Category Archives: MotoGP

Wayne Rainey: 30th Anniversary Of His 1991 Laguna Seca Win & How Things Are Today

A Short History On The Legendary Man

If you were a kid planted in front of the TV in the 1980s, basking in the glow of the cathode rays as they showed you a young rider rising quickly through the ranks of American Superbike racing, you have obviously heard of Wayne Rainey. You know the fierce battles, the smoothness and courage showed in his push to win, and the three back-to-back world championships in the Grand Prix World Championship (GPWC) of Superbikes, the predecessor to MotoGP.

For those not aware, Wayne Wesley Rainey, born in 1960, was what could generously be called a prodigy. By 1981, he was racing in the AMA Grand National Championship, and was ranked the 15th best dirt track racer in the USA. He changed over to 250cc road racing in 1982 and was picked up by Kawasaki for the AMA Superbike championship that year, partnering with the defending National Champion Eddie Lawson.

During the 1987 season, riding for American Honda in the AMA Superbike series, one of the most famous rivalries in all of superbike racing started. It was the year that Wayne Rainey met Kevin Schwantz. It was the year that they would both leap out in front of the field on the first few laps, and then race wheel to wheel for the entirety of the race, often separated by less than a second, and when one pulled out ahead, it was only a few seconds and they ate up tire life doing so.

Waine Rainey in 1989, racing at Hockenheim
Waine Rainey in 1989, racing at Hockenheim

Both moved up to the GPWC in the new 500cc class in 1988, with Wayne rejoining Team Roberts Yamaha who he had a one-season stint with in the mid-80s, and Kevin going to the factory Suzuki team. Their rivalry also came with them, with the two fighting wheel to wheel in the first 500cc race at the British Grand Prix at Donington Park, which Wayne won. The two also took part in the inaugural Suzuka 8 Hours Endurance Race, with Team Roberts winning that event.

1989 saw continued success for Wayne, as he achieved a podium at every race, sometimes beating out names like Mick Doohan, Roger Burnett, and teammate Kevin Magee. In 1990, Wayne finally found the perfect form, the perfect setup, the perfect sponsors, and the perfect team to back him (by staying with Team Roberts Yamaha). Riding the legendary 1990 Yamaha YZR500, he won the 500cc GPWC title. And did so again in 1991, including winning the round in front of his hometown Monterey crowd at Laguna Seca. He continued in his championship stride and despite a resurgent Kevin Schwantz pushing him to his limits, won the title for the third time on the trot in 1992.

However, that surge from Kevin would come back to bite both in the 1993 season. Wayne was getting pressured hard by Kevin, and was leading by only 11 points in the championship, making each race win and podium count.

At the Italian Grand Prix at Misano, the same circuit that would later be named after the late Marco Simoncelli, Wayne was leading the race when he lost the bike, slid out into a lowside, and critically hit the curbing at the side of the track, which tossed him end over end into a gravel trap. When it had all come to a stop, he tried to get up, but found that he could only really move his arms, and his legs weren’t responding. By hitting that curbing and landing at an awkward angle, he had severed his spinal cord.

Sitting Down With The Legend

I want to start off this section by once again thanking Mr. Wayne Rainey, during the leadup to the MotoAmerica Laguna Seca weekend, for putting aside time in his busy schedule to have what I would label as a Powersports fan’s dream interview. I personally have watched all forms of racing from Formula 1 to International FIA GT, the old GT1 endurance races, Le Mans, you name it, I was–and always will be–a fan of it.

Note: Content has been edited for clarity and conciseness.

Wayne Rainey at the Czech GP in 1990
The 1990 Czech GP, where Wayne Rainey secured his first Grand Prix World Superbike title.

Simon Bertram: Mr. Rainey, firstly, let me thank you for setting aside the time to have this interview. It’s a bit of a dream come true for me!

Wayne Rainey: No problem at all, happy to help.

SB: While it was 30 years ago, something I’ve always wondered about was what sticks with a champion after they retire or are forced to retire from sports. What do you recall from your Laguna Seca win in 1991?

WR: Wow, that’s a bit of a hard question to answer, because as you said, it was 30 years ago. I don’t remember every turn, every lap, but what I do have are awesome memories. The bike was great, perfectly tuned to the track and my rhythm. Of course, it was also my home crowd, so feeling that energy was amazing.

Wayne Rainey racing at Laguna Seca in 1991
Wayne Rainey jumped the top of the corkscrew at Laguna Seca during his legendary 1991 United States GP at Laguna Seca win.

It was one of my most special races. These were the days of riders that rode monsters, bikes that had no traction control, no anti-lock brakes, nothing other than rider skill. And being able to hear the roar of the crowd cheering, even over the sound of the bike, made it special. As one of the few American stops that the Grand Prix made in the United States, it was super important to me to win that race, in front of family and friends, in front of my hometown crowd.

You know that feeling you get when you nail a corner on a bike just right or flow through a technical section of a track perfectly? That was the feeling I had in my chest as I crossed the finish line first.

SB: I have had that feeling, actually, the first time I took a corner on my own bike on the road where it just felt perfect, that little buzz in the chest of “yeah, I’m doing this!”

Now, as you mentioned that Laguna Seca is your home track and, rightly so, very special, are there any other tracks that you raced on that hold special memories for you? Best battles, perfect laps, the like…

WR: Well, I took every race track as its own challenge, and I love the challenge of every racetrack. But, there were a few that were very special to me, and not in the way that most people would think.

I spoke with someone earlier today about the race at Assen, Holland, in ‘91. I ended up getting second place to Kevin Schwantz, I still think about it to this day.

About a third of the way in, it started to rain. Back then, they stopped the race instead of having a spare bike setup with wet tires. In those days, you would carry the time ahead or behind the rider in front and behind, and Kevin was leading me by about half a second. So, when we restarted the race, he already had a half a second lead on me, so that meant by the end of the race, not only did I have to beat Kevin, but I had to beat him by half a second.

Wayne Rainey battling with Kevin Schwantz, Mick Doohan and John Kocinski in 1991
Mick Doohan (3), Kevin Schwantz (34), Wayne Rainey (1), and John Kocinski (19) battling hard in 1991

I had pulled out a good lead on Kevin through the race, but at the start of the last lap, my pit board said “+0.0 SCHWANTZ L1.” I had to gain that half a second back, and put together a lap that was honestly probably the best lap of my entire career. I pulled over a second on him going into the last turn.

As I flicked it in there on the brakes, I pushed the front out. I couldn’t risk it so close to the end, so I straightened it up, went straight off the track, over the gravel trap, and as I moved to get back on track, I had to put my left foot down to lean away from a grass hedge that divided the pit road from the racetrack.

As soon as I was back on the track, I started to accelerate. I could see the start/finish line, and Schwantz passed me right as we both crossed the line. So, after all that, he still barely beat me. What I really remember, however, is that even after doing all that, Kevin got the lap record on that lap, which lasted for another, if I remember, 10 years, until they changed the track.

Misano Circuit track diagram
The 1991 layout for Misano World Circuit, very different from today’s track. Notably, in 1991, the track was run counterclockwise, instead of the clockwise layout in 2021.

SB: What other tracks hold special memories for you?

Another track I remember is Misano, the same track where I raced my last race, on the Adriatic Coast in Italy. It was a track that I could race the 500 much like I raced flat track back in the States, and had a series of four left-hand turns (Turns 3 to 6 in the above image) that you started out in second gear, short-shift to third, it opens up, shift to fourth, you lean it in… you could make one big arc out of the four of them.

In 1990, I was leading the race, Mick Doohan was in second. I forget how much of a lead I had, but in getting so far ahead, I chunked my rear tire. Back then, you never came in to change a tire but Mick had caught me and passed me, and I decided to pull into the pits. My team came over all nonchalant like “oh, the bike is broken?” to which I reply: “I need another rear tire!”  They say “What?!” And I go “GIVE. ME. ANOTHER. REAR. TIRE! I’m going back out!” So they grabbed John Kocinski’s spare wheel, changed out the sprocket, and threw it on my bike.

As I was exiting pit road, Mick was now lapping me. I got the tire warmed up, chased Mick down, and caught him, but I needed to catch him more than once. In the end, I crossed the line in 9th place. That was another racetrack (and another race) that I didn’t win, but it’s a memory that I’ll always keep.

SB: It’s well documented that you and Kevin Schwanz had a fierce rivalry in the 1987 American Superbike championship. Do you think that having that type of rider pushing you to be your best, race after race, effectively made you into the champion you were to become?

WR: I can tell you that the rivalry was real, and yes, Kevin pushed me in a way that no other rider did. It was possibly because there was a bit of a dislike for each other, but it wasn’t a feeling of hatred.

Wayne Rainey racing Kevin Schwantz at the 1993 Suzuka GP
Wayne Rainey (1) and Kevin Schwantz (34) racing hard at the 1993 Suzuka GP

I really didn’t realize how much the rivalry meant to me, really, until I stopped racing. When I had time afterward to reflect back, and to see what happened to him after my retirement. The thing that was special about Kevin was that I could focus on three or four other guys (Mick Doohan, Eddie Lawson, John Kocinski) and not focus as much on Kevin. Or, I could focus just on Kevin if it was just us two racing each other, and that took care of the rest of the field that was behind him.

We both raced each other like we wanted to win, we both wanted to beat each other like no one else out there. It’s been almost 30 years now since we last raced each other, and we’re still not great friends, but there is that respect for each other.

SB: Rainey Curve at Laguna Seca: I’ve driven it many times in sim racing, and it’s always a real pain to set up for, having to recover from left to right across the track right after the corkscrew… What do you think of having one of the most deceptively difficult corners on the track named after you?

WR: You touched on it almost perfectly there, because on a bike, when you come out of the bottom of the corkscrew, everything wants to push towards the outside of the corner. Your bike wants to go that way, the hill is canted that way, and you have to really put in the effort to bring it back over to the right.

What was important on the bikes, especially back then, was to get to the right enough so that when you braked and leaned, you got on the clean line. Brake a moment too late, you’re out wide, on the dust and sand, and it’s really tricky to pull the bike back to the racing line, and you miss the apex. Brake too early or lean too hard, and you clip the apex early, again sending you out wide into the slippery stuff.

Wayne Rainey racing in 1989
Wayne Rainey racing in 1989

But when you got it just right, the bike would hook up like you wouldn’t believe, and you could disappear down the track. It’s one of those curves that has no margin for error, you need to get it right every time, or it could literally lose you the race. Of course, I’m very honored to have that corner named after me, and whenever MotoAmerica comes back to Laguna Seca, I’ll sometimes go out in the wheelchair in the morning and sweep the corner clean.

SB: Do you remember any words of wisdom that Frank Williams said to you that any young up-and-coming racer should hear? His team is as legendary in Formula 1 as your three championships on the trot are to American superbike racers, and the next generation is always the one that will carry the torch of motorsports forwards.

WR: To make what he said to me make sense, you need to realize how much the crash at Misano affected me. I was 33 years old, at the top of my chosen profession, with a lovely wife, newborn kid, and then suddenly I had no movement below my chest. In a word, it was devastating.

And that’s not to skip the fact that from the moment I was taken to the Misano medical center to getting out of rehab in California was 12 weeks. 6 weeks in a cast that made me miserable, and then 6 weeks learning how to effectively live again. It got pretty dark in those days, and then Frank came over from England to visit.

Moments after Wayne Rainey's career engine crash
Immediately after his crash at Misano in 1993, asking the medical team why he couldn’t move. Image Courtesy of MotoGP Archives

It was like the curtains had been pulled back. Watching him get out of the car into his wheelchair, and he’s a quadripalegic with only minor movement in one hand, was a turning point. Racing requires a serious bit of ego, and watching him being helped into his chair with an air of dignity and confidence around him, and the way he carried himself despite his disability…

However, there was also a moment of honest truth that changed my whole outlook on life. Frank said to me, “You’re fucked. As soon as you realize that, you’ll start living again.” In the state I was in, I really didn’t understand what he meant. It was after a few months of getting used to my new routine that it dawned on me… although my body is broken, my mind is still there. Frank inspired me to keep going, making each day a push and a success.

SB: I personally watch MotoAmerica Superbike racing, and I have to say I am really happy with the direction it has been, and is continuing, to go. Do you see yourself remaining as one of the heads of the organization for the foreseeable future?

WR: (Wayne laughed for about 10 seconds here) Well, the whole story of how MotoAmerica has blown up always surprises me. By 2015, the AMA Racing association had messed up the rules, killed off classes, and made it very unattractive to manufacturers and sponsors alike. It was actually Dorna, the company that owns MotoGP, that asked me if I would be willing to step in and give the series one last injection of life before they wrote it off.

My partners and I took over and immediately threw out the current rule book. We took the basic rules of World SuperBike for the primary classes, but also proposed new and different classes. Superstock, superbike, minimoto, junior 600cc, all of those classes were expected. We also created the SuperTwins category.

MotoAmerica Superbikes racing at Road America in 2021
MotoAmerica Superbikes racing at Road America in 2021

We started out with 3 sanctioned races, no TV, and minimal attendance, and over 7 years we now have 10 sanctioned races, 5 racing classes and the fun classes I mentioned, and worldwide TV coverage. We also created the Hooligan class for supernakeds to race in, the King of the Baggers for bagger cruisers to be raced in, and we’re always looking at what people want to see.

Honestly, the real big draw for me was to revive a series that I myself had come through in my younger days to allow for Americans and Canadians both to have hometown heroes to cheer on, and for talent to be developed that might one day move up to the top tiers of racing, either in MotoGP or World Superbike.

SB: Anything you’d like to add before we wrap up today?

WR: In a strange way, this past year and a half has revitalized motorcycle riding, and racing, in North America. Everyone was feeling too cooped up, and by going out and learning to ride, since a bike is really a one-person vehicle, you could go out on a ride and still follow all the health guidelines. Track days, group rides, motorcycle clubs, it’s all really exciting

And with that interest in riding, we potentially have an entirely new generation of future champions getting their first real taste of what it’s like on two wheels. I am, in fact, much more excited about the future than I was in the past, and I don’t plan on retiring from running MotoAmerica anytime soon. I’ve pulled back because I am getting on a bit.  I’m 61, but with the people I know running things as they are, American superbike racing isn’t going anywhere but up.

SB: Once again, thank you so much for your time and insight.

WR: You’re quite welcome!


Ducati honours Aussie Troy Bayliss

Ducati has honoured Australia’s three-time World Superbike champion Troy Bayliss with a special Panigale V2 Bayliss 1st Championship 20th Anniversary model.

The limited-edition serial-numbered bike will be available in Australia and New Zealand from January 2022 with an Australian ride away price of $27,489.

It comes in a special livery that celebrates the Ducati 996 R of Troy’s first World Superbike title in 2001 with his race number 21.

Troy Bayliss - Australia Day announces comeback
Troy Bayliss

He also won in 2006 and 2008 and his 52 World Superbike victories rank third in the history of the championship behind Brits Jonathan Rea and Carl Fogarty.

Troy also raced in the MotoGP, winning the 2006 Spanish GP.

The special Panigale V2 is more than just a special paint job, though.

Justifying the $4500 premium over the standard V2, the bike is equipped with Öhlins The NX30 front fork and TTX36 rear shock absorber and is 3kg lighter thanks to a lithium-ion battery and solo seat.

It also comes wth sport grips, carbon fibre and titanium muffler cover, self-cleaning brake and clutch pumps, smoke grey oil tanks and Troy’s #21 on the saddle and fairings.

The above video was filmed at the Ducati Museum, on the track and at the Bayliss home in Australia.


The third challenge of the Rising Stars Series has landed!

Back for a second year after a highly successful 2020, the Rising Stars Series consists of four Online Challenges in which Gamers will be divided into three categories, depending on their location. These three are the Americas, Europe and Africa, and finally Asia and Oceania.

Source: MotoGP.comRead Full Article Here

FIM CEV Repsol ready to roll at MotorLand

Jose Antonio Rueda (Team Estrella Galicia 0,0) is on a roll recently too, so he’ll be looking to continue that form, and the likes of Aspar Junior Team’s David Alonso and SIC Racing’s Syarifuddin Azman have had some standout rides already this season, the latter as the first to defeat Holgado to a win. Astra Honda Racing Team’s Mario Aji and Asia Talent Team rider Takuma Matsuyama, on the other hand, will be looking to bounce back after a tough outing on the Algarve… with Aji still aiming for that first podium and Matsuyama gunning to go one better. Both share the target of better luck, as do a few in the field.

Source: MotoGP.comRead Full Article Here

Honda British Talent Cup saddles up for Brands Hatch

The likes of Ryan Hitchcock (Wilson Racing), fourth to start the season before a rockier ride, and Sullivan Mounsey (iForce Lloyd & Jones), who suffered a double DNF in Scotland, will be looking to fight back in the close battle for the top ten, top eight and top five as well, as will Jamie Lyons (C&M Motors Ltd/Tooltec Racing), with the battle near the front incredibly close.

Source: MotoGP.comRead Full Article Here

Ones To Watch: Moto3™

Who are the stars of the lightweight class who could make a leap in performance in the second half of 2021?

Throughout the first half of 2021, some Moto3 ™ World Championship stars, ️like leader Pedro Acosta (Red Bull KTM Ajo), have shone more than others. Other riders have fought for respectable positions without achieving the expected result. Here, we look at 5 riders who, could build on the potential shown in races 1 to 9 and achieve the results their potential merits.

Jeremy Alcoba (9th, 58 points)

2021 for the Indonesian Racing Gresini Moto3 rider started with good results in qualifying: 4th and 3rd in the two rounds held at the Losail International Circuit, but in both races he was unable to cross the finish line, opening the season with two consecutive zeroes.

Once in Europe, he again qualified on the front row in Portimao, but could obtain only 2 points. If in the first 3 rounds he had proven to be competitive in qualifying, at the Red Bull Spanish GP he went through Q1 before Q2, where he recorded the second fastest time. Then his progress continued by taking the podium for the first time in 2021, a third place that renewed his confidence.

The following rounds in France, Italy, Barcelona, ​​Sachsenring and Assen were full of ups and downs. At Le Mans he was out of the points. At Mugello he started from the second row but finished 15th, while at Montmeló he converted a strong qualifying to second place in the race. In Germany he starred in an epic comeback: starting 20th, he just missed out on the podium by finishing 4th. At the Dutch TT, Jeremy took the first pole of his career and finished the race in the Top 10.

Jeremy will visit several tracks he is unfamiliar with in the second half of the season. But he can aspire to get strong positions on circuits where he already achieved good results last year such as Misano, Aragón and Valencia. In addition, with the return to Portimao at the end of the year, the ’52’ will also have a new opportunity to climb to the highest step of the podium. Don’t rule it out!

FREE: Enjoy the full Acosta vs Foggia final lap fight

Andrea Migno (10th, 58 points)

After nearly a full career spent racing KTMs, the move to the Rivacold Snipers Team Honda was much more natural than even Migno himself could imagine. At the second round in Qatar, after going through Q1, he set the sixth fastest time in qualifying and was about to get on the podium. In Portimao came the first pole of the year and the first podium, a third place that allowed him to occupy fifth place in the championship. Arriving in Jerez, he consolidated his pace with another front row and fourth place, and at the next round, at Le Mans, he managed another pole before struggling to 11th place in the rain. At this point he sat as high as third in the World Championship.

Arriving at his home race at Mugello charged with enthusiasm and determined to consolidate his consistency, Migno encountered his first major setback. A crash on the first lap did not allow him to finish his home race and a week later, in Catalunya, he suffered a fall, another zero and a significant setback in the World Championship.

Fifth place in Germany was an improvement, but he failed to back that up at Assen, where the Italian scored his third zero in 4 races, falling to 10th in the championship. With future visits to circuits such as the Red Bull Ring, Misano, Valencia and Austin, Migno can regain the necessary concentration by seeing the results he obtained on these tracks in the past. After a 5-week break, Andrea will return recharged as he seeks to regain the consistency that he showed in the first part of the season.

Izan Guevara (15th, 36 points)

The Gaviota GASGAS Aspar Team rookie has shown remarkable consistency in the first part of the season in his first year in the Moto3 ™ World Championship. In the first Grand Prix of the season he immediately secured a front row start and then finished the race in seventh place and less than a second behind the winner. The following week, back on the Losail track, the Spanish rookie did even better in the race by coming home sixth.

FREE: the last 5 minutes of Moto3™ in Valencia

The Portuguese roller coaster was a bit more complicated and the Mallorcan finished out of the points. In the next two rounds, at Jerez and Le Mans, he was out of the Top 10, setting the 11th and 14th fastest times in the race, adding even more points to his tally. The Mugello round was the toughest for him yet. After qualifying in 29th, he regained some positions in the race, but could not get past 17th. Determined to redeem himself in Catalunya, he  was on course for a podium finish before he crashed out on the last lap. In the two rounds at the Sachsenring and the Dutch TT, the rookie was 10th and 12th, respectively, placing 15th overall in the World Championship.

The young Spanish rider will have to face new circuits such as the Circuit of the Americas in Austin and the Sepang International Circuit in Malaysia but, given the solidity he has shown in the first half of the season by consistently finishing in the points, he could be a constant presence in the Top 5 places. Without doubt, it would be an exciting preview of what could come in 2022.

Xavier Artigas (17th, 30 points)

15 riders fighting on an astonishing last lap!

The 4 retirements and a race outside the points do not reflect the full potential of a rookie determined to stand out in the colors of Leopard Racing. The Spanish rider began his adventure in the lightweight class of the 2021 World Championship with three consecutive zeroes registered in the double of Losail and in Portimao, sometimes without having any responsibility. But at Jerez he recovered with an encouraging ninth place and then improved again at Le Mans, where he finished 7th.

At Mugello he stayed out of the points zone. Despite having recovered some positions in the race, the Spaniard was cut off in 16th place, and the following week in Catalonia he suffered his fourth retirement of the season. He then redeemed himself in Germany and Assen, where he achieved two ninth places and resumed his rise in the general classification.

Of course, the Catalan lacks experience and qualifying is still his weak point, but being in a team that has taken several riders to the world title in recent years, Artigas has what it takes to get himself into the leading positions. Will he get his first podium this year?

Deniz Öncü (20th, 25 points)

The young Turkish star’s second full season in the Moto3 ™ World Championship has on major highlight: his first podium finish at the Circuit de Barcelona-Catalunya. Logically, the Red Bull KTM Tech3 rider’s hope is to conquer many more in the future.

After being left out of Q2 only in the first two Grand Prix of the season, in Qatar, the ’53’ has a seventh best qualifying time in Portimao as the best result in ‘qualifying’ and in the race we have seen him often fighting for top positions. He has sometimes been penalised him for a lack of experience and other times for bad luck, but the young Turk has shown that he knows how to fight with the fastest.

Last year at the Red Bull Ring, he was on his way to a breakthrough result when he crashed out. In 2021 there will be two rounds on the Austrian track and Öncü could give us a pleasant surprise after a key summer break for everyone. To find out what these 5 drivers – and the rest of the light class grid – will be capable of, we will have to wait for them to return to action. That makes the Michelin® Grand Prix of Styria from the 5th to 8th of August a must-watch.

Every practice session, qualifying battle and race, exclusive interviews, historic races and so much more fantastic content: this is VideoPass!

Source: MotoGP.comRead Full Article Here

MotoGP™ tech recap: what we’ve seen so far in 2021

Visually though, in 2021, Ducati’s GP21 isn’t too dissimilar to their 2020 bike. The ‘salad box’ at the back of the bike, which houses a mass damper, has changed shape slightly. In addition, the Bologna factory have brought some new aero to the table at the bottom of the side fairings, which is thought to have been a creation to explore the possibility of ground effect in MotoGP™, to help turn the bike.

Source: MotoGP.comRead Full Article Here

2021 Thai GP cancelled

The FIM, IRTA and Dorna Sports regret to announce the cancellation of the OR Thailand Grand Prix, which was set to take place at Chang International Circuit from the 15th to the 17th of October. Despite the best efforts of all parties involved, the ongoing Covid-19 pandemic and resulting restrictions have obliged the cancellation of the event. 

Source: MotoGP.comRead Full Article Here

Season so far: Italian Grand Prix

Victory number four of 2021 for Fabio Quartararo but the paddock’s thoughts were firmly with the family and friends of Jason Dupasquier

Monster Energy Yamaha MotoGP’s Fabio Quartararo claimed a commanding and emotional Gran Premio d’Italia Oakley victory to extend his World Championship lead to 24 points, as Francesco Bagnaia (Ducati Lenovo Team) crashed out on Lap 2. Miguel Oliveira (Red Bull KTM Factory Racing) and reigning World Champion Joan Mir (Team Suzuki Ecstar) completed the Mugello podium.


MotoGP™ riders share memories and condolences for Dupasquier

A somber Italian Grand Prix was secondary following the tragic passing of Jason Dupasquier. The Swiss teenager was well-liked and respected throughout the paddock with the MotoGP™ grid coming together before the race and then speaking afterward on a dark day for our sport.


What happened between Zarco and Bastianini pre-race?

In a baffling moment before the Mugello race even got underway, Ducati’s Johann Zarco and Enea Bastianini came together as they were about to line-up on the grid. Bastianini was sent over the top of his Avintia Esponsorama machine, with the pair explaining what happened above.


UNSEEN: Rossi’s relief at making top ten return on home soil

It’s no secret that The Doctor has struggled in the opening half of 2021, with his one shining light coming on home soil at the Italian Grand Prix. Our cameras followed the final laps from the Petronas Yamaha SRT box as Rossi’s team celebrate his return to the top ten.


Muuugello: Rossi explains legen-dairy helmet design

It wouldn’t be Mugello without Valentino Rossi unveiling a special, one-off helmet design. And his 2021 edition didn’t disappoint with the 42-year-old cracking a ten out of ten Dad joke. Let the man himself talk you through the design plus his best impression of a cow.

Every practice session, qualifying battle and race, exclusive interviews, historic races and so much more fantastic content: this is VideoPass!

Source: MotoGP.comRead Full Article Here

New Bike Alert: Track-Only KTM RC 8C Developed To Dominate

The 2022 KTM RC 8C has just been debuted to the world – and to say it’s landed with a bang is an understatement. 

KTM just dropped the supersport, lightweight racing prototype this morning amidst a flurry of excitement. 

A front view of the all-new track-only 2022 KTM RC 8C

The 140kg/309 lb. 2022 KTM RC 8C is a hand-built machine built specifically for the track grid. 

The 128 Hp, 889 cc LC8c, DOHC, 8 valve parallel twin (the same as in the KTM 890 DUKE R) provides all the punch necessary while still making an easy-to-maintain, high-torque production engine for the client.

A front-right view of the all-new track-only 2022 KTM RC 8C

KTM also used carbon, Kevlar-reinforced GRP bodywork inspired from the MotoGP™ RC16, which encases a very pretty 25CrMo4 steel tubular frame. 

We promised race-ready, so this also means the frame is augmented by a selection of WP Pro Components and fronted by a custom, 43 mm WP APEX PRO 7543 closed cartridge fork (put together in the same department that maintains suspension of the RC 16).

A back-right view of the all-new track-only 2022 KTM RC 8C

With zero hydraulic stroke limitation, you’re guaranteed fully customizable damping properties, and they’ve chucked in an equally adjustable WP APEX PRO 7746 shock with preload adjuster at the rear of the bike. 

The body panels and gas tank are both quick-release and sit on a light, aluminum pair of Dymag rims with Pirelli race slicks. 

The brakes are, of course, Brembo race-spec, with Stylema front brake calipers grabbing 290 mm fully floating brake disks and a two-piston caliper with a 230 mm fully floating disk for the hub. 

A view from above of the all-new track-only 2022 KTM RC 8C

The 2022 RC8C has a race dashboard (AIM MXS 1.2), a data logger that can be analyzed in AIM Race Studio, and a Brembo 19RCS CORSA CORTA radial master cylinder – a technical addition with many solutions taken straight from master cylinders used in MotoGP™, and one that lets the rider tailor the bite point exactly where it’s needed when it’s needed.

A front view of riders battling on the all-new track-only 2022 KTM RC 8C

Fancy getting inside racing tips from the likes of superstar racers Dani Pedrosa and Mika Kallio? Clients who purchase the 2022 RC 8C will also have access to a once-in-a-lifetime opportunity to join the Red Bull KTM Factory Racing test team at the Circuito de Jerez – with just 100 bikes made and only 25 customers allowed to the event, you’ve got a 25% chance of making it!

A front view of riders battling on the all-new track-only 2022 KTM RC 8C

Crazy for cocoa puffs? The RC 8C itself will dent pockets a bit at £30,999, plus extra for the ‘Race’ and ‘Trackday’ packages (tire warmers, stands, etc.), and an additional £2500 deposit through KTM’s online ordering system.

For what you’re getting, it’s worth it.