEN

Of life, love and Lynggaard DANISH FAMILY-RUN FINE JEWELLERY COMPANY OLE LYNGGAARD COPENHAGEN HAS BEEN ENJOYING UNPRECEDENTED SUCCESS THROUGHOUT THE YEARS AND CELEBRATED ITS 60TH ANNIVERSARY THIS SUMMER. WE CAUGHT UP WITH CEO SØREN LYNGGAARD TO TALK ABOUT HOW HIS PASSION FOR RACE CARS DOVETAILS WITH THE NOBLE CRAFTSMANSHIP OF HIGH-END JEWELLERY.

“I AM FOREVER FASCINATED HOW PORSCHE, MORGAN AND HARLEY-DAVIDSON’S SIGNATURE DESIGNS WERE CONCEIVED DECADES AGO, AND HOW THEY CONTINUE TO EVOLVE WHILE REMAINING RECOGNISABLE AND TRUE TO THE ORIGINAL.”

SØREN LYNGGAARD

68 / 71 Story

The mood is laid-back, the Nordic sun shines

Passionate about design

brightly in a clear blue sky, and the Lynggaard

But Søren, a design-oriented man, also has

family are still a bit tired. Just a week before

a passion for cars. “As a kid, 10 years old, I

this interview, its three generations hosted

fell in love with old Porsches and Morgans.

almost 1,000 guests from all over the world,

Later, I added Harley-Davidsons to my list of

who came to Copenhagen to celebrate the

mechanical interests. I am forever fascinated

company’s 60 birthday.

how these three brands’ signature designs were

The metier of CEO Søren Lynggaard, Ole

conceived decades ago, and how they continue

Lynggaard’s son, is that of jewellery. The

to evolve while remaining recognisable and true

understated luxury watch on his wrist matches

to the original,” Søren says. His two Porsche

the various gentlemen’s bracelets and bangles

911s – one from 1969 and one from 2020 –

– family company creations, naturally – and then

share many similarities; in their lines, features,

there is the skull ring. “My sister Charlotte, our

and the brand history of the particular model.

head of design, created it for my 50 birthday.

“I find similar parallels in my 1979 Morgan Plus

I had another skull ring before this one, as a

8 and my 2016 Morgan Aero SuperSports, of

reminder to live life, but she really didn’t like it.

which only 120 were made,” he adds. At the

So I challenged her, saying that if she wanted

time Søren bought the latter at an auction,

me to wear another ring, then she would have to

it had clocked up less than 100 kilometres.

design it – which she finally did, some 10 years

“Everybody told me not to drive it, just keep

later. The details on this ring contain traces of

it as an investment. But that is not my style.

what has since become our company’s BoHo

I drive it because it gives me enjoyment,” he

collection,” Søren states.

explains. Therein lie parallels with jewellery: It

takes craftmanship and expertise to build cars and make high-end jewellery; just like cars are meant to be driven, jewellery is meant to be worn; and both can make great investments. For Søren Lynggaard, the Morgan was a dream car; he assembled tiny toy models of them in his youth, and visited the factory where they were made. “This tour that allowed visitors to see the entire production line and ask the craftsmen all sorts of questions later became the model of the tour we do at our goldsmith workshop,” he adds.

A Luxury Powerhouse Today, Ole Lynggaard Copenhagen employs

some 160 people globally; approximately one third are goldsmiths and craftspeople with various specialties, one third works in the administration in Denmark, and one third in retail. The company owns and operates six flagship stores across the world, supplemented by 201 points-of-sale. Søren proudly stresses that exclusive special pieces and high-end jewellery – costing close to €100,000 apiece – make up a large part of the company’s annual production.

It’s a family affair Members of the third Lynggaard generation are also taking part in the brand’s journey.

EXCLUSIVE SPECIAL PIECES AND HIGH-END JEWELLERY – COSTING CLOSE TO €100,000 FOR EACH PIECE – MAKE UP A LARGE PART OF THE COMPANY’S ANNUAL PRODUCTION.

Søren Lynggaard

Designer and goldsmith Charlotte Lynggaard

Drops, Lotus and BoHo are amongst her

has been working side by side with her father

most important collections; Sweet Drops

Ole since 1987, her daughter Sofia is one of

(2008) was her international break-through,

the designers and Søren has been with the

proving that leather cords and silk strings

company since 1994. He was named CEO

can be combined with various pendants and

in 2003, and in 2008 the company got the

charms with great success. In 2010, The Lotus

prestigious distinction of being appointed

Collection – the company’s largest to date

Purveyor to the Royal Danish Court. During our

and featuring a multitude of cabochon-cut

interview, Ole Lynggaard and his wife Karin

gemstones – was launched.

stopped by at the company’s HQ in the city of

Overall, the company’s style is characterised

Hellerup, outside of Copenhagen. Karin has

by satinised gold surfaces with a brushed,

been Ole’s muse and source of inspiration for

luxurious look and specially cut gemstones.

many jewellery designs. The original elephant

“Charlotte is forever falling in love with certain

necklace clasp he made her for their 25th

gemstones, and so we may remake existing

wedding anniversary in 1991 was developed

designs with new gem varieties. Because we

into a collection of five elephant pendants

spend months or years making prototypes,

in 2016. This is characteristic of how both

it doesn’t make sense to just sell one piece.

Ole and Charlotte work: They may design a

Some elements of a special piece will usually

special piece for a loved one or a client, but

turn up in another design in variations. Ole,

they always reserve the right to develop it into

Charlotte and Sofia design all of our jewellery,

creations sold by the company.

so we can’t spend all of their time on unique pieces – if we did, we wouldn’t have a

Innovative and inventive While Ole Lynggaard’s early designs were mainly abstract in theme, his later creations have been characterised by three important animal motifs: elephants, cranes and snakes. Charlotte Lynggaard was meanwhile first inspired by flowers, before focusing more on abstract gemstone-set jewellery. Sweet

collection,” Søren Lynggaard concludes.

Original

by Tina Torelli photography Daniel Grund

Ma ri nel la S enatore - ma s ter of pa r tici pator y a r t

T HE

STREET Italian artist Marinella Senatore doesn’t count the art pieces she has sold, but rather the people transformed by her art – almost eight million so far. The success of this ‘very conscious schoolmaster’ is measured by the transformation of the participants in her workshops, gatherings and street parades, and the energy shift of the venues she is guided to. The time is right for participatory art that empowers and emancipates humanity. The time is always right to return to the streets, and if not by dancing, how?

72 / 77 Original

It’s a warm summer night in Munich. We are

makes sense. At the beginning I didn’t know

meeting Marinella Senatore at the Museum

exactly why I wanted to do it, but I listened to

Villa Stuck on Prinzregentenstrasse, the

a strange voice in me saying ‘This is the way,

graceful former abode of master painter

this is the way, this is the way’.”

Franz von Stuck. Born in Salerno in 1977, Marinella is known for her visual art, light

This school is cool

sculptures (luminarie), collages, banners and

Now, after 20 years of nomadic existence

installations, and, most of all, her ongoing

around the world, she is fully conscious of

and majestic project The School of Narrative

why it was participatory art and nothing else.

Dance. In a couple of days, the iconic streets

“I’ve always resorted to philosophy, and The

of this Bavarian city will turn into Marinella’s

Ignorant Schoolmaster by Jacques Rancière

gigantic classroom – the backdrop for the

gave me the key I needed to understand the

parade entitled We Rise by Lifting Others.

role of an activator in a didactic process.

A famous phrase borrowed from Robert G.

Showing the limits of his knowledge is part

Ingersoll says it all – about the artist, her

of the didactic process of the ‘ignorant

vision and the deepest meaning of her work.

schoolmaster’. This act leads the students to

After a month of workshops open to anyone

emancipate from the teacher, get activated

willing to join, a new human story will be told

and grow, and that’s why The School of

on the streets of Munich.

Narrative Dance is called a school. But to go

Open to all, created by all

even further back in time – the whole project was born out of the need to belong, that I

All of Marinella’s projects begin with an open

detected after my first larger projects, Rosas

call to people of all ages and backgrounds;

and Nui Simu. The participants of the art

together they write, act, sing and – dance.

we co-created needed something tangible,

And here we are, the newest participants

a kind of umbrella to gather under when the

in Marinella’s participatory art, the kind

project was finished and done.”

of art where the artist has to surrender to the ideas of the participants and take a

Dance first, think later

sacrificial ride on a wave of co-creation. The

Adding more pieces to the puzzle, the biggest

creative process is horizontal, very powerful

discovery of Marinella’s life wasn’t art, but the

in its unpredictability and channelled from

transformational power of the human body.

community consciousness. In this space of

“Having been diagnosed with an autoimmune

equality, art is free from exclusivity, unlocking

disease, my body was always my weakest

the human potential in the process. It has

point. I was using many tools to express my

worked eight million times already and

ideas, but dancing? I was very focused on the

will work again because there’s nothing in

mind, always thinking and overthinking which

this world that an artistic ritual in the form

is quite common in Western society, and not

of moving bodies, even in the shape of a

healthy at all. Funnily enough, the solution

temporarily created community, couldn’t

has always been at the tip of my nose: dance

activate or heal.

first, think later! It was 2012 and I was living

This is the way

a contemporary one, both dedicated to the

radiant in her two-piece satin dress with

community. They showed me a completely new

Mediterranean flair. “The school of narrative

world that I felt had to share instantly with my

dance is only a reflection of my practice,”

participants. The magic happened and even

she starts her gesprächsrunde (talk) in Villa

after all these years I am still utterly amazed by

Stuck, first and foremost trying to explain the

the transformational power of dance. I use it

why. “I come from a very multidisciplinary

in the most ancestral way, as something that

background. I teach art at a university, but

belongs to everybody, including those who

I was also trained as a classical violinist,

don’t have legs or arms or can’t move in tune

and I’ve been the director of photography in

with the rhythm, and I also use it as a form of

the movie industry for quite some time. An

my own daily self-care.”

Yes, I am a visual artist at heart, but all my

The holy grail of participatory art

other experiences definitely helped me to

Marinella is almost anxious to share

improve myself further. Looking back, it all

an amazing fact, recently proved by

things together with and for the people.

I met two choreographers, a classical and

Surrounded by her exhibition, Marinella looks

activist in me has forever wanted to create

in Berlin, looking for dancers for my projects.

“I have millions of voices within, people that I met and empowered. Obviously, I’ve been given a great gift. I am conscious of it but it’s not to be the best artist. I don’t know where it comes from, but I know what it is – the never-ending source of energy.”

72 / 77 Original

neuroscience. “Did you know that during a public ritual the intensity of sharing between strangers can be so high that hearts get into a coherence on a biological level and sync their beating? Can you imagine the power of connection with another human in such an alignment? You suddenly don’t have enemies; you just feel like everybody else. And that’s why the audience is always part of the performance. Because the walls break, the distances break. Everywhere around the world, even the shiest people join the parade because they just can’t help themselves. And it’s in that moment that I’m an equal participant like everybody else. In that moment…I succeed. It doesn’t sound very humble to say that, but I am proud to be capable of creating this liberation. At the same time, I kind of freed myself as well.”

An illuminating afternoon Not every artist is born an activist, but this one was. “It was the patriarchy that made me react, well, mostly. I am a woman from Southern Italy, and I was born in the seventies. I guess that made me sensitive to all kinds of injustices later on. I my life I collaborated with great activist movements, from Pussy Riot to Black Lives Matter – no, they didn’t accept me easily, but what really changed everything for me was an afternoon spent with Carlos Aponte, the leader of The Young Lords in New York. His words

and wisdom helped me to connect the pieces and enlightened me about the great connection between art and activism. There are spiritual masters in this life that can really help you switch on the light and meeting

Carlos was absolutely crucial for me. He gave me the direction and the confirmation that I was on the right path. At that time critics and curators started to separate art and activism a lot, they also coined a

//Si

silly word – artivism. I don’t separate these two energies, it’s one thing really. Creative energy also comes from resistance. You cannot escape injustice when you work with people! It’s quite possible that people coming to my projects are people in need, needing something that maybe even they themselves aren’t aware of! But here’s the catch. My idea of participation is not based of any sort of exclusivity. I’d be a fake participatory artist by excluding the wealthy or those with whom I don’t share the same ideas, wouldn’t I? I want my projects to reflect all aspects of society.”

Marinella Senatore – mojstrica participativne umetnosti Italijanska umetnica Marinella Senatore ne šteje umetniških del, ki jih je prodala, temveč ljudi, ki jih je njena umetnost preobrazila – do zdaj skoraj osem milijonov. Njen uspeh se meri s preobrazbo udeležencev njenih delavnic, srečanj in uličnih parad ter energijskim premikom prizorišč, kamor jo vodijo. Čas je pravi za participativno umetnost, ki opolnomoči in emancipira človeštvo. Vedno je pravi čas za vrnitev na ulice, in če ne s plesom, kako? »Ali veste, da je lahko intenzivnost izmenjave med skupnim obredom tako intenzivna, da srca popolnih tujcev začnejo biti koherentno, se sinhronizirajo na biološki ravni? Si lahko predstavljate moč povezave z drugim v takšni situaciji? Nenadoma nimaš sovražnikov; počutiš se enak z vsemi preostalimi. Zato mora biti občinstvo vedno del predstave. Ker tu se prebijajo stene in premagujejo razdalje. Tudi najbolj sramežljivi posamezniki, ne glede na to, kje so, se pridružijo ulični paradi; preprosto ne morejo pomagati. In to je tudi trenutek, ko sem sama enakovreden udeleženec z vsemi drugimi. V tistem trenutku … mi uspe. Ne zveni ponižno, vendar sem ponosna, da sem sposobna ustvariti to svobodo za druge in sem hkrati na neki način osvobodila tudi samo sebe,« razmišlja Marinella Senatore.

H ig h G e ar

High Gear

The genesis of the first superbikes and Yamaha’s YZR-M1 MotoGP bike

ONE ENGINE TO RULE THEM ALL Motorcycling’s ubiquitous inlinefour engine configuration celebrates its centenary this year – a story that goes all the way back to a tiny Roman workshop in 1923. The inline-four engine configuration has dominated the motorcycling landscape for half a century, ever since Honda and Kawasaki launched the world’s first superbikes. Nowadays the flagship machines by Honda, Kawasaki, Suzuki and Yamaha (plus BMW and MV Agusta) – are powered by inlinefours, including Yamaha’s YZR-M1 MotoGP bike, graced by an Akrapovič exhaust system. Many motorcyclists therefore assume the Japanese pioneered this configuration. They didn’t. To find the origins of the inline-four, you must go back one hundred years to a tiny workshop, just off Rome’s Piazza Barberini, where two young Italian engineers created a transverse-mounted 490 cc inline-four with a bevel-driven single-overhead camshaft. Carlo Gianini and Piero Remor were sure they were onto something, and they weren’t wrong. Their very first engine made 21 kW (28 hp), three times more than BMW’s first boxer twin, the R 32, also launched in 1923. However, the pair had one problem: no money. Enter Count Giovanni Bonmartini, a WWI flying ace with his own aviation business. He liked the engine, now in its second iteration,

with double-overhead cams, water cooling and a mighty 25 kW (34 hp). In 1928, Bonmartini built a huge facility outside Rome which included a racetrack, airport and factory, where his CNA (Compagnia Nazionale Aeronautica) planned to manufacture the motorcycle, christened Rondine (Italian for swallow). Bonmartini’s plan was to sell, “a two-wheeled Bugatti… a bike which is not suitable for everybody… destined for a few exceptional sportsmen”. The engine for the Rondine, now in its third iteration, came with supercharging and a stupendous 45 kW (60 hp), almost twice the output of a single-cylinder Norton grand prix bike. All CNA needed now was a rider capable of handling the world’s most powerful motorcycle. He came in the guise of Piero Taruffi, the fastest man around Rome on his Norton and already contesting occasional car races for Enzo Ferrari’s newly formed Scuderia Ferrari, Taruffi started using the precursor to what would power Honda’s CB750 in 1969 and Kawasaki’s Z1 in 1972. In the summer of 1935, Taruffi and the CNA won so many races that the 29-year-old and his boss decided to have a crack at motorcycling’s biggest deal: the land-speed record. However, Bonmartini then went out of business, with the Rondine project bought by Giuseppe Gilera, who needed some publicity for his motorcycle brand.

This article does not necessarily correspond with the opinions of Akrapovič d.d., the publishers or the editors.

by Mat Oxley illustration Natan Esku

In 1937 Taruffi and the rebadged Rondine took to the Bergamo/Brescia autostrada, setting the world record with 170.27 mph. The road had been closed for the attempt, although Taruffi had done several practice runs when it was open to everyday traffic! After WWII, the engine was redesigned, with Gilera becoming MotoGP’s first all-conquering motorcycle, winning 11 rider and constructor titles in the fifties, with MV Agusta taking over in the 1960s. And guess who designed MV’s first 500 cc four engine? An ageing Remor. The MV four won 17 riders and constructors titles between 1958 and 1974. Honda built its first inline-four 500 in 1966, to wrest the premier crown off of MV, but the best the RC181 managed was one constructors title. Three years later the similar CB750 hit the streets and the world of motorcycling would never be the same again. All thanks to Gianini and Remor.

Mat Oxley, new columnist Mat Oxley has been a motorcycle journalist for more than four decades, covering MotoGP full-time since 1988. During his own racing career, he won an Isle of Man TT and took third place in the Endurance World Championship, scoring secondplace finishes in the Le Mans and SpaFrancorchamps 24 hours. He is based in London, UK.

Follow @matoxley / X and Instagram

Photo: GASGAS Images / Juan Pablo Acevedo

ABOVE THE COMPETITION

170

Congratulations to Jorge Prado and Red Bull GASGAS Factory Racing on winning the 2023 FIM Motocross World Championship (MXGP class) in ﬂ ying style. We are honoured to have equipped the winning GASGAS MC 450F with an Akrapovič lightweight titanium exhaust.

#RacedByChampions

Akrapovič d.d., Malo Hudo 8a, 1295 Ivančna Gorica, Slovenia