It has been a really positive two days. I learned the circuit and it is a very difficult circuit to go fast at, to be fair. It has lots of little intricacies and challenges. From a technical point of view it is very challenging. I enjoyed working it out. On day one I learned the track quite quickly but I wasn’t comfortable to keep pushing the bike. On day two I woke up after sleeping on all my feelings and the data we gathered on day one, and I was able to be quite fast straight away. I carried that rhythm through. We found a lot of valuable information that will be good for race weekend and it will definitely allow us to make a shortcut in our set-up time when we start out in free practice one. This track has some mixtures of everything. Some super-fast corners but also some very tight and twisty sections in sectors two and three. The race is going to be a nice one. The main priority here was to learn and I am looking forward to Donington now for our next race weekend
Updates for 2021 to Moto Guzzi’s V7 Stone and V7 Special include a larger engine and a revised chassis. (Photos by Larry Chen Photo)
“I would know the sound of a big Guzzi in my sleep. It concentrates its aural energies in your upper chest, ringing through your bones. It is … the sound of joy.” — Melissa Holbrook Pierson, The Perfect Vehicle: What It Is About Motorcycles
When we find joy, we hold it close and nurture it. Woven throughout Pierson’s book, arguably one of the best ever written about motorcycling, is a romance between the author and Moto Guzzi. When searching for her first motorcycle, it was love at first sight: “a 500cc V-twin Moto Guzzi, red-and-black, a workhorse, and I thought it was beautiful.”
Like any true love, Pierson’s passion for Moto Guzzi ran deep and transcended appearance. She fell under the spell of the Italian V-twin’s syncopated beat. She dedicated her mind, body, and spirit to learning to ride, doing her own maintenance, and enduring long hours in the saddle through stifling heat, bitter cold, and drenching rain.
Moto Guzzi is a storied marque that celebrates a century of continuous production this year. Every Moto Guzzi — from the 1921 Normale, a 498cc single, to the 1955 Otto cilindri, a liquid-cooled, DOHC 500cc V-8 GP racer that topped 170 mph, to present-day models — has been built in the factory in Mandello del Lario, Italy, on the shores of Lake Como.
The Centenario paint scheme is inspired by the 1955 Otto cilindri racebike. (Photo by Sergio Piotin)
Three models — V7 Stone, V9 Bobber, and V85 TT — are available with a special Centenario color scheme for 2021 that pays tribute to the Otto cilindri. Their silver fuel tanks are inspired by the racebike’s raw alloy tank, their green side panels and front fenders are a nod to its iconic dustbin fairing, and their brown seats and golden eagle tank emblems further set them apart, though all 2021 models/colors display 100th anniversary logos on their front fenders.
The V7 Stone is a modern take on a classic roadster, with simple lines, dark matte finishes, and cast wheels.
Over its long history, Moto Guzzi has designed and built many notable models, but the V7 is a true living legend, the very soul of the brand. After two decades of building small, inexpensive motorcycles after World War II, Moto Guzzi became the first Italian manufacturer to offer a large-displacement model when, in 1967, it introduced the 700cc V7. It was the genesis of the engine configuration that came to define Moto Guzzi: the “flying” 90-degree V-twin, with its air-cooled cylinders jutting outward into the wind and its crankshaft running longitudinally. The V7 also had an automotive-style twin-plate dry clutch, a 4-speed constant mesh transmission, and shaft final drive.
Today’s V7 maintains a strong connection to the original, from its round headlight, sculpted tank, and upright seating position to its dry clutch, shaft drive, dual shocks, and dual exhaust. The V7 Special ($9,490) is classically styled, with spoked wheels, chrome finishes, dual analog gauges, and a traditional headlight. The more modern-looking V7 Stone ($8,990) has matte finishes, a single all-digital gauge, black exhausts, cast wheels, and an eagle-shaped LED set into the headlight.
The V7 Special (left) brightens things up with gloss, chrome, and spoked wheels.
I’ve ridden a variety of Moto Guzzis over the years — the Norge sport-tourer (named after the Norge GT 500, which Giuseppe Guzzi rode to the Arctic Circle in 1928), the carbon-fiber-clad MGX-21 Flying Fortress hard bagger, the classic California 1400 Touring, and the red-framed, chrome-tanked V7 Racer, among others. Each was unique, but all shared the distinctive cah-chugga-chugga sound when their V-twins fired up and the gentle rocking to the right side when their throttles were blipped at idle.
Riding a Moto Guzzi feels special. It’s a visceral, engaging, rhythmic experience. The V7 Stone brought me back to the simple pleasure of motorcycling — the feel of the wind against my body, the engine’s vibrations felt through various touch points, the exhilaration of thrust. Although the new V7 has a larger 853cc engine, variations of which are found in the V9 and V85 TT, output remains modest — 65 horsepower at 6,800 rpm and 54 lb-ft of torque at 5,000 rpm, measured at the crank. But that’s enough. The V7 is one of those motorcycles that gives you permission to relax, to take your time and really savor the moment. What’s the rush?
The Centenario edition’s silver and green paint complements the V7 Stone’s black engine and exhaust.
Moto Guzzi made many useful, subtle updates to the V7 platform. Reduced effort from the single-disc dry clutch. A stiffer frame and a bigger swingarm with a new bevel gear for the cardan shaft drive. Revised damping and a longer stroke for the preload-adjustable rear shocks. An updated ABS module. A wider rear tire (now 150/70-17). Vibration-damping footpegs. A thicker passenger seat.
The V7’s new eagle-shaped digital gauge is tasteful.
All are appreciated, but if I’m honest, I thought about none of them as I rolled through curve after curve on California’s Palms to Pines Highway, climbing higher and higher into the rugged, snow-dusted San Jacinto Mountains. For the better part of a day, I just rode the V7. I didn’t try to figure out its riding modes (it doesn’t have any), nor did I connect my smartphone to Moto Guzzi’s multimedia app. I rolled on and off the throttle. I shifted through the gears. And I smiled. A lot.
The V7 Stone is solid, predictable, carefree. Its engine doles out torque nearly everywhere, but it feels happiest chugging along in the midrange. Throttle response is direct, the exhaust note is soothing. Thanks to its modest weight, low seat, and natural ergonomics, riding and handling are effortless. Braking, shifting, suspension — everything dutifully meets expectations. Like the Guzzi that stole Pierson’s heart, the V7 Stone is a workhorse, and it’s easy on the eyes. Well, except for its peculiar-looking taillight, which has a constellation of red LEDs that look too sci-fi for this style of bike.
The V7 Stone Centenario carries the weight of Moto Guzzi’s century of history with confidence. The brand is an acquired taste, favored by connoisseurs rather than the masses, and it inspires a cult-like following. When I interviewed Melissa Holbrook Pierson for the Rider Magazine Insider podcast, I asked about her first encounter with a Guzzi. “It was chance,” she said. “I just happened upon the bike that was literally perfect for me.”
The 2021 Moto Guzzi V7 Stone is one of three new Guzzi’s available in the commemorative Centenario paint scheme.
2021 Moto Guzzi V7 Stone
Base Price: $8,990
Price as Tested: $9,190 (Centenario edition)
Website: motoguzzi.comEngine Type: Air-cooled, longitudinal 90-degree V-twin, OHV w/ 2 valves per cyl.
Displacement: 853cc
Bore x Stroke: 84.0 x 77.0mm
Horsepower: 65 hp @ 6,800 rpm (claimed, at the crank)
Torque: 54 lb-ft @ 5,000 rpm (claimed, at the crank)
Transmission: 6-speed, cable-actuated dry clutch
Final Drive: Shaft
Wheelbase: 57.1 in.
Rake/Trail: 28 degrees/4.1 in.
Seat Height: 30.7 in.
Wet Weight: 480 lbs.
Fuel Capacity: 5.5 gals.
2021 Royal Enfield Meteor 350 (Fireball trim) (Royal Enfield/)
Ups
The beginner cruiser market gains one more competitor
Impressive, well-balanced handling
Engine power may not be jaw-dropping, but its mild-mannered delivery and lack of vibration provides a very relaxed ride
Well-cushioned seat provides all-day comfort
Oozes timeless charm
Three-year warranty
Downs
Brake dive is noticeable
Brakes have mushy communication and poor performance
Sloppily-wrapped wiring
Verdict
Timeless good looks, impressively neutral handling, and all-day riding comfort is enough to sell many on the Meteor 350, and the sub-$5K price makes it even harder to resist.
2021 Royal Enfield Meteor 350 (Fireball trim) (Jeff Allen/)
Overview
Small-displacement cruisers are wonderful bikes that appeal to newer riders because of characteristically low seat heights, approachable power, and cool cruiser aura. The 2021 Royal Enfield Meteor 350 is one such bike, and it has a distinct cruiser charm and pleasingly smooth single-cylinder engine to attract any rider or skill level. Its air/oil-cooled single brings the currently reigning liquid-cooled singles some competition.
Updates for 2021
The Meteor 350 is a new model for 2021.
Pricing and Variants
The blacked-out base Meteor, known as the Fireball trim level, is available for $4,399 with the upper trims increasing by $100. Stellar trim, which has chrome details and includes a passenger backrest, has an MSRP of $4,499, and the Supernova (also chrome details and passenger backrest, but adds front windshield) is priced at $4,599.
Powertrain: Engine, Transmission, and Performance
This small-displacement cruiser is powered by a 349cc air/oil-cooled electronically-fuel-injected single-cylinder engine that produces very smooth, approachable power for easygoing cruising. And we mean easygoing as the Cycle World-measured peak horsepower is 17.4 and peak torque is 18.2 pound-feet, but don’t let that discredit the mild-mannered engine since getting up to freeway speeds is doable, but tops out around 75 mph. The engine is notably vibration free thanks to a balance shaft.
Shifting presents some mild issues since the toe-heel shift lever was difficult for test rider Serena McKnight to wedge a toe under, but the heel shifter was a suitable alternative to clicking through the five-speed gearbox. The clutch lever is meaty, but the pull is easy, McKnight reports.
2021 Royal Enfield Meteor 350 (Fireball trim) (Jeff Allen/)
Handling
The Meteor’s handling is impressive. The 41mm telescopic fork and twin downtube chassis remains incredibly steady through turns and that boosts confidence. The suspension provides excellent small-bump compliance for tackling the rough roads, and the center of gravity of the measured 418 pounds is low and stable. A criticism that McKnight points out is the soft rear twin tube emulsion shocks wallow in wavy pavement troughs. Taking leisurely cruises down urban roads and scenic byways is the Meteor’s happy place, but it is also a comfortable ride on the freeway with its straight-line stability.
Brakes
Braking is done by ByBre, specifically, a two-piston floating caliper and single-piston floating caliper grip on the 300mm and 270mm discs (front and rear respectively). McKnight reported mushy brake feel, but overall stopping power is adequate. Standard-issue ABS is there to help in panic-braking scenarios.
2021 Royal Enfield Meteor 350 (Supernova trim) (Royal Enfield/)
Fuel Economy and Real-World MPG
Average mpg recorded during testing was 60.13. Fuel capacity is 4.0 gallons.
Ergonomics: Comfort and Utility
Who can say no to all-day comfort? McKnight wrote that due to its fanned out, well-cushioned seat, the Meteor is superbly comfortable for all-day riding. The low 29.7-inch seat height is complemented by a relaxed reach to the bars, and pegs are slightly forward for a laid-back riding position.
2021 Royal Enfield Meteor 350 (Fireball trim) (Jeff Allen/)
Electronics
While its main competitors have full LED lighting systems, the Royal Enfield features a halogen headlight, with an LED running light and LED taillight. Where the Meteor outshines its competitors lies with the standard Tripper Navigation unit which displays turn-by-turn directions on a color gauge beside the larger analog speedometer gauge. ABS is also standard with the braking package.
Warranty and Maintenance Coverage
The three-year, unlimited-mileage warranty gives the owner one less thing to worry about. Three years is a substantial time frame especially considering competition often has one or two years’ worth of coverage.
Quality
Sloppily wrapped wiring is a bit of an eyesore, but overall the timeless, classic motorcycle look is executed nicely.
2021 Royal Enfield Meteor 350 (Stellar trim) (Royal Enfield/)
2021 Royal Enfield Meteor 350 Claimed Specifications
MSRP:
$4,399–$4,599
Engine:
349cc, SOHC, air/oil-cooled single
Bore x Stroke:
72.0 x 85.8 mm
Transmission/Final Drive:
5-speed/chain
Fuel Delivery:
Electronic fuel injection
Clutch:
Wet, multiplate
Engine Management/Ignition:
N/A
Frame:
Twin downtube spine
Front Suspension:
41mm telescopic fork; 5.1 in. travel
Rear Suspension:
Twin tube emulsion shocks, preload adjustable; 3.5 in. travel
In the motorcycle world, few streetbikes garner the type of attention as Suzuki’s Hayabusa. Long, low, and fast, the GSX1300R is the standard for motorcyclists looking to get somewhere quickly. The ’22 Hayabusa represents a modernized gentleman’s sportbike. Suzuki did this by adding a modernized electronics package and by massaging the motorcycle’s powertrain, chassis, and of course, styling. For the second part of our test, we rode the Hayabusa around the 3.048-mile perimeter course at the Utah Motorsport Campus (formerly Miller Motorsports Park).
In Part 2 of our Suzuki Hayabusa review series we ride it around the 3.048-mile perimeter course at the Utah Motorsport Campus. (Kevin Wing/)
A broad front fairing does a fine job of shielding the rider from dirty air at 160-mph. (Kevin Wing/)
Although designed as a streetbike, the Hayabusa is a more capable track bike than its predecessor. Twist the throttle and this 1,340cc inline-four doles out smooth tire-friendly torque. Although the engine cranks out a tad less peak power than its predecessor, you’ll be hard-pressed to notice the difference as you hurl into turn 1. A broad front fairing does a great job of shielding the rider from dirty air. It’s remarkable how comfortable you can be at upward of 160 mph.
For a motorcycle that weighs nearly 600 pounds, the Hayabusa impresses with its agility. (Kevin Wing/)
Perhaps one of the biggest improvements to its overall track performance is the fitment of Bridgestone’s fantastic Battlax S22 rubber. These tires are light-years ahead of the old BT-015s and provide more grip, faster warm-up time, and a refined profile that complements the updated chassis. It’s worth noting that OE shoes differ from the commercial version in their single compound design. This modification was made to better withstand the ‘Busa’s extra heft (582 pounds with fuel).
The sum of the Hayabusa’s suspension components net a big improvement both in terms of comfort and road holding even at a more elevated track pace. (Kevin Wing/)
The tires are complemented by improved suspension that floats over the pavement, yet delivers pleasing damping response during full-throttle and brake application. The suspenders still offer three-way adjustment. However, we were impressed with the OE setting. As a side note, we appreciate that the fork employs a more traditional twin spring and damping cartridge setup rather than more budget-oriented versions.
Electronically adjustable launch control makes dragstrip launches easier by holding engine rpm at 4,000, 6,000, and 8,000 rpm thresholds so the rider only has to focus on clutch release. (Kevin Wing/)
Where the old Hayabusa would spin its 190-series rear tire, this one drives forward with considerably less wheelspin. IMU-powered traction control offers eight levels of adjustability, and can be manually disengaged. Level 1 is the sweet spot (least TC intervention). However, we wish Suzuki added more fine incremental adjustment inside this setting. The Motorrad division offers this with its RR bike, so it is possible.
Long, fast, and low—Suzuki’s 2022 Hayabusa sportbike elevates its level of versatility both on the road and the racetrack. (Kevin Wing/)
The Hayabusa also adds wheelie and electronic engine-brake control to its arsenal. Considering its weight and wheelbase, you’re not going to power wheelie off turns like a liter-class superbike. The engine-brake control on the other hand offers a noticeable difference in terms of corner entry. The less the engine-brake setting, the better the ‘Busa feels on initial turn-in. The caveat is that you have to use the front brakes a tad harder to net the same level of deceleration (this big inline-four offers considerable engine-brake force in standard configuration).
The Bridgestone Battlax S22 tires are a huge improvement. As opposed to the commercial version, these tires make use of a uniform compound to better withstand the extra weight (and speed) of the ’Busa. (Kevin Wing/)
Like the tires and suspension, the oversized front brakes with beautifully machined Brembo Stylema calipers do a much better job of shedding speed. There’s still a minor degree of brake fade after a few hard laps, but it’s manageable. Cornering ABS is now standard as is a linked rear brake that automatically diverts brake pressure to the front brakes.
We’re impressed with the polished look and feel of Suzuki’s 2022 Hayabusa. (Kevin Wing/)
Riders who enjoy ripping across quarter-mile dragstrips will appreciate the Hayabusa’s easy-to-use and three-way-adjustable launch control. A slick user interface lets the rider select from 4,000, 6,000, and 8,000 rpm increments. The electronics automatically hold rpm at the preselected threshold with the throttle pinned. This lets the rider focus on clutch release. The system works well, but riders can likely net a faster time by managing the controls the old-fashioned way.
The Suzuki Hayabusa is a hoot to ride at the circuit. It’s way more capable than you’d think considering its size. (Kevin Wing/)
Contrary to popular opinion, Suzuki’s Hayabusa is more than a one-trick pony. Obviously it’s still fast in a straight line. But the new version affords better track capability to its well-rounded résumé. From road to track, the Hayabusa has elevated itself into one of the most comfy and versatile sportbikes available today.
Gear Box
Helmet: Shoei X-Fourteen
Custom Helmet Paint: Tagger Designs
Suit: Alpinestars Race Replica V3 with Tech-Air Race Vest
Glove: Alpinestars GP Plus R V2
Boots: Alpinestars Supertech R
The 2022 Hayabusa benefits from oversized front brakes with Brembo’s beautifully machined Stylema calipers. Braking performance is a big improvement, but there is still a hint of fade after prolonged track use. (Kevin Wing/)
2022 Suzuki Hayabusa Technical Specifications and Price
Be sure to be seen in the new hi-viz Aerostich Transit 3 waterproof leather Jacket.
Begin Press Release:
NEW Hi-Viz Waterproof Leather Transit 3 Jacket
A bright Hi-Viz yellow version of the revolutionary Aerostich Transit 3 Jacket is now available for pre-orders. All 24 sizes (from 38 to 52 in Shorts, Regulars and Longs) are available in this bright new color, but the initial number will be limited. Deliveries begin in August.
This new Aerostich Hi-Viz Transit 3 is the first-ever use of Hi-Viz in an armored leather riders jacket. In 1994 Aerostich pioneered the first Hi-Viz yellow rider’s gear. Over the following years this unique visibility-enhancing color became a standard part of all road construction (and many other) worker’s safety equipment. Wearing Hi-Viz is now the most experience-proven way to increase conspicuity and safety. More detailed information about the history, advantages and performance of Hi-Viz gear is available here.
Aerostich Transit Jackets and Pants use Corium waterproof/breathable leather plus an advanced technology seam-sealed construction which provides more comfort and performance in all riding situations. Detailed design features include generous zippered underarm vents and a 2-way zippered back vent for added controllable airflow in hot conditions. Wrist gusset zips are supplemented with Velcro micro-adjustable fit tabs, and two adjustable Velcro tabs at the waist ensure a comfortable draft-free fit. The conspicuity of this new Hi-Viz yellow gear is further supplemented by a large panel of powerful 3M Scotchlite Reflective across the upper back.
Additional Transit 3 features include a zippered right forearm pocket, a 270º pant-to-jacket zipper and a set of five carefully fitted yet easily removable TF impact armor systems – elbows, shoulders, and back, providing superior energy absorption with less movement restriction. There’s also a convenient upper chest flapped pocket, a generous inside pocket and two zippered lower side pockets.
Taking in the view from Duncans Point on a cold, foggy summer day.
(Photo by Kevin Wing)
For 2021, the Progressive International Motorcycle Shows tour has been rebranded as Progressive IMS Outdoors and events will be held outside, like open-air powersports festivals. The tour will visit nine major markets around the U.S. between July and November (see the full schedule at motorcycleshows.com). Each stop will be a three-day event for powersports enthusiasts and potential riders of all ages and skill levels, with motorcycle demo rides and hands-on experiences unique to each venue.
The first stop is in Northern California, at Sonoma Raceway over the weekend of July 16-18. We’re providing suggested scenic rides to or near each tour stop, with routes available on the REVER app. The Northern California ride is a 165-mile paved route that starts in the coastal town of Fort Bragg and ends at Sonoma Raceway, which is located north of San Francisco. Most of the route follows California State Route 1 south along the scenic, rugged Pacific Coast.
Fort Bragg is a charming burg that’s home to the Sea Glass Museum, the Skunk Train, and North Coast Brewing Company. Heading south through town on Route 1 (Main Street), the ride begins on the Noyo River Bridge. Known in this area as Shoreline Highway, Route 1 is a scenic two-lane road that winds along the contours of the coast. Despite being just 165 miles long, this route typically takes four to five hours, not including stops.
The route starts on the Noyo River Bridge in Fort Bragg. (Photo by Clement Salvadori)
You’ll want to stop often at the many towns, natural areas, scenic overlooks, and state parks along the way, such as the Navarro River Bridge, where Route 128 goes inland to the Navarro River Redwoods State Park. Other highlights include Mendocino, Point Arena Lighthouse, Stewarts Point, Salt Point State Park, Fort Ross, Jenner, Sonoma Coast State Park, Duncans Point, and Bodega Bay.
Jenner is a charming village near where the Russian River flows into the Pacific. (Photo by Clement Salvadori)
After riding along the eastern edge of Tomales Bay, you’ll arrive in the town of Point Reyes Station. Turn onto Point Reyes-Petaluma Road, which follows Lagunitas Creek and passes along the Nicasio Reservoir. The route continues east, crosses U.S. Route 101, and follows State Route 37 (Sears Point Road) and State Route 121 (Arnold Drive) to Sonoma Raceway. Enjoy the ride and enjoy the show!
For more information about Progressive IMS Outdoors and to buy tickets, visit motorcycleshows.com.
Sonoma Raceway is located northern of San Pablo Bay.
Today we celebrate the belated birthday of seven-time 350cc and 500cc world title champion Giacomo Agostini, or “Ago” – an Italian rider with an unmatched gift for racing.
According to an article posted on TopGear, young Agostini was born June 16, 1942, in Brescia, Lombardy, where he started his passion for riding in secret.
His first title was won in 1963 when he snatched the Italian Hillclimb Championship riding a 175cc Moto Morini.
The successes continued into 1965, where Agostini became a member of the MV Agusta works team. The season saw Giacomo’s first ride for MV, finishing second only to his teammate and mentor, Mike Hailwood.
With Hailwood scooped up by Honda the following year, Ago became lead rider of MV Agusta – setting the young prodigy up beautifully for what was to be a whirlwind of wins.
By 1968, Giacomo was hitting uncontested streaks in both the 350cc and 500cc class titles.
Hit Ctrl + Paste for 1969.
And again for 1970.
It soon became obvious that the man breaking statistical averages across the world was honed in on his game – and perhaps a little crazy, as all riders should be.
MoreBikes has a snippet of Agostini recalling the state of the tracks back in his day:
“We ran because we had a lot of passion, a lot of desire to run. You could not choose, the tracks were what they had, the straw balls were something palliative.”
Agostini’s winning streak was broken only by the crumpling of his bike in the first lap of 1971’s Isle of Man TT. At this point, he had completely cleared the table, winning 26 titles in the 350cc class and 32 in the 500cc class – a mind-boggling 58 titles acquired, in a row, nonstop.
Ago had two short retirement periods in 1971 and 1972, with his official retirement from the motorcycle scene in 1977, leaving behind a burning hot legacy that still inspires riders today – and Top Gear was right when they said that Agostini’s statistics are insane.
Ago took the title of every race he finished, stamping five years’ worth of wins in the record books.
1966-1972 was when he won seven world titles in a row in the 500cc class, and that’s not counting the seven world titles for the 350cc class garnered 1968-1974.
If we were counting Ago’s win for Yamaha in 1975, that brings the number of world title wins to FIFTEEN.
All told, Giacomo Agostini’s 14-year career saw 223 races; he took the gold home 122 of the 159 times that he made the podium, with 117 inofficial ‘fastest lap’ records tucked under one capable arm, 6 of which are considered official pole positions.
Perhaps Agostini’s quote, translated in 1967 from the Vault, would best describe the Italian’s career and his drive to ride: “I want to do everything I can – while I can.”
For more information on Italians and motorcycles, head over to MotorBikeWriter.
The weekend of the LiquiMoly Motorrad German GP was special for many reasons, not least for Marc Marquez (Repsol Honda Team) epic return to the top step of the podium after a 581-day absence, completing one of the most remarkable sporting comebacks in memory. Victory meant that it was eleven straight wins across all classes for the eight-time World Champion at the Sachsenring, but the fact that he did it in HRC colours meant it took on added significance.
Honda haven’t taken the chequered flag first since the conclusion of the 2019 season, but Sunday’s win now means that we have seen four different manufacturers stand on the top step in four successive races, a first in the MotoGP™ era, and not seen since 1975, when Briton Phil Read won for MV Augusta in the 500cc class.
U-Mask is part of the Pure Air Zone project, based in Milan, and a U-Earth biotech product. The ground-breaking face coverings both block air contaminants on the mask surface and destroy them inside the mask via their Bio-Layer™ technology. This internal layer is a natural, self-sanitising and innovative way to maximise protection for both the wearer and those around them – ensuring the best defence for everyone in the NTC and reducing disposable mask waste.
Marc Marquez leading the way chasing his 11th successive win at the Sachsenring and his eighth in the premier class. The Repsol Honda rider qualified in fifth place, the best since his return to Grand Prix racing, and made a great start from the second row diving up the inside at the infamous turn one before taking the lead at the last corner of the first lap. In second place Spaniard Aleix Espargaro chasing his first-ever podium finish on the Aprilia Racing Team Gresini after starting from the front row of the grid. It was the first time the Italian factory better known for 125 and 250 cc two-stroke success had begun a four-stroke race from the front row.
