If you’re younger than 35 or older than 95, please move along.
Begin Press Release:
Kurt Nicoll Announces Champion MX Vet Training
For Immediate Release – April 27, 2020, Murrieta, California – Four-time vice FIM Motocross World Champion Kurt Nicoll announced he will be offering motocross training for vet riders, an all-new addition to his Champion MX California Vacation program. Nicoll will be offering one-on-one training at Southern California tracks for riders over 35 years old, from novice- to expert-level abilities.
“After many, many requests I am now offering one-on-one coaching specifically aimed at vet motocross riders that are serious about their riding and racing,” said Nicoll. “You are never too old to improve your techniques and learn to ride better and faster. I am offering three-hour coaching sessions at any of the local So Cal tracks for anyone over 35 and younger than 95.
“It is important to mention that we will be observing the current social distancing guidelines and follow the rules laid down by each track,” Nicoll added. “Send me an email at [email protected] or contact me via direct message in Instagram @championmx and we will schedule a time and place to take your riding to the next level.”
Following his pro career in the FIM Motocross World Championships, Nicoll has continued his impressive career on two wheels, racing to national championships in everything from AMA Supermoto to AMA EnduroCross. The Murrieta, California resident is a dominant figure in the Glen Helen World Vet Motocross, where he has earned four World Championships, and at the Vet Motocross des Nations at Farleigh Castle where he has claimed five titles.
At 55 years old, Nicoll is still racing motocross every chance he gets, and is eager to share his insight on technique, training and how to improve your speed on the motocross track. For information on Champion MX training sessions, contact Kurt Nicoll at [email protected] or call 951.795.2411.
Get everything you need to maintain your street or off-road motorcycle’s chain with Motul’s Chain Care Kit ($33.99). This kit contains everything you need to clean and lubricate your chain: a 9.8-oz. can of Motul C1 chlorine-free Chain Cleaner, a 9.3-oz. can of either Motul C2 on-road (sticky) or C3 off-road (non-sticky) chain lubricant, a specially-designed double-sided chain cleaning brush, one pair of nitrile gloves and, of course, a Motul sticker for your garage fridge.
Two decades ago Honda, so often kings of the multi-cylinder four-stroke racing world since the stunning arrival of several jewel-like Grand Prix machines in the 1960s, had realised that something truly new was required to stay in the important game of winning WorldSBK championships. Something new for Honda, at least.
In 2000 the biggest Japanese manufacturer of them all adopted a 1000cc V-twin engine configuration, the same basic format that their main WorldSBK rivals – Ducati – had been using to such great effect long before the WorldSBK party had officially started in 1988.
In reality, the Honda VTR1000SP1 was a very different design to the Desmodromic, 90° belt-driven ‘laid down L’ of the Ducati.
Honda RC51 VTR1000 SP-1
The reason for the birth of the Japanese twin-spar aluminium framed 90° V-twin was simple. Having won the Superbike Riders’ Championship with Fred Merkel and the RC30 (twice), then John Kocinski and the RC45 as recently as 1997, the writing was on the wall for the whole era of 750cc four-cylinders being competitive against bigger-bore twins. Even the title-winning Honda V-fours.
Aprilia, another Italian marque which competed against Honda in the smaller GP classes, had already jumped on the big V-twin bandwagon as they entered WorldSBK full of ambition in 1999. Even little Bimota had hybridized their small-production run Italian philosophy with a V-twin Suzuki engine for the 2000 WorldSBK season.
Honda RC51 VTR1000 SP-1
Despite all this V-twin momentum building up elsewhere it must have taken a degree of deep thought – even a corporate deep breath – before the go-ahead was given to abandon the much-loved V-four configuration Honda had made their own trademark for many years. Especially given that any racing version of the new road going V-twin would be an instant technical challenge against the prime exponents of the V-due art, Ducati.
Honda, however, has never been a company lacking ambition.
The new bike, the VTR1000SP1 (suffixed ‘W’ for the works bikes in WorldSBK), had a relatively upright single crank V-twin engine layout, four valve heads fed by two fuel injectors per cylinder. Engine capacity maxed out at 999cc, by regulation.
Philosophically radical it may have been but it was relatively conventional, aside from the roadbikes’ side mounted coolant radiators, brought to the front on the racebike. And it worked well from the very start.
Honda VTR1000 SP
New Zealander Aaron Slight, and the eventual double World Champion Colin Edwards, were the first to transition from fours to twins in Honda’s full HRC Castrol Honda team, based in the UK but very much a direct factory effort from Japan. With Showa suspension and Nissin brakes on the racebike, it was all very Japanese indeed.
Edwards, a Texan from head to toe, knew at that point in time Honda – or maybe anybody – probably needed a twin to win, based on at least one central truth in any form of motorsport.
“The old saying goes that there is no replacement for displacement, and that still stands true,” said Edwards, 20 years after he won the first of his two WorldSBK crowns. And it was not just a cubed route to success for the larger twin, it was also its very nature compared to a high-revving 750 four. “The thing with the twin was that it was like riding a Supersport bike,” remembers Edwards. “It had such easy, deliverable power. There was no ‘hit’ – you could do it in your sleep. It was such an easy bike to ride compared to the four-cylinders.”
Colin Edwards and the VTR-SP RC51 Honda
Edwards had been a convert to 1000cc twins before he even got one of his own, even in his pre-RC45 V-four days it seems. “Before I joined Honda I was with Yamaha and I said to them, ‘let’s build a twin!’” stated Colin. “Then when I joined Honda they decided they were going to do it, so obviously we were excited about it, knowing what Honda do with motors. They had ability to extract a lot of power out of it and we were excited about it.”
Edwards first got confirmation that the VTR1000SP1 was on the way as early as 1998, and first rode it in early 1999.
“We heard in 1998 that they were building it,” he said, “We went testing on it in Australia, at Phillip Island and Eastern Creek in – I think – February 1999. It was a full year before they even brought the bike out. I rode two days on the twin at PhiIlip Island. The bike was way slow; it was in a somewhat production mode at that time and it did not have any kit on it to speak of. But our lap times were about three-quarters of a second behind the RC45, I want to say, and we were going about 20-25kmph slower down the straight. We knew it was slow just because they had not had any time to develop it. We knew we could get more power out of it, but at that time we had just started playing with fuelling and mapping.”
Honda VTR1000 SP
As well as being fast around the corners, and eventually fast enough down the straight after the first year of non-competitive engine development, Edwards also found the bike relatively easy on tyres compared to the higher-revving fours he had known before.
“The twins were definitely easier on tyres, but at that time we were going through – I am not going to say a transition – but there was so much development going on with Michelin at that time,” confirmed Edwards, who was the fastest test rider imaginable for Michelin in those heady days before single make tyre regulations became almost ubiquitous in most championships. Tailored options were the norm. “Everybody was on different casings and different rubber… everybody had pretty much carte blanche. It was sort of, ‘try this one and if it doesn’t work try that one.’ Then they would come over and say, ‘Fogarty likes this one, why don’t you try this one?’ You did not have two or three to choose from, like nowadays. It was quite different back in the day.”
Another pleasant characteristic of the new V-twin was that it was less finicky in its basic on-track preparation. “It was definitely easier to set-up,” said Colin.
Colin Edwards and the VTR-SP RC51 Honda
But despite all the new things to understand, and while trying to race to win the title during a season in which nine different riders on seven different makes of machine won races, Honda’s brand new V-twin and Edwards had still secured the Riders’ Championship. They took eight race wins along the way, including the first and last of the season. A shift to 1000cc had led to 400 championship-winning points.
It was top teamwork, after a difficult but finally rewarding debut season for the VTR SP1. To the query of was it more man or machine in 2000, Edwards stated, “I think it was both things.” He was certainly ready to win outright as much as the new bike was. “I finished second the year before and I had been improving year-by-year. My level of riding was getting to the top level and ready to fight for the championship. At the same time, the bike we brought out was easier to ride but by no means perfect. The SP2 I would say was perfect. That was a great bike. The SP1… we did have to play around with it. It was not like every race was awesome.”
As well as so many challenges for individual wins, Edwards was also competing in the era of tyre wars, which his Michelins usually won, but by not every time. Some races were downright stressful for this reason, and more.
“It was stressful!” agreed Colin. “We had that tyre thing going on, and then you would show up at Sugo or Donington, or anywhere where Dunlop were on point and there was nothing you could do. We did have bad weekends and you just had to come out of a bad weekend the best you could.”
Colin Edwards and the VTR-SP RC51 Honda
With limits of the amount of testing he could do on WorldSBK circuits, Edwards made the most of his other riding opportunities, especially in France. “I think that was around the time that you had two allocated test tracks, and we did more tests at Clermont-Ferrand for Michelin than anywhere,” remembers Colin. “We could not have done without that.”
After the then all-time WorldSBK great Carl Fogarty (Ducati) had been eliminated from 2000 season and then his career through a nasty shoulder injury, Edwards’ was given no respite in his title charge after Noriyuki Haga and his homologation special Yamaha found their stride.
“The first race, in South Africa, I won. Haga was right there with me; and Fogarty. In the second race Haga just cleared off – by seconds. He was gone and I was riding my ass off. It was just weird; why had he not done that in the first race? A setting change, whatever, I dunno? But it was a little bit abnormal I thought at the time.
“At Brands Hatch all I had to do was to have, I think, two tenth places, even if they had not taken those points away, so it was in the back of my mind. It was Brands Hatch and I usually won there, so I was not really stressed.”
Colin Edwards and the VTR-SP RC51 Honda
In the final chapter of a multi-venue rolling fairytale, Honda’s first WorldSBK V-twin and Edwards won the title, and would do so again on the subsequent SP2 in 2002. But it was that first winning season in 2000 that blew everybody’s mind, even if it took every joule of energy and spark of inspiration the manufacturer, technical partners, team and rider had to make the outcome certain.
“Adrian Gorst was my crew chief, which he had been since 1998 and Neil Tuxworth was leading the team – we had a really good crew,” affirmed Edwards.
“Honda put in a lot that year, I would say a full factory effort. We had some Japanese staff come around race-by-race. As far as the amount of effort that was put in I would say maximum. There was nothing that we were missing. That was also the first year that me and Valentino Rossi did the Suzuka 8-Hour. So all of this went into developing the bike – it was a big, big effort on the twin that year.”
Edwards continues “We won WorldSBK, we beat Ducati and the bike was awesome, but the 2002 bike was even way better. It was a development thing. We did the whole first two years with the SP1, found out where our weaknesses were, where we could make it better, and built that into the 2002 models. That is just R&D, but from where they started in 2000, obviously they started at a really good spot – and we won the championship.”
In the end, the RC51 in its three years of full WorldSBK competition amassed 26 victories, a further 30 podium places and two Riders’ Championship titles in 2000 and 2002 with Colin Edwards.
The Isle of Man Government and the Manx Motor Cycle Club, the race organisers of the Classic TT and Manx Grand Prix, have taken the joint decision to cancel this year’s Classic TT presented by Bennetts and Manx Grand Prix, which were due to take place between the 22nd August and the 4th September on the Isle of Man.
The decision to cancel both events has been taken following consultation between the Department for Enterprise and race organisers, the Manx Motor Cycle Club, taking into account the emergency measures including current border controls and travel restrictions caused by the global Covid-19 pandemic.
Peter Maddocks, Manx Motor Cycle Club Chairman
‘We were asked, as race organisers, by the Government whether we were confident that the event could take place purely from a logistical and operational point of view this year. Although we were confident that we could provide the officials, the situation around other key personnel, such as marshals and medical personnel could not be guaranteed. Additionally the availability of event critical contractors and whether the infrastructure and equipment could even reach the Isle of Man in time is also an area of great uncertainty.
‘We also took into account the levels of pre-event practice the riders would have had to enable them to effectively take on the unique challenge that racing on the Mountain Course represents. All of these factors were considered and ultimately formed the basis of the decision that, from an operational point of view, the event had to be cancelled this year. Even though we are all in uncertain times the Club is looking forward to planning a return to the mountain course in 2021.’
“We used to race, the classic example, when we raced at Assen the race would finish on the Saturday afternoon, we’d go to their hospitality unit, have dinner and whatever and then as riders, we’d all stay in our motorhomes that night – long after the paddock had cleared. It was too late to go anywhere so we’d pick somebody’s motorhome and we’d go sit outside and have some beers! We’d have a bit of back and forth a bit about the race but at the end of it all, you’d see Lawson, myself, Rainey, Doohan and Gardner sitting down, having a drink together and ending up at a dinner somewhere… Jerez, the classic example, that restaurant outside the front gate, all the teams went there in 89 after Lawson won and there was the biggest food fight that we all got in trouble for!”
Rossi and factory Yamaha teammate Maverick Viñales head-up a stellar cast of riders who are supporting Racing Colours Against The Virus, with other riders helping including LCR Castrol Honda’s Cal Crutchlow, Petronas Yamaha SRT duo Franco Morbidelli and Fabio Quartararo, Moto2™ stars Lorenzo Baldassarri (FlexBox HP40), Enea Bastianini (Italtrans Racing) and Bo Bendsneyder (NTS RW Racing GP), plus Moto3™ front-runners Tatsuki Suzuki (SIC58 Squadra Corse), Andrea Migno (SKY Racing Team VR46) and Ayumu Sasaki (Red Bull KTM Tech 3). WorldSBK Champion Jonathan Rea has also decided to promote the cause, as has Formula 1’s Antonio Giovinazzi.
If you are still restricted from riding due to the pandemic lockdown, you could spend a few hours putting together this BMW Boxer engine scale model with realistic working parts.
BMW’s famous Boxer engine is now available as a working 1:2 scale model of the engine from the 1973 BMW R 90 S.
The scale model costs about $A250 through Amazon and features 200 parts which lock together and do not need gluing. BMW claims it will take a bout three hours to put together.
Scale models
And when it’s all finished, all the internal mechanical parts — pistons, crankshaft, valves, pushrods and rockers — move realistically thanks to a small electric motor.
The Boxer engine design was invented by German engineer Karl Benz in the 1890s. Yes, the man who helped establish BMW’s main competitor, Mercedes-Benz!
However, boxer engines weren’t used in motorcycles for a couple of decades and they were all placed with the cylinders in line.
BMW was the first to place the Boxer engine sideways in their R 32 motorcycle in 1923 with the heads sticking out the sides for more effective cooling.
It is called a Boxer engine because the pistons counterpunch like a boxer’s firsts.
The R 32 engine was designed by aircraft engineer Max Friz who used lightweight materials borrowed from aircraft manufacture, such as alloys in the pistons for the first time.
It also departed from other bikes of the time with no chain-drive between the engine and the gearbox and no chain or belt leading to the rear wheel. Instead, it had a sealed valve shaft which kept the bike and rider clean and was easier to maintain.
This model is based on the engine in the venerable R 90 S which was the inspiration for modern R nineT.
BMW R 90 S
It had a 49kW 898cc, four-stroke Boxer engine with large Dell’Orto carburettors and was capable of 200km/h.
The R 90 S was also the first series-produced motorcycle to come with a fairing fixed to the handlebars.
The Honda NSR500V was introduced in 1996 to take advantage of the lower weight limit for twin-cylinder machines and to be sold as a viable privateer team bike.
van den Goorbergh’s Honda NSR500V
However for the first year it was run solely as a factory entry. As with the Aprilia V-twin, its advantages of better handling and higher cornering speed weren’t quite enough to overcome the V4 bikes’ superior acceleration.
The better handling and weight couldn’t overcome the V4 advantage on the NSR500V
The twin would see good success in privateer hands
Tadayuki Okada placed his twin on pole for its first race, in Malaysia, and went on to score six top five placings, including a second at Phillip Island. He finished the the 1996 season in seventh place.
Honda NRS500V
Honda NRS500V
Honda NRS500V
Only 20 NSR500Vs were built from 1995 to 2000, with a further two being provided for the Shell Advance team in 2001. Unlike the NSR500 the 500V was sold, not leased to the privateer teams.
The NSR500V was sold to teams, where the NSR500 was only leased
Honda NRS500V
This is Jurgen van den Goorbergh’s 2000 bike with 2001 engine
This is one of Jurgen van den Goorbergh’s 2000 bikes and is fitted with a TSR frame and swingarm, together with works Nissin forks and front brakes. It has chassis number 001 (of the three run by the team). Van den Goorbergh won Best Privateer for 2000, finishing in 13th place for the season.
Nissin provided the brakes and forks
Honda NRS500V
Honda NRS500V
The bike was fitted with the uprated 2001 motor for the following season (which featured new crankcases and transmission) and raced by Haruchika Aoki – who also won that year’s Best Privateer award.
Honda NRS500V
Honda NRS500V
Output was 148 hp compared to the standard producing 135hp at 10,250rpm, while weight was a svelte 103 kg.
Monster Energy Yamaha MotoGP’s Maverick Viñales has finally tasted Virtual MotoGP glory after capitalising on late crashes by Pramac Racing’s Francesco Bagnaia and Repsol Honda’s Alex Marquez in Sunday’s Red Bull Virtual Grand Prix of Spain. The Spaniard was beaten by both Marquez and Bagnaia at Mugello and then by Bagnaia in an epic last-lap scrap at the Red Bull Ring, but it was third time lucky in Jerez as he beat both to clinch victory.
The event was in aid of the official charity of MotoGP, Two Wheels for Life, raising funds for their campaign to fight Covid-19.
Red Bull Virtual GP of Spain
As the lights went out, breath was bated as the opening corner approached and once again it was nothing short of chaos as six riders went down, including poleman Fabio Quartararo (Petronas Yamaha SRT) and eventual race winner Viñales. In the early stages at the front, Bagnaia and Alex Marquez were looking to escape and making themselves some space, but then Marquez crashed out after contact with the Italian in the final sector and it was game back on.
Red Bull Virtual GP of Spain
Red Bull KTM Tech 3’s Iker Lecuona found himself in second after he managed to stay clear of the carnage in front of him, but his chances of finishing on the podium evaporated on Lap 3 when he crashed at the penultimate corner. In an incident that also saw Quartararo caught up, suddenly Marc Marquez (Repsol Honda Team) was then promoted to second and had a debut Virtual rostrum finish in his sights… but it was far from over.
Red Bull Virtual GP of Spain
The reigning World Champion was put under all sorts of pressure by both Viñales and Alex Marquez after the pair had rediscovered their form following earlier crashes, and both swooped through on the number 93 after a mistake at Turn 2. The trio were split by nothing on Lap 5, but the gaps would quickly grow as Alex Marquez edged clear of Viñales for second and the number 12 did the same to Marc Marquez.
Red Bull Virtual GP of Spain
Behind, Quartararo and Lecuona came together again as the Frenchman couldn’t seem to stop crashing; the same issue that cost him in the opening two Virtual MotoGP races, but there were a few mistakes up and down the board still to come. At half race distance, Viñales ran wide, allowing Marc Marquez back through for third, but the number 93 didn’t hold the final podium place for long, crashing out just moments later.
Alex Marquez and Pecco Bagnaia engaged in battle
With just three laps remaining, Alex Marquez then crashed out of second at Turn 2, only for the leader Bagnaia to then suddenly crash as well, the Italian at the penultimate corner, allowing Viñales to go from third to first in the space of a lap. The Spaniard coped with the pressure in the closing stages and remained cool, calm and collected to take the chequered flag for his first ever virtual victory, particularly sweet after just missing out on his previous two attempts. Alex Marquez ultimately finished second, with Bagnaia dropping down to third but all three once again showing their impressive virtual skills.
Red Bull Virtual GP of Spain
Marc Marquez ended up fourth, despite slowing up on the final two laps to have a fight and some fun with Ducati Team’s Danilo Petrucci, coming out on top as the Italian eventually crashed out during that self-made scrap. Team Suzuki Ecstar’s Alex Rins, a big victim of the Turn 1 drama, pounced on Petrucci’s error to take the final top five spot ahead of the Italian in sixth.
Petrucci and Marquez
Red Bull KTM Tech 3’s Miguel Oliveira came across the line in seventh, ahead of Quartararo, although the Frenchman can take some solace from setting the fastest lap. Lecuona took ninth, ahead of Aprilia’s test rider Lorenzo Savadori in tenth on his virtual debut for Aprila Racing Team Gresini. Tito Rabat (Reale Avintia Racing) took eleventh, and he was also deemed the likely culprit for the Turn 1 chaos – but had no regrets about trying.
Maverick Viñales – P1
“The race has been quite exciting, because I battled a lot. I crashed two times, so I didn‘t expect to win that race, but I kept a good rhythm and I did many fast laps in a row. For me it was really good that I was able to keep my concentration until I crossed the finish line. But anyway I would have been happy, because this race is for a charity event, Two Wheels for Life, and I hope this helped them raise a good amount of money to help people in Africa battle Covid-19. I want to thank Yamaha and all the staff because the bike was fantastic. On a serious note, a sincere thanks to all the fans who are watching us race virtually. It‘s helping us and motivating us to do things that make these challenging times easier, so we can all do better and be happier.”
Alex Marquez – P2
“Another difficult race! The crash really wasn’t good and I’m confident that without it I could have won, it’s a shame but the second place moves us to the top of the points. It was really fun though, I really enjoy putting on a show for the fans and it’s also nice to have some jokes with the other riders. Next time we aim to go one better!”
Marc Marquez – P4
“A pretty similar race to the Red Bull Ring, avoiding crashes and trying to take the podium. Congratulations to Alex for another podium, he has impressed a lot in these opening races. I feel myself getting better but still there’s those three or four guys who maybe have another step over me. A bit more time on the PlayStation should help me to make another step. I hope everyone who watched enjoyed, stay safe everyone!”
Vinales breaks through in Virtual Grand Prix of Spain
Section: Competition
Moto2 race won by Baldassarri as Rodrigo takes out Moto3 affair.
Image: Supplied.
Monster Energy Yamaha MotoGP’s Maverick Vinales has finally tasted Virtual MotoGP glory in Sunday’s Red Bull Virtual Grand Prix of Spain.
He was beaten by both Alex Marquez and Francesco Bagnaia at Mugello and then by Bagnaia in an epic last-lap scrap at the Red Bull Ring, but it was third time lucky in Jerez.
The event is in aid of the official charity of MotoGP, Two Wheels for Life, raising funds for their campaign to fight Covid-19. The world first Red Bull Virtual Grand Prix of Spain – with three classes all racing – saw some incredible drama and good behind-the-scenes laughs.
As the lights went out, breath was bated as the opening corner approached and once again it was nothing short of chaos as six riders went down, including poleman Fabio Quartararo (Petronas Yamaha SRT) and eventual race winner Vinales.
In the early stages at the front, Bagnaia and Alex Marquez were looking to escape and making themselves some space, but then Marquez crashed out after contact with the Italian in the final sector and it was game back on.
Red Bull KTM Tech 3’s Iker Lecuona found himself in second after he managed to stay clear of the carnage in front of him, but his chances of finishing on the podium evaporated on lap three when he crashed at the penultimate corner.
In an incident that also saw Quartararo caught up, suddenly Marc Marquez (Repsol Honda Team) was then promoted to second and had a debut virtual rostrum finish in his sights, but it was far from over.
The reigning world champion was put under all sorts of pressure by both Vinales and Alex Marquez after the pair had rediscovered their form following earlier crashes, and both swooped through on the number 93 after a mistake at turn two.
The trio were split by nothing on lap five, but the gaps would quickly grow as Alex Marquez edged clear of Vinales for second and the number 12 did the same to Marc Marquez. Behind, Quartararo and Lecuona came together again as the Frenchman couldn’t seem to stop crashing.
At half race distance, Vinales ran wide, allowing Marc Marquez back through for third, but the Spaniard didn’t hold the final podium place for long, crashing out just moments later. With just three laps remaining, Alex Marquez then crashed out of second at turn two, only for the leader Bagnaia to then suddenly crash as well.
Vinales coped with the pressure in the closing stages and remained cool, calm and collected to take the chequered flag for his first ever virtual victory, particularly sweet after just missing out on his previous two attempts. Alex Marquez ultimately finished second, with Bagnaia dropping down to third.
Marc Marquez ended up fourth, despite slowing up on the final two laps to have a fight and some fun with Ducati Team’s Danilo Petrucci, coming out on top as the Italian eventually crashed out during that self-made scrap.
Team Suzuki Ecstar’s Alex Rins, a big victim of the turn one drama, pounced on Petrucci’s error to take the final top five spot ahead of the Italian in sixth. Red Bull KTM Tech 3’s Miguel Oliveira came across the line in seventh, ahead of Quartararo, although the Frenchman can take some solace from setting the fastest lap.
Lecuona took ninth, ahead of Aprilia’s test rider Lorenzo Savadori in 10th on his virtual debut for Aprilia Racing Team Gresini. Tito Rabat (Reale Avintia Racing) took 11th and he was also deemed the likely culprit for the turn one chaos, but had no regrets about trying.
FlexBox HP40’s Lorenzo Baldassarri was eventually able to cruise to victory in Moto2 after somehow managing to stay upright during a raucous fight in the early stages, with Petronas Sprinta Racing’s Jake Dixon and Bo Bendsneyer (NTS RW Racing GP) completing the podium and both after plenty of drama of their own.
Kommerling Gresini Moto3’s Gabriel Rodrigo made a little history on Sunday as he claimed victory at the Red Bull Virtual Spanish Grand Prix, fighting off home heroes Raul Fernandez (Red Bull KTM Ajo) and Albert Arenas (Aspar Team Gaviota) for the win.
BMW R 90 S
