The last three weeks of action have certainly flipped any preconceived notions that this year’s championship may be a foregone conclusion, but despite a two week break between races, that hasn’t stopped the constructors from working, as they look to eke out any advantage possible.
Source: MotoGP.com – Read Full Article Here
Founded in 1853, Swiss luxury watchmaker TISSOT is a longstanding partner of MotoGP™ and became Official Timekeeper of the sport in 2001. Since then, the collaboration has only gone from strength to strength, with the marque’s timekeeping expertise proving vital in an era where every hundredth and thousandth of a second only gets more crucial. That’s in addition to TISSOT’s specially designed MotoGP™ timepieces and watch collections that take inspiration from the world’s fastest motorcycle racing Championship, giving fans the chance to enjoy the same precision and excellence as the sport they love.
Source: MotoGP.com – Read Full Article Here
The GOAT considering newfound opportunities within the industry.
Image: Supplied.
Following a 15-year association that included being a racer, team owner and ambassador, Ricky Carmichael has made his separation from Suzuki official via an open letter released today.
Carmichael has been a Suzuki rider since joining the brand in 2005, going on to clinch the supercross and motocross championships that season.
Regarded as the GOAT (greatest of all time), Carmichael delivered both premier class titles again in 2006, before announcing his retirement and campaigning a partial season in 2007, winning two supercross main events and every outdoor entered that year.
“After 15 years with Suzuki, I wanted to take this time to say thank you and express my gratitude to the entire staff at Suzuki of America, Suzuki Japan and to all of the other regions I have been fortunate enough to work with over the years,” Carmichael wrote.
“We were able to accomplish some great things together, both as a rider, and as a team owner and I am very fortunate to have made many great friendships along the way. As times change, I have been looking at other opportunities within the motorcycle industry and exploring options where I feel my experiences can best be applied to help grow our great sport.
“As everyone knows, I also enjoy challenges and seeing what a team of people can do to produce a great result when working together on new projects. As I continue to build upon my years of experience as a racer, I am now transitioning to enjoy other aspects of the motorcycle community.
“This hasn’t been an easy decision, but the future is exciting for me. My love of bikes has grown beyond just off-road riding and I am looking forward to exploring those opportunities more in the future. I will forever work to promote our sport and continue to give back to the up and coming riders who hope to see their dreams realized, just as I did many years ago.
“With that, I want to wish everyone at Suzuki continued success in the future. Friendships go well beyond working relationships, I am fortunate to have many of you as friends, and look forward to seeing you at the races and on the road!”
Most recently, Carmichael has been collaborating with Triumph Motorcycles and riding a mixture of adventure and scrambler-type models, documenting those experiences through his social media accounts during the past month.
Source: MotoOnline.com.au
Following on the the previous column that featured Ducati’s first multi-cylinder motorcycle (Link), I thought it would be good to look at Ducati’s next attempt at a parallel twin – the 1958 125 GP bike.
It first raced at that year’s Italian GP at Monza and was part of one of the company’s most notable racing achievements, taking the top five places in the 125cc race, throughly eclipsing the MV Agusta team.
The Twin was ridden by Francesco Villa and finished in third place behind winner Bruno Spaggiari and Alberto Gandossi and in front of Dave Chadwick and Luigi Taveri – both on better handling Ducati singles.
The 125 Twin made 22.5 hp at 13,800 rpm but the three camshaft Desmo valve gear allowed a maximum of 17,000 rpm to be touched on over-run if required. A six-speed gearbox was used to try and keep the revs within the narrow power band.
It was the combination of the peaky power characteristics, the relatively high weight of 92 kg and an output that was barely more than the 125 Desmo single which saw development of the Twin basically cease with only three being built.
The Twin again finished third in the following year’s Monza GP, this time with Taveri riding. After that it was campaigned by Ducati’s partner company Mototrans in Spain beginning in 1962, where Bruno Spaggiari won numerous events.
Mototrans did continue to develop the bike which saw maximum power increase to 24 hp at 15,000 rpm, together with a wider power band. The Twin was raced in Spain (and also in Italy) right through into the 1966 season. Ducati’s 125/4 (to read more about it click here) was designed to be the replacement for the Twin in Spanish competition. The bike seen here is Villa’s third placing Monza machine.
1958 Ducati 125 GP Twin
1958 Ducati 125 GP Twin
1958 Ducati 125 GP Twin
1958 Ducati 125 GP Twin
1958 Ducati 125 GP Twin
1958 Ducati 125 GP Twin
1958 Ducati 125 GP Twin
1958 Ducati 125 GP Twin
1958 Ducati 125 GP Twin
1958 Ducati 125 GP Twin
1958 Ducati 125 GP Twin
Source: MCNews.com.au
Motorcycle test by Adam Child ‘Chad’
Photography Fabio Grasso & MV
Where do I start with the dramatic MV Agusta Brutale 1000 RR? It looks like it’s doing a million miles an hour stood still. I can’t remember a recent bike that is so dramatic, individual and, perhaps because it says MV Agusta on the fuel tank, exclusive. I spent nearly a week with the MV yet was still admiring it and finding new parts to fall in love with when I gave it back. From the front, the distinctive Porsche-like headlights make it immediately identifiable as a Brutale. The cut-away rear seat section featuring four-protruding silencers and a sculpted singled-sided swing-arm combine to make one of the best rear ends on the market… But, like everything exclusive and Italian, the MV comes at a price – an eye-watering $52,190.
It’s not just about the looks, though. The new MV Brutale 1000 RR is the most advanced MV to date, and its titanium rodded engine now wants to rev higher and create even more power: a quoted 208 Italian horses. I couldn’t wait to find out if the 2020 Brutale went as fast as it looks, which is why we headed to Italy to find out both on road and track, flicking between Pirelli Rosso Corsa 2 rubber and Pirelli SC3 Slicks to get a real flavour for this Italian beauty. Yes it’s a tough job but someone has to do it.
Even if you say it quickly, $52,190 is a lot of money, making the Brutale 1000 RR the most expensive naked bike on the market. Ducati’s Streetfighter V4 S, arguably MV’s closest competition, also comes with semi-active Öhlins suspension and 208 hp but is almost 20k less at $33,900 ride away. Aprilia’s factory Tuono, also with semi-active suspension, is even cheaper at $29,890 ride away.
Yes, you could argue the MV has more exclusivity and that with all its carbon and other goodies, and is the most eye-catching. MV though will say, ‘you’re buying into the image, brand and exclusivity. If you want a Rolex, you must pay Rolex money.’
It’s crazy to think that if you don’t’ have over 200 hp in the super naked class then you’re turning up to a gun-fight with a knife. MV has really pushed the boundaries with the 998cc Brutale which now produces a quoted 208 hp at 13,000 rpm. To put that in perspective, the new MV is on par with Ducati’s Streetfighter, which, remember, has a much larger capacity (1103cc), and is way ahead of Aprilia’s Tuono, which produces ‘just’ 173 hp.
That relatively small 998 cc capacity and the inherent engine characteristics of an in-line four-cylinder mean that maximum torque – 116.5 Nm at 11,000rpm – is reasonably high in the rev range, and only bettered by larger capacity bikes in this category. In comparison to other 1000 cc naked machines, it’s way ahead.
MV has achieved this impressive output through a series of engine improvements, the main and the most expensive being the introduction of titanium conrods, allowing the engine to spin faster and higher. There are also new valve guides and camshafts with altered timing on both the exhaust and intake valves. Lubrication has been improved while the amount of oil needed for the engine has been reduced.
The screaming in-line-four now breathes via a new air-box which is fed via longer air-intakes. The tuned engine now releases its gases via a stunning four-into-one-into-four exhaust system which is made in partnership with Arrow. There’s new Mikuni ride-by-wire fuelling with eight injectors and four rider modes (Sport, Race, Rain, and a Custom mode).
Thankfully the four-into-one then back-into-four exhaust sounds as good as it looks. MV doesn’t know how to make a bike sound dull. It’s passed Euro-4 homologation yet sounds fantastic. At low rpm there is a distinctive burble, it sounds mechanical, soulful and very Italian, not bland or near-silent like some Japanese bikes. On large throttle openings, from low in the revs you can hear the air-box breathe, you can feel it gasp for air, ready to fire you forward. Dance on the fluid and fast up-and-down quick-shifter, get the revs building, and boy does the RR let out a scream. The MV loves to rev, maximum power is at 13,000 rpm, but it will continue revving a little more. I’d forgotten how much in-line four-cylinder machines enjoy revs and, now with lighter internals like titanium rods and less friction from new pistons, this one is more than willing to sing a high-revving chorus.
However, there is a flip side to all this, and that is the lack of drive and torque lower down in the rev range. Below 6000 rpm there isn’t a lot going on and the party doesn’t really get started to 8000 rpm. Yes, it will pull away cleanly from low in the rpm, but not with any real urgency and it feels laboured. For rapid acceleration from low speed, exiting a low corner, or for a quick overtake past slow-moving vehicles, you need to flick back a gear or two.
Thankfully the gearbox in partnership with the up-and-down quick-shifter is effortless and smooth, but on a few road occasions I felt short-changed and wished I’d flicked back another gear or maybe two. Not ideal for the road. While I’m knocking myself off the MV Christmas party list, the fuelling is okay but not perfect, which is not what you’d expect for a 52-grand bike. Race mode is too way too sharp and aggressive for the road, and Rain feels like you’re towing a caravan. MV has historically had niggles with fuelling and this has improved hugely over the years, their fuel injection has improved on every model I’ve ridden, but so has the competition, for whom fuelling isn’t even an issue. The Brutale RR has four Mikuni injectors supplemented by another four larger Magneti Marelli injectors for higher throttle openings.
Arguably, this F4 Superbike-based café racer, complete with bar-end mirrors, was never intended to for meandering about on or even for commuting into town. Instead, tuck in, lie on the tank and make it scream. On track, you shouldn’t really let the revs drop below 8000 rpm. Simply keep it pinned and ride it like a 600, only changing gear when you venture near the rev-limiter.
When the revs are in the top third of the range, this is one fast naked. 200 hp was enough to win in British Superbike a few seasons ago, now it’s driving an unfaired road bike. When you ride it hard acceleration doesn’t seem to tail off, it just keeps revving and accelerating. Even when you tap into top it shows no sign of tailing off. Occasionally I was seeing 165-170 mph on the full-colour digital speed and still accelerating, revs still rising.
Mind you, it’s not easy to see the updated TFT dash because it is too close to the fuel cap, angled up and hard to read. The dropped bars, however, work perfectly at high speeds, and you can get really tucked in, arse up against the sculpted pillion seat, toes on pegs. Even at 150 mph it was bearable, you can’t say that about most hyper-naked bikes.
Like the engine, there are two stories to the chassis and handling. Historically MV has always scored highly in the handling stakes, especially on the track, but have been let down in real world performance on the road. It’s a similar story for the new 2020 Brutale RR, despite being more user friendly than ever (if you can call a naked 208 hp superbike ‘friendly’).
It’s still harsh on the road. Even in the softest mapping Sport mode, the Öhlins semi-active suspension can be a little brutal, especially the rear. The front isn’t too bad – there is the odd jolt over large imperfections – but the rear I would struggle to live with on the road. This may be exacerbated by the narrow seat, or the lack of travel/sag in the rear shock – either way it causes uncomfortable jolting over bumps. I opted to soften the settings via the custom mode, which can be done on the dash, or via your phone using the MV Ride App. But again, even with the suspension softened, the rear was improved but still occasionally harsh and firm. On billiard table-smooth surfaces, up in the mountains on stunning roads which surround Mount Etna, it is not a problem. But in town, on poorly surfaced roads, it became a painful issue. Even on the motorway, I had to occasionally lift my bum off the seat to ease the pain whilst crossing poor over-banding on bridges.
Again, you could reason that few owners will be riding a new 52-grand MV around town, and that it belongs on mountain passes and fast smooth roads. And yes, the front-end feeling is good, there’s a nice connection and feel as you roll into a corner. The racy, dropped bar position feels more natural at speed, and encourages you to hang off the inside. But then you hit a series of bumps and the rear jolts and you lose the confidence to push on, despite the excellent rider aids keeping you safe.
On the track, where the surface is consistent and bumps are kept to a minimum, the MV comes together. It works. You can even flick into Race mode, which gives even more suspension support. Here the new Brutale is in its element and feels like a race bike with the bodywork removed. Ground clearance is huge, the dropped bars allow you to hang off naturally, knee brushing every apex. That huge power combined with taught suspension means the bike feels alive, though never unstable, even at very high speeds. There is a little movement in the bars, but nothing alarming which is impressive for a bike with a short wheelbase and so much drive.
You sit more in the bike, out of the wind, and it’s less physical than most naked bikes – the best compliment I can bestow is that it feels and handles like a race bike with the bodywork removed. Everything works: peg position, rear seat hump… you can really tuck in and carry enormous corner speed with no fear of understeer like some naked bikes which push the front. Excellent.
All the ingredients are there: huge grip generated by sticky Pirelli rubber, high quality Öhlins 43mm semi-active forks, and the very latest Brembo Stylema Monobloc four-piston calipers grabbing 320 mm discs, all backed up with cornering ABS. On the road, just a brush of the span adjustable lever is enough to haul it up with precision and feel, but on the track the ABS is too intrusive and the ABS cycling is too slow. On the road, in protective jacket and jeans, I never really pushed on hard enough to test the stoppers, and I had no complaints. But on track, the ABS didn’t quite match the ‘high-tech’ feel exuded by the rest of the bike.
On the track, braking from 160 mph plus down to 50 mph or less had the ABS behaving a little more intrusive than I would like. Sometimes there was a faint judder or pulsing in the lever occasionally when a few bumps were thrown in to really test the set-up. I wanted to brake deep into the apex, trailing the brakes but the ABS, with this inconsistency, wouldn’t allow me to do this.
As expected and in line with the competition, a six-axis IMU now sits at the heart of operations, and communicates with the traction control and ABS braking. There are eight-levels of TC, which can also be de-activated, again via the dash or your phone on the MV app. MV now call their anti-wheelie ‘front lift control’, rather than dramatically cutting the power when the front wheel lifts from the bitumen or the forks extend dramatically, it will now hover slightly as power is reduced to ‘hold’ the wheelie, rather than dramatically cutting the power. Launch control is also standard plus that up-and-down quick-shifter and cruise control.
The rider aids, particularly the traction control, are excellent. On track, you don’t ‘feel’ them working, which is usually an indication of a smooth system. It’s worth noting that on track we ran Pirelli slicks and, on the road, conditions were perfect, grippy Pirelli Diablo Rosso tyres were doing the work. It will be interesting to see how the rider aids perform in less than favourable conditions in winter. And as mentioned before, the full-colour TFT dash is lovely to look at and reasonably easy to navigate, but on the move is too close to the rider, and reflects the sunlight badly. This also makes it hard to see which mode you’re in and how much TC you’ve added or removed.
There is so much to love and appreciate about MV Agusta’s new Brutale 1000RR. The styling, for starters, is unique, it’s sculpted like a work of art. It’s exotic, and owners will be buying into a unique brand.
It is certainly the best MV Brutale to date with huge power and is thrilling engine performance towards the last third of the rev range. It handles like a race bike without bodywork, and the rider aids are the finest to grace an MV to date. On track it is wonderful to ride – exciting and involving – but there are drawbacks. On the road the rear is too harsh, even when you soften the electronic Öhlins suspension, the fuelling is far from perfect and the TFT dash, though attractive, is too close to the rider. And we’ve not mentioned the price. Yes, we always expect an MV to be slightly more than the competition, but 22k more than an Aprilia Factory Tuono is a big pill to swallow.
So yes, there is a lot to applaud. MV have clearly done their homework and have made a stunning-looking naked that works superbly on the track. Would I love to own one? Yes, but only for long enough to make my friends envious and for some fast blasts on smooth roads or track-days. Personally though, would I purchase one over the cheaper, more road oriented competition? Sorry, no. But then again perhaps the key is in the name, ‘Brutale’, as in English that translates best to Brutal and it certainly lives up to its name.
| MV Agusta Brutale 1000 RR Specifications | |
| Engine | 998cc four-cylinder, DOHC radial valve |
| Bore x Stroke | 79 x 50.9 mm |
| Compression Ratio | 13.4:1 |
| Claimed Power | 208 hp at 13,000 rpm |
| Claimed Torque | 116.5 Nm at 11,000 rpm |
| Induction | Eldor EM2.10, MVICS, 8-injector |
| Gears | Cassette six-speed,MV EAS 2.1 two-way quick-shift |
| Clutch | Wet |
| Frame | CrMo steel tubular trellis |
| Forks | Ohlins Nix EC hydraulic, fuly adj. 43 mm, 120 mm travel |
| Shock | Progressive Ohlins EC TTX, fully adj. 120 mm travel |
| Tyres | 120/70-17 (F); 200/55-17 (R) |
| Front Brakes | 2 x 320 mm discs, radially mounted Brembo Stylema Monobloc 4-piston calipers with Cornering ABS |
| Rear Brake | 220 mm single disc, two-piston caliper with Cornering ABS |
| Electronics | Cornering ABS, traction control, four rider modes, wheelie control, and launch control, cruise control, bluetooth. |
| Instrumentation | 5-inch, colour TFT |
| Dry Weight | 186 kg |
| Seat Height | 845 mm |
| Wheelbase | 1415 mm |
| Rake / Trail | NA / 97 mm |
| Fuel Capacity | 16 litres |
| Service Intervals | 6000 kilometres |
| Warranty | Two years, unlimited kilometres |
| Available | Taking orders now |
| Price | $52,190 Ride Away |
Source: MCNews.com.au
Factory BMW Motorrad team line-up confirmed for 2021 season.
Image: Russell Colvin.
Former world champion Tom Sykes has re-signed with BMW Motorrad through the 2021 Superbike World Championship (WorldSBK), to be joined by Michael van der Mark.
Sykes, who won the crown with Kawasaki in 2013, will be aboard the factory S 1000 RR for a third-straight season after first teaming up with the German manufacturer for 2019.
“Tom has been part of our WorldSBK team from the very start and is an important pillar of this project,” said Marc Bongers, BMW Motorrad Motorsport director. “We are pleased to be able to continue along the common path in 2021, which we embarked upon with the first tests back in December 2018.
“This gives us continuity, which is very important for the successful development of a project. We have already achieved a lot together, and the goal is now to definitively close the gap to the front-runners. Tom’s extensive knowledge of the BMW S 1000 RR and his input will play a key role in achieving this.”
Sykes has amassed 305 starts in his WorldSBK career to date and claimed 112 podiums in that time, including 34 wins, with four podiums coming with BMW in 2019. The future of current teammate Eugene Laverty is uncertain at this point.
Source: CycleOnline.com.au
New Product Advertorial
There is no experience quite like sport touring. You know that exhilarating feeling of freedom is almost unmatched. With such diversity of riding conditions however, the beauty of it can be much like a double-edged sword. From tyres lacking adequate shock absorption and wet grip, to those which fail to provide the needed mileage, the number of problems you can face is seemingly endless. The solution lies with the newest addition to the RoadSmart family. The RoadSmart IV, will provide you with the ability to go further, with more comfort in tougher riding conditions.
Committed to providing you with the ultimate touring experience, Dunlop has looked back to capture the essence of sport touring and looked forward to the innovation of a new standard. This tyre not only has increased longevity and mileage, but also advanced shock absorption technology – providing you with the smoothest ride into a new era of sports touring performance.
With enhanced CCT technology, both the heaviness of steering around corners and the difficulty of riding linear on a winding route is reduced significantly to provide you with more responsive handling. The assistance of Progressive Comfort Technology and enhanced shock absorption allows for maximum comfort, preventing unnecessary resistance from the bumps in the road. The RoadSmart IV tyre has been tested rigorously, with results showing their effectiveness in reducing fatigue, giving you the ability to ride uninterrupted for longer periods of time. Adequate grip in wet conditions is no longer a concern thanks to the PCL progressive construction, which simultaneously facilitates higher mileage, complimenting the unique design of the HI SILICA X compound technology.
Find out more by viewing the 2020 Dunlop Catalogue
Australia | New Zealand
Source: MCNews.com.au
Switchable ABS, revised rear brake, and a shorter sidestand highlight the changes for the 2021 Himalayan.
Begin press release:
Royal Enfield, the global leader in the middleweight motorcycle segment, announced today the launch of the 2021 Himalayan with new features adding to the already impressive legacy of the 411cc adventure motorcycle. Since its introduction in 2016, the Himalayan has earned the respect and admiration of discerning motorcyclists and aspiring adventure riders.
Starting September 1, 2020 interested consumers may reserve a 2021 Himalayan at www.RoyalEnfieldNA.com. Quantities are limited and are only available through the website. Once reserved, consumers will present a unique buyer’s code at participating Royal Enfield dealers within seven days of receipt to confirm the reservation.
The 2021 Himalayan retains the original versatility and durability of the motorcycle, with added features to improve the riding experience. New for 2021 is a switchable antilock braking system (ABS) providing riders with more control when navigating challenging off-road conditions. The new Himalayan also features a revamped rear brake mechanism that improves brake engagement and rider feel for decreased stopping distances. Additional features in response to customer feedback also include an improved side-stand design and hazard light switch in case of road or trail side emergencies.”
The new Royal Enfield Himalayan will be available in three new colorways, Lake Blue and Rock Red, and Gravel Gray, adding to the existing portfolio of Snow White, Granite Black and Sleet. The motorcycle comes with a three-year warranty and will be available across all Royal Enfield dealerships in North America starting at $4,999.
“The Himalayan continues to be one of the best-selling units in North America,” said Krishnan Ramaswamy, interim Business Head and President of Royal Enfield Americas. “The affordability, versatility and capability of the Himalayan has established it as a must-have adventure bike and with these updates, it’s better than ever before. Simplicity and a great riding experience are the center of who Royal Enfield is as a brand. We’re pleased that the Himalayan continues to deliver that experience to riders across the globe. It’s not only an approachable bike for the young and entry level rider but also a good dual-purpose addition to the stable of an experienced biker.”
The Himalayan includes a wide variety of Genuine Motorcycle Accessories as well, allowing riders the freedom to customize the Himalayan according to their pursuits. To see the full lineup of accessories and apparel, visit www.RoyalEnfieldNA.com/
The Himalayan, which was launched primarily for the Indian markets, has become one of the best adventure touring motorcycles in its segment globally. It has paved the path for more accessible forms of adventure touring and the new Himalayan will further strengthen this underserved category.
The perfect motorcycle companion for adventure touring and exploration has just gotten even better.
The post Royal Enfield Introduces 2021 Himalayan appeared first on Motorcycle.com News.
The Yamaha Ténéré 700 Pol Tarrés is shredding in the video likely has some modifications (particularly the suspension), but there are no modifications that can replace the immense talent the Spanish trials rider showcases in The Seeker.
Begin Press Release:
BARCELONA, SPAIN (July 31, 2020) – After the success of the Dominicana video last winter, The Who crew are more than excited to present The Seeker, a new short movie about motorcycles, dreamy locations and impossible tricks by the giant Pol Tarrés.
The Seeker in another short film directed by the Echevarria Brothers (THE WHO) and presented by Kriega, the very best possible luggage options for motorcyclists ( www.kreiga.com) and RDX, motorcycle goggles designed in Australia. The Seeker is the fourth episode of the Beyond the Wheels motorcycle series and supported by many other brands that believe in the project since the very beginning.
It’s no secret that Pol Tarrés and The Who are such a great team and they love the big challenges. Creativity flows when they are together. Thinking “out the box” is a standard that moves the crew since they meet each other. I remember this words from Pol before having the bike in his hands: “ Javi, trust me, people have no idea what I’m capable of on the Teneré 700. It will be mind blowing for them”.
Thanks to Yamaha, with the introduction of those lighter Adventure motorcycles like the Teneré 700, we open our eyes and see the endless opportunities that Adventure riding could be for us and what could be in the future. It’s true that Pol has amazing skills from trials and extreme enduro like no other but inspiring and dreaming has always define us. Because we are all dreamers, this short film is a tribute to all of those who dream, too.
The Seeker is about getting to nowhere investigating miles into the unknown. No rules, no destination but learning about yourself on the journey. Then you probably find where your limits are.
Ride today because the future is uncertain. THE SEEKER. Create, Inspire, Enjoy the ride with us!!!
Supported by:
@beyond_the_wheels
@ridekriega
@rdx.ride
@cardosystems
@yamahamotor_es
@TTR_officinerigamonti
@stylmartin_official
@hebo.factory
Produced by: @thewhoproject
Directed by: Echevarría Brothers
Starring : @poltarres13 @ahikarnet
Still photography: @livelike_javi_thewho
DOP/Filmed: @mitiyu
Music: @thecherrydolls Golden Robot Records part of the Golden Robot Global Entertainment Group
The post Pol Tarrés Showcases what the Yamaha Ténéré 700 is capable of in The Seeker appeared first on Motorcycle.com News.
WorldSBK riders return to the track after a short summer break this weekend for the second seasonal double-header of the Motul FIM World Superbike Championship that will start with round four of the calendar, on the Spanish track of MotorLand Aragón. They will then reconvene the following weekend for the fifth round of what is expected to be an eight-round series this year.
The Spanish MotorLand Aragón circuit has historically rather aggressive asphalt, especially harsh towards the rear tyres; in fact, the surface has a rather pronounced roughness that could cause tyre wear problems. In addition, the sand that is sometimes carried by the wind and deposited on the asphalt can cause loss of grip and drifts towards the centre of the corners. The front tyres, in addition to the wear caused by the aggressiveness of the asphalt, are also called to withstand violent braking at the end of the straight opposite the pits and the steep slopes, which cause high loading on the front end.
A slender four-point margin at the top of the Championship standings sees Jonathan Rea (KRT) holding off Scott Redding (Aruba Ducati), but with the last four wins at Aragon going to Ducati, it could all change this weekend.
Three wins at the Aragon circuit and coming off the back of the first hat-trick of the season, Jonathan Rea aims to continue his success and build on his Championship lead. The fourth Championship leader in just three rounds, Rea’s dominant triple at Portimao means he brings with him confidence, something that’ll be crucial in the back-to-back events.
“I am excited to go to Aragon especially as we have done a lot a lot of riding in the last few weeks, at Jerez, Portimao and then the recent Aragon test, so I feel really good on the bike. That test was an opportunity to ride the circuit in hot summer conditions. We have not done that in a number of years, because we use it as a winter test track. The bike was working really well in the heat, which confirmed our new base setting. Looking to this weekend itself the temperatures could be cooler than we had at the test – maybe in the mid-twenties on raceday – which will be nicer on the body but may throw us a curve ball. So, we need to make sure we are prepared on Friday to get a set-up that is user friendly, fast and consistent. The target will be to win races.”
KRT on a whole had an extremely positive test too, as Rea’s team-mate Alex Lowes topped the overall timesheets at the end of day two. Fourth in the standings, he wants to reassert himself and get a first podium since his Race 2 win at Phillip Island; he took his first Aragon rostrum in 2019 for Yamaha.
“We had a test at Motorland recently and I am looking forward to the races even more now. At the recent Portimao race, and a little bit in Jerez, due to the vast differences in track temperature compared to the winter, it was almost like learning things again on the Friday. With a race on Saturday you are almost straight into it. So for this round I am looking forward to continuing on the hard work from the Aragon test. We had a good feeling with the bike and the target for me is to get back on the podium with the Ninja ZX-10RR. Motorland is a track I really enjoy and I cannot wait to get out there again.”
Dominant. Dazzling. Ducati. A mighty record at MotorLand Aragon since 2015 means that the Bologna manufacturer are the squad to beat. Chaz Davies (Aruba Ducati) is sixth in the standings, but he’s got five Aragon wins for Ducati and two more victories from 2013 with BMW. Ducati also won the three races at Aragon in 2019 with Alvaro Bautista and now, another ex-MotoGP star is onboard the Panigale V4 R in Scott Redding. The rookie had a tricky Portimao and relinquished the lead in the title race. Four points split him and Rea and with Aragon welcoming the two heavyweights for thrilling action, could we see the first head-to-head battle between them?
“I’m excited to go back to racing also because we will have two consecutive race weekends on the same circuit where we have got important results. That’s why our expectations are great. The competition is stiff and it will not be easy to repeat those result but we will go on track with all the confidence and the potential to fight for the podium in every race“.
“They will be two very important race weekends in Aragon. The test we did two weeks ago allowed us to make improvements on the bike that will help me during the race and for this I am very happy. It will be important to find the right feeling from the very first laps to be competitive throughout the weekend. I can’t wait to get on track“.
Whatever happens, you can be guaranteed that Toprak Razgatlioglu (Pata Yamaha) will be in the fight. The Turkish star suffered his first crash of the season at Portimao in Race 2 but remounted to finish eighth, whilst he was only seventh at the Aragon test after trying new items. It could be a tough round for the 23-year-old, but he’ll be up for the challenge regardless. Team-mate Michael van der Mark lies fifth in the standings, two places and 21 points behind him. An upturn in form has seen the Dutchman on three of the last five podiums and Aragon, whilst not his or Yamaha’s best track, could see the return of van der Mark to the top.
Seventh in the standings is Alvaro Bautista (Team HRC), with him and the Honda effort enjoying recent rounds and starting to make an impression towards the front of the field. A best result of the season in fifth in Race 2 at Portimao sets the Spaniard up for great things at a track he dominated at last year. Coming off the back of a strong MotorLand Aragon test, Bautista could be in line for a first podium of 2020. Team-mate Leon Haslam has never won at Aragon, but he was on pole in 2015; will he be able to challenge at the front of the grid this weekend, and push towards the rostrum places? Both Hondas are making steps and back-to-back rounds at one circuit will be just what they need.
“We collected a lot of data during the latest test we completed at Aragón after the Portimão round, and so we have some ideas for the upcoming races. It will be a tough double-header of course, particularly physically, with similarly hot conditions to Jerez and Portimão, but we must be ready to work hard all the same. Our target is clear, or rather to keep improving the feeling with the bike and our performance on the bike. The results will come if we continue to take steps forward. This bike feels increasingly like “my” bike and I’m looking forward to the next rounds.”
“I’m looking forward to the weekends in Aragón. It’s probably the best opportunity we have, because we’ve already tested there twice and so we understand what’s required. So hopefully we can go into the weekend focusing more on fine tuning, rather than testing big things. Our pace in testing was quite good, though we still need to work on some details in the hotter conditions. But I’d say it’s one of our best chances to be fighting for the top spots.”
BMW were absent from the MotorLand Aragon test but return to the place where they achieved a first front row since their factory comeback in 2019. Tom Sykes (BMW Motorrad WorldSBK Team) is only tenth in the Championship and did the double at Aragon back in 2014, whilst Eugene Laverty is down in 14th overall, but picked up a first top ten of the season in Portugal. Both Tom and Eugene have been missing a bit of pace during the race but with both riders experienced at Aragon, they’ll be hoping to make progress and challenge for their first top five finishes of the 2020 season. Sykes recently extended his contract with BMW (Link) and will race for the German brand again in 2021, where his team-mate next season will be Michael van der Mark.
“I am very much looking forward to the double-header in Aragón. We are continuing a string of races in very hot conditions and in the Spanish climate. Obviously we have done some preparation for this, but we have some work to catch up with our opposition. I do believe we have some areas on the circuit where the chassis of the BMW S 1000 RR can be very good. So we will continue our work on Friday where we left off in Portugal and I believe we can go there, keep working in the way that we have been doing recently, and get the best result we can. For now, we still have areas to work on and that’s where we will continue in this upcoming event.”
“I’m looking forward to this double header at Aragón. I’ve watched both F1 and MotoGP races at the same track on consecutive weekends lately and it’s been interesting to see many drivers and riders improve on their second visit. With this being my first time riding the BMW S 1000 RR at the Aragón circuit I expect to make strides forward over the course of the two weekends. Last time out at Portimão I really felt that we had a great bike for Sunday but unfortunately I crashed early in both races, one my own doing and the other not. The BMW Motorrad WorldSBK Team has done a fantastic job bringing the bike forward over the past few rounds as we’ve worked to resolve our weakness in the slow 1st and 2nd gear corners. We’re only going to get stronger from here on in.”
Leading the Independent teams to Alcañiz is Loris Baz (Ten Kate Yamaha) with eighth overall. He was back on the podium at Portimao after six years away but another Race 2 crash means he comes to Aragon slightly on the backfoot, especially given that he and the Ten Kate squad haven’t visited with Yamaha machinery. A point behind is the in-form Michael Ruben Rinaldi (Team GoEleven), who made his WorldSBK debut at Aragon. The Italian is in the best form of his career, with the last four results being in the top eight – including two top five finishes. The next Independent is America’s Garrett Gerloff (GRT Yamaha), racing for the first time at Aragon, having tested there before.
Gerloff’s team-mate Federico Caricasulo was on the WorldSSP podium at Aragon and comes from his WorldSBK first top ten at Portimao; they are 12th and 17th in the standings respectively. Marco Melandri (Barni Racing Team) was the first winner at Aragon back in 2011 and returns for more in 2020, as Xavi Fores (Kawasaki Puccetti) has happy memories there too, leading a race in 2018. Chile’s Maximilian Scheib (ORELAC Racing VerdNatura) is back on track and keen for points at a circuit he knows from STK1000 and Leandro Mercado (Motocorsa Racing) hopes for another top ten. Sylvain Barrier (Brixx Performance) aims to build on his first point of 2020 from Portimao and Takumi Takahashi (MIE Racing Althea Honda) and teammate Lorenzo Gabellini seek their first points of 2020.
WorldSBK action starts at the generously appointed Motorland circuit on Friday 28 August, and as usual there will be three WorldSBK races in all. Race one, over 18 laps, takes place on Saturday 29 August, the Tissot-Superpole sprint race on Sunday morning and then finally a full distance race two, on Sunday afternoon. See below for the weekend schedule in Australian Eastern Standard Time.
Given the peculiarities of running a global motorsport series during a global pandemic the Aragon round this coming weekend will be followed just a week later after by the Teruel round, albeit at the same Motorland venue.
Source: MCNews.com.au
