INSIDERThe official Yamaha racing magazine Winter 2005/2006 Issue four

Nitro Nori The cult of Haga

YZR-M1 Ahead of the pack

Riders’ psychology Into the zone

R6: Supersport revolution

INSIDER 2 INSIDER Welcome to the fourth edition of Insider. Publisher What a great way to celebrate Yamaha’s 50th anniversary year. As you certainly Yamaha Racing Communications by know, 2005 was a sensational year for Yamaha the race track with putting in a thoroughly dominant display in MotoGP to take his seventh Editor world crown and help Yamaha towards the team and manufacturer’s titles. Paul Taylor Yamahas also proved to be the bikes to beat in , with Creative director winning his ninth world title in the premier MX1 class and young Antonio Tom Jacobs Cairoli coming out on top in MX2. We also saw Yamaha return to the Superbike Design/production World Championship in 2005, with putting in some great per- Peter Henneman formances to win two races and finish third on his YZF-R1. Contributors I was also proud to see two youngsters win high profile titles on Yamahas. Bas van den Biggelaar, Graeme Brown, Didier van Keymeulen won the FIM Superstock 1000 Cup riding a YZF-R1 and Claudio Corti won the Mike van Cleven, Gary Freeman, Milagro, Mat Oxley, Pixelpony, Gordon Ritchie, European Superstock 600 Championship on a YZF-R6. Not only was it satisfying to see two young tal- Bertie Simmonds, Mike van den Toorn, ents winning their first title, it is also proof that the products we sell in the showroom are also winners Massimo Zanzani on the circuit. Printing But as one season ends a new one begins and there’s no time to rest on our laurels. Yamaha has an Habo DaCosta BV, Vianen, The Netherlands exciting line-up of bikes planned for the 2006 and in this issue we’re bringing you a first at the R6 Insider is produced on behalf of Yamaha that challenge for the supersport world title next year. This is one special bike and if you think it Motor Europe by Yamaha Racing looks great in the pictures just wait ‘til you see it in the metal. It looks amazing! Communications, a service of p’ZAZ, Hoogte Kadijk 61hs, 1018 BE Amsterdam, Remember that Insider is you, the Yamaha enthusiast’s magazine. In this issue we’ve taken on board The Netherlands. Telephone +31 20 62 56 539. many of the comments you’ve made on the Insiders message boards and from the next issue we’ll be running a club section in the magazine, complete with a letters page. Send us your thoughts by email Reproduction of any text, photograph or illustration in this magazine is prohibited to [email protected] we’ll publish the best ones. without permission from the publisher. For me it has been a great privilege to have been a part of Yamaha’s amazing anniversary year. I really While care is taken to ensure that the content enjoyed seeing the special liveries we introduced at the Laguna Seca and Valencia races, which were a of Insider is accurate, the publisher can not accept any liability for errors or omissions. great tribute to our racing heritage. Now it’s time to look forward to the next 50. But before then I hope you enjoy reading this edition of Insider and look forward to catching up with you again next season. ©2005 Yamaha Motor Europe NV

Laurens Klein Koerkamp Racing Division Department Manager Yamaha Motor Europe NV

Contributors

Mike van den Toorn Bertie Simmonds Mike van Cleven Amsterdam fashion photographer Few journalists know as Belgian Mike is a lover of all Mike had a different kind of super- well as Bertie, who wrote a biography things extreme. He’s also a model in his studio recently - the on the Texan two years ago. The pair darned great photographer, as Yamaha YZF-R6 that adorns the sat down again to give Insider the witnessed by his opening shot front cover of this Insider. lowdown on Colin’s first season as a for our ‘Blue army’ feature on Yamaha factory MotoGP rider. page 42.

Gordon Ritchie Bas van den Biggelaar Gordo’s being doing what he does best A graduate of Eindhoven’s famous art for this issue: going around the paddock academy and self confessed bike nut, and speaking to the guys behind the Bas is responsible for the cool illustration scenes. This time he’s asking how they in this issue’s Noriyuki Haga feature. got the lucky break for their dream jobs.

INSIDER 3 INSIDE...

Pitlane The latest 14 news from Yamaha HQ, Pitlane provides you with VIP access all areas to the wide ranging world of Yamaha.

The cult of Haga Into the zone Racing Insider spoke with might be all about fast Noriyuki Haga to dis- bikes and strong men, cover his thoughts on but there’s another the season gone by aspect that’s often over- and the relationship looked. Tuning the rider’s with his legions of is just as important. 20 fans. 46 Mat Oxley investigates.

Ahead of the pack Living the dream To 28 Insider takes a look 50 most fans, the idea of under the skin of the working in bike racing bike that won all three is just a dream. But MotoGP world titles in Insider talked to nine 2005: the Yamaha such people who YZR-M1. turned the dream into a reality.

Next generation Yamaha’s 2006 YZF-R6 looks set to move the 600cc supersport class to a new level. It’s also been designed to win in world supersport. 32 Here’s the inside story.

The homecoming Colin Meet Mr Öhlins For Edwards returned to almost 30 years, Swedish Yamaha in 2005, taking company Öhlins has a fine fifth place in the led the way in suspen- MotoGP world cham- sion technology. We pionship. Insider grilled met founder Kenth the Texas Tornado on Öhlin to find out . 38 his homecoming year. 5456

Blue army The 2005 MX2 world champi- 60 onship was a story of Review 2005 saw a many men... but just Yamaha victory feeling one bike - Yamaha’s sweep across the globe. YZ250F. Insider charts Relive all the best bits the history of this in our season review. quarter-litre classic. 66 42 Standings A statistical round-up of the 2005 season in Yamaha’s officially entered race classes

4 INSIDER INSIDER 5 Move over JB... Wouldn’t you have mechanics like this in your fantasy MotoGP team? With a pit crew like this, it’s little wonder Colin Edwards and Valentino Rossi had an extra spring in their step at Laguna Seca. PICTURE: MILAGRO 6 INSIDER INSIDER 7 Lessons from The Doctor Valentino Rossi and his Yamaha YZR-M1 dominated MotoGP in 2005… again! The Doctor won 11 of the 17 races to secure his seventh world title and ensure Yamaha topped the team and manufacturer championships. PICTURE: MILAGRO

8 INSIDER INSIDER 9 Moment of truth The 2005 FIM Superstock 1000 Cup was a thrilling affair that was only settled at the very last corner of the championship. Turkish starlet Kenan Sofuoglu set the early pace in the championship, but by the final round it was his more consistent Yamaha Motor team-mate Didier van Keymeulen that led by one point. The Belgian saved his best to the very end, passing Sofuoglu on the penultimate corner to take the race win and the title. Sofuoglu was distraught but greater things will surely await both these young talents. PICTURE: GRAEME BROWN

10 INSIDER INSIDER 11 Dressed for success If you wanna be a winner, you gotta stay safe. It’s a code Yamaha’s world Stefan Everts knows only too well. With a wardrobe designed to keep his Belgian body in pristine condition, it’s no wonder the champ takes a little longer than most to get dressed in the morning. And hey, ya gotta look cool if you’re the champion, right? PICTURES: GARY FREEMAN

12 INSIDER INSIDER 13 Pitlane Quick news

YAMAHA RIDERS ONCE again Party time dominated the prestigious International Six Day Yamaha’s golden anniversary year proved (ISDE), this year held in Slovakia. Following on from the WR450F’s a memorable one on the track, and the outright wins in 2003 and 2004 (in company’s three world champions all the hands of Stefan Everts and Stefan Merriman), Australian made sure it was a year to remember Merriman once again took top away from the circuits too. Insider sent honours in 2005, with his UFO Corse Yamaha team-mate, Poland’s intrepid snapper Pixelpony along to Bartosz Oblucki, winning the capture the action! Enduro 1 category on his WR250F. NO CHANGE FOR Yamaha Motor Europe’s official entries in the 2006 ANTONIO CAIROLI, STEFAN Everts and Valentino Rossi Superbike and Supersport World all had the expected heroes welcome in their hometowns, Championships. In superbike, with all three riders repaying their fans by throwing giant Yamaha Motor Italia have re- free parties in return. signed Noriyuki Haga and Andrew Top Belgian artist Praga Khan and his band (pictured Pitt, while Yamaha Motor Germany right) even turned up to celebrate Everts’ ninth title suc- retain Australian duo Kevin Curtain cess, taking to the stage wearing replica S72 motocross and to ride the new shirts of course! Yamaha also thanked their riders by invit- YZF-R6 in supersport. FRENCHMAN ing them to a corporate evening at the final MotoGP DAVID FRETIGNE confirmed his round in Valencia, where Everts and Rossi took to the intentions for the 2006 stage in front of a specially invited audience. As you can by winning the recent Shamrock see from our photos, these guys know how to party as well rally in Morocco on his WR450F 2- as they can ride! Trac. Yamaha Motor France is also offering a service package for the many private riders who are run- ning the two-wheel-drive machine in January’s punishing three week event. YAMAHA’S ANNUAL RACE training for R-series racers takes place at the Valencia circuit in Spain between the 22-24 March. The event is open to qualifying European racing customers. Visit www.yamaha-racingparts.com or contact your local national Yamaha distributor for more information. What if he’d never tried it? THE DAINESE SUIT worn by Henry strikes gold Valentino Rossi at this year’s ALREADY THE SUBJECT of dozens of books at just 26-years-old, German Grand Prix was recently AMERICAN MOTOCROSS LEGEND Doug Henry’s amazing career continues to glitter after he Valentino Rossi has decided to tell his remarkable story in his own words. auctioned on eBay for a whopping won his first gold medal at the 11th annual X Games, held in Los Angeles. The man who is synony- Charmingly titled ‘What if I had never tried it’ his autobiography gives a 38,850 Euros. The crash-damaged mous with riding Yamaha’s first generation of four-stroke motocrossers Stateside took a YZ450F real insight into the circus that is MotoGP. Choosing to largely ignore his leathers were bought by a British prepared by the Graves Motorsports team to gold in the event. On an exciting track private life, the multiple world champion instead recalls a number of bidder. The money raised goes to tales from track. With revelations of secret meetings held under tables featuring asphalt, supercross-style dirt and a breathtaking jump, Henry beat Jeremy McGrath and safety research. Yamaha’s in an exciting 40-lap race that featured a mandatory pit stop for tyres and and way past people’s bedtime, the real story behind his fuel. Reed had grabbed the holeshot on another YZ450F before Henry took the lead on lap six. drives and Vale’s take on his feud with , it really is a fascinating "This is quite an event," 36-year-old Henry said afterwards. "I really love it." read. Out now in English and Italian, this will be one gift every Doctor fan will want for Christmas. 14 INSIDER INSIDER 15 Pitlane Quick news

YAMAHA’S ON-LINE GIFTSHOP 2006 models has gone retro crazy with a new range of items in Yamaha’s tradi- break loose! tional yellow/black and white/red colours to celebrate the company’s 50th anniversary. Among the items on offer are a top quality leather Always at the cutting edge of jacket, sweatshirts, caps and an technology, Yamaha’s 2006 line- ever so sweet cuddly teddy bear. The giftshop has also taken delivery up of street bikes is the most of a new line of Valentino Rossi’s formidable yet. Headed by the personal merchandise, as well as the usual exclusive range of high awe-inspiring new YZF-R6, you’re quality Yamaha Racing clothing gonna have to be quick if you Evolution of yellow produced by Alpinestars. Go to www.yamaha-motor-giftshop.com want to catch one of these in The introduction of Yamaha’s YZR-M1 MotoGP machine in yellow, white and black colours for more details and ordering infor- the showroom at the American Grand Prix caused such a stir that Yamaha has bowed to public demand and mation. MORE BLACK AND yellow offered the YZF-R1 in a similar colour scheme. Yellow is back and Yamaha expects it to be one mayhem comes in the form of the of the biggest selling R1s of the year. With a heritage like this it’s little wonder… fiendishly wonderful ‘Laguna Seca’ THE ALL-NEW YZF-R6 isn’t a race replica, it’s a race bike built to the biggest breakthrough for throttle control in decades. But it’s not YZR-M1 papercraft model! The win in world championship supersport racing and available for discern- just the R6’s engine that’s getting everyone talking. Yamaha’s straight- designs can be downloaded from ing riders everywhere to ride on the street. This latest R6 features per- frame concept aligns the steering head, pivot and rear axle the ‘Fun Stuff’ section of formance never before available in a 600cc machine - 130 horsepower for lightning-quick steering and super-responsive handling. To find out 1978 OW35K 499cc in-line four, 135bhp, 125kg www.yamaha-racing.com although at 14,500rpm - and technology you won’t find on any other supersport more about the new YZF-R6 and how it is being turned into a world The bike that Roberts rode to the 1978 and 1979 500cc don’t expect a five minute job - crowns was the first two-stroke to feature an exhaust pow- bike - its groundbreaking Yamaha Chip Controlled Throttle (YCC-T) is supersport contender turn to page 32. building one requires the skill and ervalve system (Yamaha’s being called YPVS - Yamaha Power commitment of a factory racer! Valve System) which endowed the ‘K’ model with mid-range Yamaha’s papercraft team is cur- performance to match the previous model’s prodigious top- rently developing a model of Stefan end, substantially reducing lap times. Everts’ world championship winning YZ450FM motocrosser. YAMAHA US HAS announced a three-rider squad to take on the AMA championships in 2006. Eric 2005 YZR-M1 990cc in-line four, 240bhp, 145kg Bostrom will join existing riders Valentino Rossi’s title winning bike is itself an evolution of Jason DiSalvo and Jamie Hacking in the M1 that took him to the 2004 MotoGP crown. You can’t the factory team semi. All team will buy one, but even if you could the specialized, hand-made run the YZF-R1 LE (known as the YZF-R1SP MT-03 FZ1 FJR1300AS nature of each bike makes it virtually impossible to put a price YZF-R1SP in Europe) in superstock The limited edition YZF-R1SP is a MT-03 was born for roads where big- At the heart of Yamaha’s new FZ1 The FJR1300 has been given a serious on an M1. That said, Yamaha uses MotoGP as a proving ground and YZF-R6s in Formula Extreme tribute to Yamaha’s 50 years of inno- ger bikes struggle to unleash their beats an engine transplanted straight overhaul with the introduction of a for new technology. So this bike may well be an indicator to and supersport. JAPANESE RIDER vative technology, embodying the potential. It has instant low-down from the legendary YZF-R1. Iwata’s new ‘AS’ version for 2006, featuring what we will all be riding in a few years time. ’s Art of Engineering philosophy power from its fuel-injected 660cc finest bolted this world championship some amazing journey-enhancing SHINICHI Nakatomi is coming to - total man-machine integration for single-cylinder engine and new chassis winning motor into their trickest technology in the form of YCC-S Europe to race in the 2006 superbly responsive performance. concept engineered for hardcore streetbike chassis yet. The FZ1 gets (Yamaha Chip Controlled Shift). Superbike World Championship. The European-spec bikes come in a matt street sports riding. A short wheel- an all-new aluminium frame and YCC-S is an electronically controlled black colour scheme with a slipper base, low seat and forward-biased swingarm with optimal balance between clutch-less shifting device. YCC-S 27-year-old former Japanese 250cc clutch, gold Öhlins suspension and riding position give hyper-manoeu- torsional, lateral and vertical stiffness uses a dedicated ECU to deliver quick, champion will race for the Yamaha 2006 YZF-R1 998cc in-line four, 175bhp, 173kg Marchesini wheels contributing to vrability, superb rider feedback and for a great-handling, responsive ride. perfect shifts every time. It’s up to Motor France squad alongside this philosophy and creating the traction. And with side-mounted The result is a squat, muscular power- you whether you shift with the handle- With 175bhp in a package weighing 173kg, the YZF-R1 is a Norick Abe and Sebastien Gimbert. world’s most desirable one-litre shock, aluminium swingarm and house that will take your breath away, bar-mounted switch or foot lever. bike factory racers could only have dreamed of at the turn supersport bike. underseat pipes, the MT-03 looks as every day. of the century. Cutting-edge technology is derived from the trick as it rides. MotoGP programme but adds tractability and reliability for everyday use. Add a race kit and slick tyres and your R1 is a machine capable of winning world superbike races.

16 INSIDER INSIDER 17 ACCESS Pitlane AL L AREAS

53-2802-943 98-339363-61 was still busy preparing the event so I could see all things coming, like a real Insider. The party started at half past seven with a speech of the chairman of the , who had arrived FROM THE NEXT issue of Insider we’ll directly from . At this moment I under- be having pages dedicated to the Insiders stood how important this event was! I felt like community with news, events and exclu- being a witness of a part of Yamaha's history. sive competitions that are only available to "It was a great sensation to be surrounded club members. We want you to contribute by many people who represent the past, the by sending in your emails and photographs. INSIDERS MEMBERS WERE grinners this present and the future of Yamaha Racing. In Do you have a story to tell about the time year as www.yamaha-racing.com offered fact being at a party with riders like Agostini, you met one of our riders? Or any com- members more exclusive prizes than ever Lavado, Rossi, Edwards, Elías, Xaus and Everts ments on the magazine or website? Or before. Among the prizes were VIP visits to is something that doesn't happen every day. It would you like to share your photos with world superbike rounds, exclusive 50th wasn't that formal so I could take some pic- us? Maybe you painted your Yamaha in anniversary clothing, Stefan Everts signature tures as a nice souvenir of this great moment. Valentino Rossi colours or met Noriyuki wear and many other money-can't-buy items. "Stefan Everts' YZ450FM and even the Haga at your local supermarket. Whatever Spanish member Pablo Ferrero and his Valentino's M1 in white, red and black, were you’ve got we’d love to hear from you, and partner (pictured above) were our special also present, directly from the track. How close we’ll give prizes to the best ones. Send us guests at the Valencia MotoGP, where they I was to these fantastic machines was incredible. your emails to [email protected] attended the race and Yamaha's exclusive end I could really touch with my fingers the If you’re not yet an Insider but would like of season party, from where Pablo brought us Yamahas that won the world championships. to be, visit www.yamaha-racing.com and this report: "Sometimes I have to pinch myself "After an exciting presentation of Yamaha's click on the ‘become a member’ icon in the to know that it wasn't a dream, that I was the racing history, and some words of riders and top left of the page. Insiders can access lucky person that was invited to Yamaha's the team managers the party came to the end special content on the website, download world champions party. with a big collective toast to celebrate the exclusive photography, enter competitions "After parking my R1 the Yamaha guys successful racing year and the 50th anniver- and read Insider magazine on-line. accompanied my girlfriend and me to the sary. I never forget these moments and I hope party location where we got a warm welcome to celebrate many more Yamaha wins and from Leon Oosterhof of Yamaha Europe's championships in the future!" Racing Division. At that moment everybody

Rius rules the waves

YAMAHA ENJOYED A great year on the water in 2005, with Nicolas "The Fighter" Rius taking the world title in the runabout pro category of the 2005 World Speed Championships in Lake Havasu City, Arizona, on his GP1300R Waverunner. Riding his Yamaha Motor France-backed two-stroke, Rius gave a sterling display, defeating some fancied opposition to win his opening heat and following it up with two second places to win his 10th world title. Japanese Nakano Nohito, also riding a Yamaha GP1300R, made it a great event for Yamaha, ending the two-day finals third overall. Waverunner riders were ripping up the waves in the other classes too. In the expert ski limited category, Belgium’s Anthony Beernaut took a deserved bronze on his Superjet while in the Amateur Ski Open category the marvellously named “Smurf” Mangerud finished second, with his fellow Norwegian Christer Sandtorv taking up the fourth position, also on a Superjet700. For more information on Yamaha’s marine racing visit: www.yamaha-marine-racing.com

18 INSIDER There is much myth and legend surrounding Noriyuki Haga. When he rode on to the world stage in 1997, the little Japanese fellow wowed fans with his loose riding and his party animal antics. Now, nine years later, Nitro Nori’s a some- what calmer family man, although that hasn’t diminished the adoration for the man who has the biggest cult following of them all WORDS: PAUL TAYLOR PICTURES: GRAEME BROWN AND GOLD &GOOSE ILLUSTRATION: BAS VAN DEN BIGGELAAR

FROM JAMES DEAN to Bart Simpson, And I just didn’t get it… rebels have always had a place in the public’s Part of Haga’s mystery may be his some- heart. In the world of professional bike what introverted nature. Universally feared racing Noriyuki Haga is definitely a man by the paddock’s press corps, journalists who likes to do things on his own terms, everywhere have a Haga nightmare story. becoming the cult hero of his generation. Even though eight years in Europe have But ask Haga for the reason why he has given him a good understanding of both such a huge following and the answer is the English and Italian languages, Nori’s short. “I don’t know,” he says with an not exactly known for giving in-depth embarrassed look. “But if you find out, interviews. It’s not that he can’t speak, it’s please tell me.” just that Nitro Nori likes to do his talking Like most Europeans, my first recollec- on the track. tions of Haga came from watching him Not that this stopped TV presenter Suzi decimate the opposition at the start of the Perry from building up a rapport with the 1998 Superbike World Championship. new Japanese sensation when they first What made Haga different was that he met at the beginning of the 1998 season. wasn’t just a hometown hero. While most Like Haga, Perry, who now presents MotoGP of his countrymen sank without a trace on for BBC TV in Britain, was new to the foreign soil, the Sultan of Slide, as com- championship. After being blown away by mentators quickly dubbed him, proved he Nori in practice, the young presenter used could win on any track and in all conditions. her limited Japanese skills, gained while In normal circumstances, riders become working as a model in Tokyo, to attempt heroes in their native countries. an interview with the young hot shot. Occasionally, and only very occasionally, “I think I was the first western journalist someone will come along who, through to face Nori,” she says. “It was in 1998, their incredible talent and personality, when I worked for Sky Sports. He had looked become adored throughout the world. so good in practice that we knew he would Valentino Rossi is one such example, Kevin be the man to beat. I had lived in Japan Schwantz another. But why Haga? Grown for a while when I was younger so felt men around Europe, aka The Haga Louts, confident enough to bluff my way through would dress up in samurai outfits in tribute a chat. We set the whole thing up before, to the their hero and ensure Nori-chan but effectively the interview was conducted had the rudest welcome at the race track. in Jap-lish and went down a storm, as8

20 INSIDER INSIDER 21 did young Nori, who went on to take a win. I made the effort to get to know Noriyuki and I think he knew that he had a friend in me. I never found it difficult to grab a word with him, though our infamous ‘chats’ were usually short but always amusing! “He would always tell me that he was going to give 100 per cent and that he was ichi-ban (number one). For me, he has a superb style and can out-ride the best of them, thinking nothing of overtaking in places that you shouldn’t be able to, he’s scintillating and often has fans gasping in awe, that’s a 100 per cent racer! I have a lot of very fond memories of Nori and he deserves the huge following he’s gained. He’s also a lot brighter than people give him credit for, although he once described me in an article as his perfect woman… so I guess he must be a nutter after all!” Yamaha MotoGP rider Colin Edwards is another Haga fan. His first meeting with at and away from the circuit - although The Haga name has been inextricably R1 unbearable. But while both views the Japanese was in 1996, during practice not, he insists, on the track. “My children linked to Yamaha thanks to his stint as the proved to be inaccurate, the Japanese for that year’s Suzuka Eight-hour race, are very important to me and I suppose I factory’s leading superbike rider between showed a remarkable calmness, no doubt where he was so impressed by the wild- have grown up since I first came to Europe. 1998 and 2000. Since the R7 project ended a mark of his recent MotoGP experiences, riding youngster that he asked to be paired Am I the same? Hmm, yes and no. On the in 2000, Haga’s had a somewhat nomadic and knuckled down to the job with remark- with him for the race. The rest is history, as track? Yes, I am same Nitro Nori. At home career. Starting with Red Bull Yamaha in able commitment. “Compared to the R7, the they went on to win the race and spent it is a little bit different as I now have to 2001, he struggled to adapt to the charac- R1 is totally different. I like the R7 very the next few years battling, either as clean up after the babies! At the track it is teristics of the two-stroke engine, the much and I still think that it is ‘my bike’. team-mates or rivals. “He’s completely different because we take the children in Michelin tyres and, just as importantly, the The R1 is different: tyres, engine power, crazy but I love him,” says Edwards. “You the motorhome. There are many small chil- Grand Prix paddock. After one unhappy chassis - everything different. Now can never count Nori out! We won the dren in the paddock and they all play with season, Nori returned to his beloved world I like the R1 too, but in different way. This 1996 Suzuka Eight-Hour together, we fought each other. It is funny. They are all different superbikes, and Dunlop tyres, as ’s year, every time the feeling change for the 2000 world superbike title and we nationalities. Akito plays with Kevin Curtain’s sole superbike rider for a year that started because every time new parts arrive and were together at Aprilia in MotoGP in 2003, Australian sons. They only speak English. promisingly but faded. The Italian manu- bike never the same. I always do the best I so we’ve been bumping fairings for a few Akito understand Japanese and Italian! But facturer’s withdrawal from superbikes at can and now, when the bike has quite years now. Quite literally some times... It they get on well and play together. The the end of the year led to another brief good feeling I can have fun and enjoy sure would be good for Yamaha to take superbike paddock is a good place for the sojourn into MotoGP, this time as team- riding R1 too. the title. They deserve it for all the hard work children and I am happy that they are mate to Edwards on Aprilia’s wild RS Cube, “In some ways it is difficult because you they put in over the years and what more experiencing different cultures.” before returning to superbike in 2004, always want to have a good feeling with popular winner would there be than Nori?” Despite his kids’ boundless energies and taking a private Ducati to third in the the bike and be fighting for the win but Sadly for Haga’s many female fans, Nori apparent fascination with bikes, Nori says championship. even at the start of the season it did not is happily married to Yurie. Haga’s turbo he won’t push them into a life of racing. While some expected Haga to continue affect my motivation. When I signed I charged sons, three-year-old Akito and “When Akito, for example, become 15 from where he left off with Yamaha in always understood that this was a learning two-year-old Ryota, are rarely away from years old I not recommend riding bikes. 2000, others foretold him finding the year for us; the first year with the R1 and his side and have changed his outlook both But if he want to ride then I will help.” strain of taming the initially recalcitrant the first for the team with superbike, so8

22 INSIDER INSIDER 23 we did not expect immediate results. My motivation was always good because the team always listened to me and worked to get the bike how I wanted it and give me the parts I needed.” For team boss Massimo Meregalli, work- ing with Haga was a new experience and, despite a slightly rocky start to the rela- tionship, he has been seriously impressed with his rider’s ability. He said: “For sure Noriyuki has a very particular way of work- ing. At the first tests it was quite unbeliev- Nitro Nori’s still on the able to see our bike in the garage with the edge when it comes to big number 41 on it and it did take us Haga fans will go racing, but Papa Nori (left) has grown up some time to learn his way of working. to all extremes to show their loyalty from the rebel of 1997 Once Nori got familiar with the R1 he showed his ability to make many big changes tyres at a higher rate than most. A double was poor, in particular Qatar, Misano and Haga won in Assen in September 2000. “At Hatch circuit showed that Nitro Nori a little bit more drive than me in the first to the bike and still be able to give accurate DNF in Phillip Island was followed by a Imola. The next round at Misano saw Haga the test in Brno we made change to the was back to his explosive best. Haga and race, so for the second we made some quite feedback. For example, he will not think brief respite in Valencia, where a fourth still struggling to find a good feeling with geometry and suddenly the feeling is good. world champion-to-be slugged it big changes, especially making the gearing twice about changing the suspension, gearing and fifth was a reward for the team’s the bike and badly affected by a lack of trac- Compared to and we were out at the head of the time sheets from the lower, and this gave me better acceleration.” and tyre all in one session, yet he can still improved set-up, but the team’s home race tion. Qualifying was a disaster: 21st on the still down on engine power but because the very first practice session. Both races were all With the R1 finally tamed, Haga actually go out and analyse each part individually. at Monza confirmed that things were still grid, but Nori-chan’s talent and sheer feeling with the front is good we are able to out war, with the two superbike legends outscored eventual champion Corser over the Always in practice he is working towards from perfect, with Haga again outraced by determination brought the R1 home with a push much harder and brake much later. This clashing fairings at almost every corner in second half of the season, taking 183 points the race rather than just setting one good his team-mate and finishing ninth and 11th. brace of sixth places. was the difference. In qualifying I had still front of an enthralled crowd. Corser took the to Corser’s 179 and scoring nine podium fin- lap and even between races he is not afraid There’s no doubt that the team were later Practice for the next round at Brno some problems with rear traction but for win by less than two-tenths of a second in ishes to the Australian’s six, a record that to make sometimes big changes to the set-up. than most when it came to developing the showed no major improvements, with Haga race two we made a few small changes and could’ve been bettered had Haga not been At first we found this a little strange but bike, but by May it was looking like their complaining of a lack of grip as he quali- found solution.” “You can never count knocked off in a hairy opening race at Magny now we understand how Nori works and I target of challenging for podiums and wins fied 18th for the races. The doom mongers Brno also marked the debut of the new, Nori out” Cours. Only championship runner-up Chris think this has been reflected in the results.” in the latter part of the year was way off were sharpening the knives as he came slimline Haga. The Japanese ace shed five Vermeulen outscored Haga in those last six Certainly the early rounds of the 2005 target. However, Haga hit back at Silverstone, home an improved, but still distant seventh kilos in the break, spending more time in the race one, before the Yamaha rider gained rounds (198 points and eight podiums) but campaign proved difficult as Haga adapted one of his favourite tracks, with a front row in the first race, before producing one of gym and taking more care with his diet. “Of revenge in race two, outbraking his rival on it was Haga’s early season results that saw to the R1. Fifth in the two-part opening start and a third place in race two - the R1’s the performances of his career to carve his course, it’s important for a motorcycle racer the final lap and forcing him into a desperate him ultimately finish third in the standings, Qatar race (behind team-mate ) first podium in world superbikes. It proved way through the pack and win race two by to be fit. I work out regularly and I am taking manoeuvre that saw him take to the gravel. “I 162 points behind Corser. disguised the fact that the R1 was proving a false dawn though as the R1 still strug- over three seconds, his first win of the sea- care about what I eat and drink. Before when don’t know why, but I have a real connection If anyone within racing knows Nori-chan difficult to ride and consuming its Pirelli gled badly at circuits where surface grip son and Yamaha’s first in the class since I ate in the evening I would also drink a can with Britain and the British people, even then it is Yamaha Motor Europe’s racing chief of Coca Cola, now I will drink some sparkling though the weather is always so bad!” jokes Laurens Klein Koerkamp. He worked with water. I still allow myself a beer every now Haga. “ was the highlight of Haga during the rider’s first tenure with and again, but only one. I am watching calo- the year. I had been on holiday in Japan and Yamaha, between 1998 and 2001, and was ries. It is a help for me when I am riding. before I left the team had told me that we the man responsible for signing him up to I can move the bike from side to side more would have a new engine for the race. ride the R1 in 2005. “I first met Nori in the easy, which I notice when I am following Unfortunately when I arrive they told me winter of 1997,” he recalls. “He was a shy kid riders through chicanes.“ that not all the parts were ready but still all who didn’t say much, even in Japanese. Since Brno proved an exciting taster that the weekend Troy and I were so close together then he’s learned his languages and, when Haga/Yamaha partnership was back on form - and the feeling with everything: the bike, you know him, you discover his funny side. but the following round at England’s famous the tyres and the circuit was perfect. Troy had “Sometimes it looks like he can be very8

24 INSIDER INSIDER 25 Hockenheim 2000. Colin Edwards discovers that Nitro Nori never gives as the Japanese rider goes past to take the win

rude or difficult to work with, but I’ve hard to even stay in the slipstream, but at manoeuvres is the icing on the cake. found that he is just so focused on getting every corner he would just brake later to And talking of the title, Nori-chan is clear results and getting a good set-up for make up the distance - only to lose it in his objectives for 2006. For the first Sunday. I respect him a lot because you can again at the next straight. Lap after lap time he goes into a season running the guarantee that Nori will always give 110 you could see everyone standing up as they same bike, with the same team and the per cent but, equally, he expects those came into the stadium section and, on the same tyres, a stability he hopes help him around him to give 110 per cent too - last lap the noise was incredible as Nori lift the title. that’s what you need in race team. He is worked his way past Colin. The feeling “It is good to stay and take advantage of able to make a clear distinction between among the team was incredible because if the development work from this year. work and his own time. When the race is there was any track where he shouldn’t More engine power is still number one over he becomes a different man, much have been able to win then it was there. priority for 2006. The chassis is now very more relaxed. “I think that sums up Nori. He’s a true good but we can make better still: for “I think it’s easy to see why the fans love racer but I don’t think anyone will ever example this year we tried maybe four or Nori. Probably my best memory of what truly understand him. He has this wonder- five special but still we use ful Pandora’s Box of tricks inside that is a standard one which has been extended secret to all but him. He opens it during a bit because this has the best feeling. In “He has a Pandora’s races at moments and places where nobody, every way we can make some improvement Box of tricks” including his competitors, expect it. but top end power is most important. But beneath the bravado necessary to be “Important for me is that bike develop- makes him so special came from Hockenheim a world class bike racer, Haga displays the ment is improving always. The feeling with in 2000, when he beat Colin (Edwards) with vulnerability that is quite possibly the the R1 is good now and most important an incredible move between the last two essence of what makes him so popular. For is to start the year with bike capable of corners. Nori was riding the R7 and all his devil may care attitude, Nori’s a winning. I have won many superbike races although it was a superb handling bike, good guy who loves his family, wants to and come close to the title before. This is possibly the best ever, it didn’t have as please his fans and is desperate to win the still the big thing I have to achieve and much top end power as some other bikes, world title that has so far eluded him - always this is my goal at the start of a which was especially telling on the long that he possesses the ability to pull off year. I hope that next year is my best Hockenheim straights. Nori was finding it some of the most exciting overtaking chance to win.”<

26 INSIDER Ahead of the pack YAMAHA’S MIGHTY YZR-M1 ruled MotoGP in 2005, a result of five years hard work by Yamaha’s race department. Yamaha’s YZR-M1 has dominated the MotoGP world championships “No question, it’s the best bike out there in 2005, winning the rider, team and manufacturer titles. Insider now,” says Jeremy Burgess, Valentino Rossi’s went to Valencia to ride Valentino Rossi’s bike and uncover its crew chief. “At the start of 2004 it was maybe 75 per cent as good as the best, by the end of winning secrets last season it was 90 per cent there and now I’d WORDS: MAT OXLEY PICTURES: MILAGRO say we’re five per cent ahead.” Developing a racing motorcycle is a three-way process - between the factory, the pit crew and the riders. Each development cycle commences with the rider giving feedback to his pit crew which is then analysed and related Yamaha’s Technology Development Division. When Rossi joined Yamaha at the start of 2004, the M1 was already well on its way to becoming the best-balanced MotoGP bike. Yamaha began work on a new engine configura- tion during 2003, using an uneven firing order and four-valve heads. They also modified the chassis, shortening wheelbase to take full advantage of the inline four engine’s inherent compactness. Rossi immediately appreciated the new bike’s ‘sweeter’ power delivery and superb manoeuvrability. This combination took Rossi to nine wins from 16 starts during 2004. For 2005 Yamaha engineers improved top-end power, optimising fuel consumption, enhancing mass centralisation and making the bike perform better across a broader range of conditions. Even a mere mortal like myself could feel the improvements when I tested the bike the day after the season-ending Valencia GP. The latest M1 engine produces perfectly linear power like an electric motor, and it steers and handles more like a 250 GP bike than a big four-stroke. Overall, it is astonishingly user-friendly, like a 240 horsepower R1! The M1 is the epitome of Yamaha’s ‘huma- chine’ technology which acknowledges that are not merely about machinery, they are about flesh and metal - a combination of the human and the machine. This is exactly the same philosophy that Yamaha employs when designing and engineering its street bikes.8

28 INSIDER INSIDER 29 GEOMETRY ENGINE BRAKING SYSTEM The M1 features a multi-adjustable chassis. Wheelbase, swingarm pivot position, ride height, fork Slipper clutches improve corner entry performance by reducing the negative effects offset and castor angle can all be adjusted but generally geometry is not changed from one track to of engine braking. Creating an effective engine braking system is arguably more cru- another, so that riders can feel at one with their machines throughout the season. This adjustability cial than increasing horsepower because at most MotoGP tracks the throttle is fully is instead designed to allow the standard M1 chassis to be set up for the different riding styles of open for only 15 per cent of the lap but closed for 40 per cent. The M1 uses a ramp- Yamaha’s four MotoGP riders. The 2005 model features a shorter engine, thanks to a redesign of the type slipper clutch plus an Idle Control System which reduces engine braking by rais- main shaft, and counter shaft positions. This allowed engineers to mount the rear shock ing the engine’s idle speed. The ICS uses real-time inputs to adapt to changing track on the back of the engine to improve mass centralisation. The fuel tank is also lower than before, conditions and increasing tyre wear. lowering centre of gravity and centralising mass.

DATALOGGING AERODYNAMICS The YZR-M1’s datalogging system monitors more than 50 different engine MotoGP aerodynamics aren’t only about making the motorcycle go fast in a straight and chassis factors, so engineers have the information they need to further line. It is also about improving air flow for the engine and rider, as well as improving improve performance. Data is downloaded for analysis in the pits after each performance in corners and side winds. For 2005 the M1 aerodynamics team’s focus run. Engine functions monitored include speed, rpm, temperature, cylinder was reducing side-on resistance, which makes the bike easier to lay into corners and combustion and cylinder pressure. Chassis factors monitored include sus- easier to control in side winds. The fairing-nose intake was also modified to increase pension stroke, G-force and brake pressure. airflow to the airbox.

ELECTRONICS FRAME The M1’s power-versus-fuel consumption settings are minutely adjusted during The Deltabox frame has been revised for 2005, being more rigid practice but engineers alter the mapping as little as possible so the rider feels in some ways and less rigid in others. Lateral rigidity is reduced so familiar with his machine. Riders can choose from six mapping options via a the frame gives improved feedback and works like suspension, handlebar switch. The medium setting is usually used, but low can be used to minutely flexing at ultra-high lean angles, where conventional conserve tyres during the late stages of a race. In the wet, hard is for a damp suspension becomes less efficient. The reduction was achieved by track and low for a soaking track. The Idle Control System reduces torque in the removing the frame’s upper-rear crossbar, which used to carry the lower gears by controlling throttle valve opening during acceleration and fea- now engine-mounted rear shock. tures an anti-wheelie system, while the M1’s Traction Control System (TCS) has sensors that monitor wheel speed, lean and slip angle to control wheelspin. Yamaha’s priority was to create a TCS that gives the rider a natural feeling and the latest system is simpler but more intelligent than the pre-2004 TCS.

TYRES SUSPENSION Riders get to choose from a selection of Michelin tyres Öhlins’ renowned TTX pressurised damping technology is used on the designed specifically for each track. Michelin usually sup- YZR-M1 and has taken performance to new levels with improved consis- plies five or six rear slicks and three or four front slicks of tency, better feel and reduced tyre chatter. The M1’s suspension is now varying compound and construction for each event. Riders so good that Öhlins has been able to reduce adjustments to just preload use 30 to 35 tyres during practice as they look for the best and low-speed rebound and compression damping. This greatly simplifies race tyres. Soft qualifying tyres, which offer maximum grip the set-up procedure, so riders need only a few clicks to get the correct but only last a few laps, intermediate and full rain tyres settings for each track. are also available.

BRAKES The latest Brembo MotoGP brakes are beautifully crafted and stun- ningly effective. The twin front carbon discs and pads operate at tem- peratures of up to 650° Celsius and provide massive deceleration ENGINE of up to 1.4g. The 2005 one-piece radial-mount calipers use a new The M1’s engine produces rider-friendly 240 horsepower aluminium alloy developed in F1 that is stiffer and lighter than before. performance, thanks to its uneven firing order and perfectly tuned The rear brake is a conventional steel disc with two-piece caliper. engine-management system. For 2005 Yamaha successfully focused on increasing acceleration, top-end power and improving fuel consumption by eight per cent, to meet tighter fuel capacity limits (down from 24 to 22 litres) introduced at the start of the year. 30 INSIDER INSIDER 31 me e ga s th … ove -R6 nd m YZF g a aha alon am es 06 Y om 0 RN c e 2 TOO ng th DEN hi t VAN et ee MIKE m M ES: o l. TUR e s ve PIC il le OR wh w TAYL a e AUL n S: P in le ORD nce who W O o a on t 32 INSIDER INSIDER 33 NORMALLY RIDERS HATE these sort of The serious sportsbike rider expects, nay Yamaha had addressed all the things that fer from the YZR-M1 MotoGP machine, things. Twenty-four hours ago Kevin demands, his machine to be race track we asked for. Even in that virtually stock it’s pedigree looks ideal for the cut and Curtain won his first world supersport race developed, an aspect project leader Makato specification and with no proper testing I’d thrust of supersport competition. One of the season at the EuroSpeedway venue Shimamoto and his team were well aware have raced that new bike in the last two such example is the fuel injection system in the former East Germany, today he’s of. "The whole bike concept has become rounds. The pick-up in the mid-range is just with its secondary injectors, working in tired, emotionally drained and 100km more racing orientated,” he explains. "We so strong, I guess down to the second tandem with the main injector to ensure at the Oschersleben circuit - taking his developed a brand new engine for a new injector and the short-stroke engine, and optimum fuel injection efficiency in the first ride on the bike he hopes will take performance level and the engine defined the front end grip is a big, big improvement. higher rpm range and giving a huge bene- him to the 2006 Supersport World everything around it. We wanted to find This was one of the problems we had when fit to the supersport racers, who are Championship crown. and translate innovative solutions. That’s racing the previous bike: there wasn’t as bound by the rules to use the production The very word testing has a slightly why we could make such a big step for- much weight over the front wheel as I machine’s throttle bodies, injectors and glamorous ring to it. In reality, testing is ward with this new R6." would have liked for a race bike, and when butterfly mechanisms - hardly a handicap about stopping and starting, chopping, So the third generation R6 was conceived the fuel load went down it was easy to lose when the stock bike features equip- changing and burning off the laps all day as a racer first and a road bike second. the front. Even on the stock suspension this ment like this. Racers can further long. It’s a tiring, monotonous task without Yamaha took a no compromise attitude bike feels so planted and the feedback benefit by fitting a race ECU the buzz and competitive edge that the when it came to building their flagship you’re getting is unbelievable. We’ll have made by the Yamaha competition of a race weekend brings. 600, right down to ensuring that the com- our first tests of the full world supersport- Engineering Corporation (YEC), But today Kevin is actually quite enjoying ponents that do not belong on a race bike spec bikes in December and already I’m which allows the fuel mapping testing, pleasantly surprised that a near- are not integrated in the bodywork of their looking forward to it.” and ignition settings to be fine stock bike feels almost as good, and in new baby. The designers didn’t think they Curtain’s Yamaha Motor Germany squad tuned on a laptop computer. some areas better, than the bike he’s taken should be part of the basic shape of the took delivery of their first pre-production Perhaps one of the most groundbreak- bikes before the end of the 2005 season ing features to come from the M1 is the to give them every opportunity to hit the Yamaha Chip Controlled Throttle (YCC-T). “Yamaha has addressed all the things ground running in 2006. The outgoing Yamaha’s engineers made the decision to we asked for” machine that took Curtain and Parkes to use this highly advanced new throttle two one-two finishes in the last three control system on the R6 because it is rounds was producing a staggering 140bhp ideally suited to the extremely wide rev- to second in the world championship. The bike. After all, when was the last time you at the rear wheel, so this is the initial range of the new 600cc motor. bike he’s riding is the first YZF-R6 to hit saw a world supersport contender with a target for the Yamaha Germany team to YCC-T features an engine management the track in Europe, it’s not even a full licence plate attached! achieve with their new steed. unit with around five times the capacity world supersport-spec bike - rather a stock While the 2005 R6 remained one of the Supersport racing is one of the most of that of the 2005 model, and this mas- pre-production machine fitted with a few most powerful bikes in the Supersport popular racing classes at both world and sive processing power ensures that the kit parts and a race fairing - and the pur- World Championship, there’s no doubt that national levels. Part of that popularity new throttle delivers outstandingly pose of the test is to get his initial feed- she could be somewhat difficult to ride comes down to the fact that although tuning smooth and highly responsive action. back on what he wants to make the bike a right on the limit. As a result, the engineers is allowed, many of the key components In particular, the YCC-T system optimises winner when the lights go green on the of the new model have given Curtain and must remain as they left the factory - the relationship between the engine 2006 season in Qatar in February. Yamaha his team-mate Broc Parkes the improve- making supersport one of the most cost speed, intake air flow and drive torque and the Yamaha Motor Germany squad are ments they have been craving for, namely effective championships today. curve, to give a smooth and controlled serious about reclaiming the world super- stronger mid-range power and front end Yamaha makes a range of kit parts to power delivery for such a high revving, sport crown they last won in 2000. grip, plus a hell of a lot more. allow racers to change the parts permitted high performance engine. The latest R6 marks a shift in emphasis “When I rode the new bike for the first under the regulations, but the company When a conventional throttle is opened for Yamaha. Previous models were con- time I couldn’t believe it,” says Curtain, an knows only too well that in this class the suddenly, the amount of fuel delivered to ceived as road bikes first and foremost but 12 time Australian champion and veteran base bike has to be good if you’re going to the cylinder head can be excessive, result- racing, and naturally winning, in the super- of developing production bikes into race have a chance of winning. And as the third ing in less efficient combustion processes sport class was always high on the list of winners. “I didn’t really know what to generation R6 is one of the first models in and reduced performance. However, with priorities. Not that the two are so far apart. expect but straight away I could see that the Yamaha range to use technology trans- YCC-T the computer constantly8

34 INSIDER INSIDER 35 processes data from various sensors - materials and weight must be the same as including air temperature, intake air pressure, on the standard bike. As the new R6 fea- atmospheric pressure, crank position, engine tures titanium valves, the teams too will be speed, temperature, throttle position and able to take advantage of the lightweight oxygen. The data from the ECU enables valves - resulting in increased rpm and, in YCC-T to control precisely the opening of turn, increased power output. Other impor- the throttle valves to suit the conditions, tant technical features which make a sig- and in doing so it ensures that the opti- nificant contribution to the performance mum fuel/air mix - and therefore higher of both the road and race bikes are the performance - is delivered every time. new crank and pistons. These are two more YCC-T has been developed specially by an areas where the racers must remain independent project team, while hours of absolutely standard, with not even polish- development work by Yamaha’s test riders ing allowed. The inertial mass of the crank have ensured a natural feeling for the has been reduced compared with the 2005 rider. The result is a system which deliv- model, and this ensures that the new ers smooth, linear, carburettor-like engine is able to offer improved pick-up throttle response in the low to medium and acceleration, while the new pistons are rpm ranges, with remarkable levels each 13 grams lighter, reducing horsepower of power above 10,000rpm. To losses and vibration while running at a ensure a fail-safe system the bike is phenomenal 17,500rpm. also fitted with a conventional throttle One of the most original design features cable to close the butterflies when the on the new R6 is its with twistgrip is shut. its YZR-M1 inspired silencer mounted The engine itself is a short-stroke motor midships, both laterally and longitudinally. capable of revving to 17,500rpm in stan- Slovenian exhaust company Akrapovic have dard trim. The switch from the old 65.5 x produced a race version which will be 44.5mm dimensions to 67 x 42.5mm of the available over the counter to racing cus- all-new 2006 engine should provide a plat- tomers as part of Yamaha’s YEC range. will no doubt be excited by the fully- form for more power. The combustion But there’s much more to the new YZF- adjustable 41mm upside-down-front-forks chamber design has been made more R6 than its engine. A new Deltabox chassis which feature a unique two-way compres- compact, which has led to an increased has been designed following a ‘straight sion stroke damping adjustment allowing compression and at the same time the frame’ concept that see the steering head, both low and high speed damping to be tuned for even more control on the race- track. Öhlins is developing a range of front With YEC parts you can turn your R6 fork springs and rear shock absorbers into a racer like this which Yamaha will offer as part of it’s YEC kit parts range. The massive air induction valve angles have been reduced. Intake swingarm pivot and rear axle lying in a sin- system is another M1-derived feature, angle is now 11.5 degrees, compared with gle plane to achieve the desired balance going straight through the machine’s Racing teams can transform their R6s with the Yamaha Engineering Corporation the 2005 model’s 14 degrees while exhaust and rigidity using information gained from headstock and using the inside of the (YEC) range of parts. For E4,535*, you can purchase the basic engine kit consisting angle is now 12 degrees to the old bike’s the YZR-M1 project. The new chassis meets frame as the air cleaner box. of the camshafts, ECU and ancillary parts required to give a ‘stage one’ tune. Further parts are available to convert your YZF-R6 into a fully-kitted like the 14. In addition to the reduced valve angle, Curtain’s call for more weight over the Journalists are already claiming the YZF- bike in our photos, featuring all YEC engine parts, close ratio gearbox, Akrapovic the valve diameter has been increased to front wheel, it’s 52.5/47.5 weight distribu- R6 to be the most significant bike of 2006. titanium exhaust, high capacity radiator, 2D datalogging system and Öhlins 27mm inlet and 23mm exhaust. While race tion again replicates Mr. Rossi’s M1. As For Yamaha Racing, proof of this will only come suspension. YEC also produces a range of parts to turn the YZF-R1 into a world superbike contender. Visit www.yamaha-racingparts.com for more information. teams may change the actual valves under world supersport rules insist on the stan- if Curtain or Parkes bring home the super- * Pan-European recommended retail price excluding VAT FIM supersport regulations the diameter, dard front fork being used, Broc and Kev sport world title come October next year.<

36 INSIDER INSIDER 37 Double superbike world champion Colin Edwards returned to the Yamaha factory in 2005 as team-mate to Valentino Rossi in the Yamaha Team. In his first year on the YZR-M1 the Texan finished an impressive fourth overall in the championship but, as he told Insider, he's aiming higher for 2006 WORDS: BERTIE SIMMONDS PICTURES: MILAGRO

What was it like coming back to Yamaha? I’ve seen what Valentino has been doing from the bike and I’m eager to go testing Like coming home, really. I was brought up with the bike and I realise that my style is and chuck different tyres at the thing. through Yamaha’s off-road family when I not the answer. I’ve got to get more corner That’s what I’m good at. You can’t do all rode motocross in the States and then speed with the M1 to succeed. I’ve worked this on a race weekend as you only have when I went to road racing I hooked up hard at this for the last few races of the about four hours on the bike. You don’t want with them again. I won the 1992 250cc season. It was difficult to do, but I had to to crash otherwise you’ll lose time getting title on a Yamaha and then we went super- treat those last couple of races as a test. back to the pits. We’ve got three trips to bike racing with Vance and Hines. From Sepang planned and one to Qatar. I just 1995 I did two years with the factory Can a rider really change his style? want to spend three days going around in Yamaha team in world superbike. Many Sure. Valentino can do it in the middle of a circles to complete the job. of these guys are in the MotoGP team, race! My good results came at places where including the team manager Davide Brivio. we had traction thanks to a bit of banking What is it like being Vale’s team-mate? It was like getting back in with old friends. or camber, or at super silky-smooth tracks. It’s good. We work well together and he’s As soon as we had bumps, we struggled. a good guy. We’ve got on well for a good You were the only rider to score points You’d speak to Valentino and he’d just say: few years now, so that helps. in all 17 Grands Prix, what do you put ‘traction not a problem.’ It was because of your consistency down to? his style being so different. He’s braking Does teaming up with the world’s best I guess it’s because you don’t win anything hard, earlier. I’m braking around the same motorcyclist put more pressure on you? if you fall down, so I try my best not to. place, but I’m leaning on the brakes just a Not really. Who better to measure yourself I’ve learned that the hard way. I’ve said little, before getting progressively harder, against? I’ve been wanting to be before that I consider myself an intelligent so when I’m about to turn in, the bike’s Valentino’s team-mate for years, it’s just rider, so I know that falling down can hurt just not underneath me, it’s stopped. Making that years ago everyone - including me - both you and your title chances. Thing is, this conscious effort to change is difficult. probably thought that we would be on a you get some riders that may not think You try it next time you ride! It’s real easy different make of bike. that way and they’ll take a few more in practice, there’s no pressure, but come chances and get a result. the race and it’s very different. The red How do you go about beating Rossi? lights go out, there are people around you You’ve got to be able to put pressure on You mentioned that you’re having to and you go back to how you normally ride. him. Like anyone, sometimes he makes change your style for the M1, why is that? I’ve got to get this new style to be automatic. mistakes. These come from pressure and it’s It’s a necessity. I’ve had three seasons in up to the rest of us to apply it, if we want MotoGP, but each on a different bike. I’m Is it simply about being faster mid-corner? to beat him. now working towards my second season It’s not just that, it’s the tyres. With the old with the same team and the same bike - style, the Michelins always did the same Does he get preferential treatment from for the first time in my MotoGP career. So thing: maybe three or four good laps and anyone at all? I’ve finally realised that you have to ride then they’d take a drop in consistency. With I’ve heard whispers that Vale gets the best these bikes different to a superbike. the new style, it’s its eight or nine laps tyres from Michelin. Man, that’s the biggest before the drop. If I get this thing sorted, load of bull. I know what goes on. I know In what way? the tyres should stay better for longer. we get the same stuff. Well, you have to carry much more corner speed on these things and to be honest I’ve You must be looking forward to going But can he party as hard as Colin Edwards? got a classic superbike style. Brake hard, get testing then? (Laughs) Ha! I loved being out with him into the corner, turn it and fire it out. That I’ve never wanted to go testing as much as after the Laguna GP. I think I had a hang- worked for me and won me two titles, but I do now! I’m starting to get a good feel over for three days! He’s the main man in8

38 INSIDER INSIDER 39 Thanks to Manwood & Raoul de Thouars.

Europe, but over in Las Vegas where we were partying, he was just another high roller who had to pay for things like everyone else! We had a stretched Hummer and a crew of people. Some of the nightspots were charging $375 for a bottle of vodka - minimum purchase two bottles! It normally costs $65.

How was it having a GP in your home country at last? Man, it was awesome. I felt so proud to be there in front of the fans and wearing that special yellow and black Yamaha North America colour scheme. All my heroes rode in that colour so to get a podium was very special.

Was that the highlight of the year? I guess. There’s only one guy ahead of you when you’re second! But Nicky had a dream weekend. That’s the sort of week- end I’m shootin’ for at Laguna next year.

So when is Colin Edwards going to step up on top of the podium? I believed it would be this year, I really did. We’ve got some work to do, but the team are behind me 100 per cent. With some good winter testing coming up and after that I want to be on it every week- end next year. I’ve been on the podium, so I know I can do it. Now for 2006 I want to be fighting for the podium every weekend - just like Valentino does.

Do you ride much on the road? I rode a while back with my friend Matt LeBlanc, who played Joey in Friends. He’s got loads of bikes and has been riding since he was a kid, so he’s pretty good on two-wheels - going off-road - the whole nine yards. So we’re going down these roads and I’m freaking out! There’s cars coming the other way! As soon as we hit some canyon roads I could relax a little, but it’s still way different to riding on the circuit.

So have you had the opportunity to ride any of Yamaha’s new bikes for 2006? Yamaha asked me to help out with some promotional videos so I rode a couple of the bikes, the R1 and R6. Man, the R6 was amazing. It feels great. I couldn’t believe it... it feels just like my M1! Compact, sweet- “I want to be fighting handling. Seriously, it does. But I have to for the podium temper that with the next quote, it feels the same… but with about 130bhp less. every weekend like Which is as it should be for the street! It’s Valentino does” pretty awesome, all the same.< 40 INSIDER BLBLUUEE ARMYARMY Yamaha riders and their YZ250Fs dominated MX2 this year. Antonio Cairoli wrapped up the championship and the blue riders claimed 11 out of 17 GPs. The bad news for the competition is that the YZ250F has gotten even better for 2006… WORDS: TOM JACOBS PICTURES: MIKE VAN CLEVEN

IN ONLY HIS second full season of Grand from Andrew McFarlane, Billy Mackenzie, Cairoli’s rise to the top has been nothing Prix racing, Antonio Cairoli reached his Anthony Boissiere and Davide Guarneri less than stellar. “I remember people were goal of winning the MX2 world champi- underlined the series’ variety, but Cairoli very surprised by my results last year. I had onship. The tiny Italian spearheaded a was the man to beat with 13 moto wins, never scored points before in my career Yamaha effort that saw the YZ250F claim- becoming the youngest Italian motocross and I only qualified twice so it was a big ing the top three places in the champi- world champion and the country’s first shock to see me riding in front. Actually it onship, winning 21 of the 34 motos in the since and Alessio Chiodi was even a bit of a shock for me!” grins hands of five different riders. Heat wins in 1999. Cairoli. “The big change came when I8

42 INSIDER INSIDER 43 THE WONDER

enthusiasm that the production 400cc but at the same time it will accelerate out YEARS A BRIEF HISTORY OF THE YZ250F four-stroke created and Yamaha wanted to of bends like nothing else. The overall push the envelope even further. (We knew) package is very hard to beat.” the 250 four-stroke could be the bike that However, the desire to make the YZ250F FIRST TIME WINNER would change the face of the 125 class the ultimate user-friendly race weapon has 2000 forever and that’s how it turned out! In inspired Yamaha engineers to move the Ernesto Fonseca wins the 11th round of the All Japan 125cc mid-June 2000 Yamaha America hosted an game on once again. The 2006 YZ250F championship, the YZ250F’s first off-road bike introduction for the combines an improved liquid-cooled, four- ever race. Tony Cairoli: first YZ250F world champ Yamaha test rider Doug Dubach in action American press and they showed the stroke DOHC single cylinder five-valve JAPAN CALLING 2001 YZ250F for the first time in public and I engine with a newly-designed aluminum Hisashi Tajima dominates the needed to be very cautious about what to frame. The frame is designed to achieve championship, winning ten heats. say. I was actually a bit low-key about the the desired strength and rigidity balance FONZ WRITES THE RULES 2001 performance, because people would not have while maintaining right amount of for- Costa Rican Ernesto Fonseca writes history, making the YZ250F believed how incredibly competitive it was…” giveness and making the YZ250F even eas- the first four-stroke bike to win The first race came at the last round of ier to ride over a gruelling 40-minute a major 125cc title when he wins the 2001 AMA west coast the All Japan MX championship in 2000 moto. Engine developments were focused supercross championship. where Ernesto Fonseca would ride the on power characteristics at low and mid REEDY TAKES IT EAST SIDE YZ250F. “We always believed in the poten- range and improving the engine power at 2002 Chad Reed wins the 125cc east tial of the YZ250F, but we could not have high revs. Other exciting 2006 features Supercross championship with hoped for a better debut,” Nakayama include a new exhaust system, dry sump oil six wins out of seven rounds. recalls of that Sunday in October. “Ernesto system and high capacity radiators. EVERTS TAKES SECOND 2003 took the holeshot in both races and won From amateur rider to world level pro, Stefan Everts participates in twice.” Many race wins and championships the YZ250F is extremely versatile. selected 125cc GPs but still manages to come second overall. would follow. From the middle of the 2003 Something world champion Cairoli 50TH MAJOR WIN season, Stefan Everts entered 125cc GPs on acknowledges: “My GP bike is still fairly 2004 Eyes on the prize: Yamaha’s MX2 contenders can’t wait to ride the aluminium- Stefan Everts won eight Grands Prix on his YZ250F in 2003 framed 2006 YZ a virtually production YZ250F. Despite close to the production stuff, only the Mike Brown wins the second heat of the AMA Michigan National missing the first quarter of the season, the characteristics are a bit different. There marking the 50th victory for the switched to the Yamaha De Carli Team at 125cc west supercross championship. in motocross, also to ensure high power Belgian legend still won eight races to is something of a hard-revving two stroke YZ250F in major competitions in Japan, Europe and north America. the end of 2003. For the first time I was in Results on the track only confirmed the and engine torque at the same time. To come second in the championship. Not bad bike in my YZ250F but you can ride it ONE TEAM PODIUM a professional team who believed in me. I major coup YZ engineers had pulled off keep the reciprocating masses to a minimum considering he only rode the 125s as a extremely hard for a long time without a 2005 Andrew McFarlane leads Ricci also found it easy to change to the 250cc because, at that time, four-stroke engines we used titanium for valves, for example.” team mates Guarneri and Chiodi, four-stroke bike.” in motocross had only made their point in Of course one of the initial reasons for during the GP of Europe in From amateur rider to world level pro, Teutschenthal. All three rode Strong pre-season results in the 2004 the 500cc or open class. Despite Bartolini’s the development of four-stroke motocross the YZ250F is extremely versatile YRRD-kitted YZ250F bikes. Italian championship were not a fluke and 1999 world title defining the brand’s pio- bikes was the desire to create cleaner engines. YOUNG GUNS GO FOR IT the Sicilian kid took the GP world by storm. neering role, there was still a degree of But another came from racing, and even 2005 Dennis Verbruggen wins the He scored his first podium, heat win and scepticism with the announcement of a the joy of riding itself. Over time controlla- warm-up for the MXGP races! lot of effort. I like that, and of course the Junior world title in Jinin (Czech overall GP to finish third overall, grabbing 250cc four-stroke. bility had become an increasing problem However the legend of the ‘small’ fact that I almost always win the holeshot. Republic) giving Yamaha a back- to-back win after Ivo Steinbergs’ the title one year later. Cairoli’s perform- “Generally, a four-stroke engine is about with powerful two-strokes. The YZ250F Yamaha four-stroke mx-er is not only I used to think that four-strokes were for win in 2004. ance is seldom seen in motocross, however 20 per cent heavier than a two-stroke,” launched a revolution in the light class, based on race wins. Year after year the old men. The YZ250F certainly changed WORLD DOMINATION it seems the perfect complement to the explains YZ project manager Yoshiharu coupling hardcore race performance with YZ250F has moved forward, offering a my mind about that!” 2005 < Antonio Cairoli claims the MX2 record setting nature of his machinery. Nakayama. “In developing the original ease of use. Renowned Yamaha test rider complete and unique riding experience. world champonship as Yamaha takes the manufacturers’ title. At its launch the YZ250F stunned the YZ250F, we sought a design that would and multiple champion Doug Dubach vivid- Tim Olson test rider for the American mag Yamaha Rinaldi Research & Development motocross world in the same way that the bring out the strong points of a four-stroke ly remembers the development stage of the Motocross Action is a fan. He said: “The WINNING DEBUT produces a range of official kit parts for 2005 revolutionary YZM400 had in 1997. Even in and keep the weight down. We already had YZ250F. ”At the end of 1998 we received YZ250F just doesn't tire you out, it’s proba- YZ models. For more information visit Brett Metcalfe wins the AMA its very first season it made a huge impact, experience with five-valve engines in road the first YZ250F prototype and it was all bly the easiest to ride motocross bike that I Supercross Lites US Open in his www.yamaha-racingparts.com first race on the 2006 YZ250F. with Ernesto Fonseca winning the AMA racing, so it was obvious to use this layout very exciting, because we saw the great have ever ridden. It’s very stable and agile

44 INSIDER INSIDER 45 INTOINTO THEZONETHEZONE It’s more important than a ten horsepower engine boost, more important than a super-sticky rear slick, and it’s all in your head… Mat Oxley delves into the Zen-like psychological state of mind that every racer craves

ALL GOOD RACERS have pre-race rituals, transcendental state of mind experienced I can say something about that or they none more famous than Valentino Rossi. by sportsmen on rare occasions, during won’t let me do the next race’. That race The world champ’s routine allows him to which normal capabilities are effortlessly was awesome, the best I’d ever done, I slip into an almost dream-like state, so he surpassed - everything seems to go right, think I was having so much fun on the can maintain his focus and maybe enter you’re riding faster than ever and if you bike, probably more than ever in my career. the zone, because he doesn’t need his con- make a mistake you seem to have corrected I could manoeuvre the bike, put it in dif- sciousness to do anything. In racing, the it before you even made it. The world ferent areas of the corner and kinda intimi- tiniest diversion can disrupt your whole around you seems to slow down and you’re date everybody and enjoy that. It was like mental state - like losing a glove and pan- operating in an altered state of conscious- turning around and sticking your tongue icking for 30 seconds while you look for it ness, the thinking part of your brain shut- out at them, that’s the way I felt. When - which is why Rossi always keeps his ting down while the intuitive part fires up. you can think that way and you’re in a leathers, helmet and gloves in the same Dean Miller, ’s trainer dur- world championship race, when there’s so place, and why he keeps the same break- ing his GP years is a firm believer. much on the line, I was just feeling like a fast, lunch and dinner schedule. It’s all “Valentino’s record is superb, because he’s kid thinking it wasn’t meant to be that about routine. “If I know exactly where my never changed anything,” he says. “He still much fun!” things are it gives me a feeling of calm and stays up late, still turns up for morning Rainey’s experience tallies with psycholo- security, so I can think only about the practice with his hair all matted and side- gist Mihaly Csikszentmihalyi, who investi- bike,” says Rossi. The Italian’s pre-ride rou- ways, but he’s consistent, he keeps the gated flow in the early Seventies. He sur- tine is renowned and goes something like same pattern of behaviour.” mised that flow is “a common subjective this: fiddle with earring, pull on helmet, Rainey still has memories of flow. “Some experience of pleasure, interest and even slip on gloves, walk towards bike, bend for- were really strange and some were a lot of ecstasy, derived from activities that per- ward, squat down, grasp the right footpeg fun. But the ones that really stand out fectly match one’s skills with the demands - apparently performing some kind of com- were the ones that were just odd. At for performance”. munion with the M1 - climb aboard and Suzuka in 1993 I had an out-of-body expe- “Friday and Saturday were a waste of tug the seat of the leathers while riding rience. It was like I was looking down at time,” says Rainey. “I was always building down pit lane. myself going into the fast right before the to Sunday. I had a ritual before the race What we’re talking about is the psycho- hairpin and laughing, smiling and giggling. that would get me into the right state of logical condition called ‘flow’, or ‘in the It was so odd, I remember thinking in the mind. I’d be dancing around my motorhome zone’ as Americans say. Flow is an almost post-race press conference: ‘there’s no way or kicking my leathers, or I’d sit there,8

46 INSIDER INSIDER 47 INTO THEZONE

Valentino Rossi’s ritual is Suzuka 1985: visualises probably the most famous of all his way to on the FZR750R

focusing on the feeling of being excited Kenny says: ‘let’s go back to the hotel’. He of braking, a lot of cornering. And if it and wanting to spit nails and rip the han- told me not to let anyone knock on the works, it just flows. It’s an ethereal situa- dlebars off the bike. It was like going out door, he didn’t want anyone bothering him. tion of everything coming together from to fight. The music depended on the mood I He lay flat on the bed, doing lap after lap everything you’ve ever accomplished and was in, maybe a bit of country, or it could’ve after lap for about 50 minutes, then gets everything you’ve ever worked for. been pop or rock ’n’ roll. It was never the up and says ‘I’ve found it, I’ve found half a “I don’t think there’s one person in our same, but when I left the motorhome I was second here and a second there’. We go paddock who needs a sports psychologist. always ready. back to the track and he qualifies on pole, Back in 1990 Kenny brought in a psycholo- “I always looked forward to the prepara- just like that. gist to work with John because he thought tion, it was one reason I raced. I’d think “Everyone has their own way. Some guys the kid had a problem with obsessive com- about the race completely, so when I got put the left glove on first and their helmet pulsive behaviour. This guy also said he on the bike I was pretty relaxed. It was goes on in a certain way. You get these thought John had a problem and I said (to much more intense getting ready. I enjoyed crazy situations where guys are trying to him): ‘Well I’m under the impression that that part of my career - those one or two put themselves in that zone. Rossi’s process John’s here to race motorcycles and he’s hours before the race by myself. It was very obviously works for him, it’s repetitive and winning everything and now you’ve alerted intense and very exciting. But it was also a it’s in his best interests not to change it. the guy to the fact that he’s got a problem’. lot of work, a lot of commitment, a lot of “Wayne listened to music but Eddie So I fired him. Kenny wanted to know what dedication and desire. You give up a whole would sit in his darkened motorhome and was going on, so I told him: ‘I know you lot for that.” prepare his helmets, anybody who went in think John’s strange but did you ever see Miller worked with some of the greatest there would think he was a caveman sitting yourself lay down in a motorhome and do Yamaha riders of the past 20 years, from in the dark, but that was just his visualisa- the things you did to prepare for a race? I multiple 500cc champs Rainey, Kenny tion process. Then there was John, people think all these guys are crazy - because Roberts and to 1990 250cc used to think he was a little crazy but all they all ride motorcycles real fast!” world champion . He believes that cleaning was the way he alleviated his Maybe it’s the danger of motorcycle no one has ever been better at pre-race anxiety to do his job. It’s all about having a racing that really keeps the sports psychol- visualisation than Roberts, recalling one specific routine before you do whatever ogists out of bike paddocks. Trying to mess episode when Yamaha brought Roberts out you’ve got to do, some sort of an ambience with the darkest recesses of a racer’s of retirement to contest the 1985 Suzuka going on. brain might only destroy the magic. Which Eight Hour race aboard the brand-new “Your entire life goes into that process is why the sport of FZR750. “We were struggling about a sec- and it all comes together in one moment - sometimes feels like much more than ond and a half off pole. So one lunchtime that’s a lot of laps, a lot of practice, a lot just a sport.<

48 INSIDER The clanging pots and pans of a busy kitchen were staff, who drive their ‘office’ with them from race the soundrack of Karol Teruzzi’s early years, as his to race. After driving the truck and helping set up mum and dad ran a restaurant in . No surprise the mobile hospitality unit, Karol is almost a per- then that he followed in their footsteps when it manent fixture in the galley kitchen. At non- came to a career choice. European races Karol goes too, cooking up tradi- But Karol became a chef with a difference, com- tional Italian food for the Yamaha Italia troops. bining a love of racing with his passion for great He explains: “I got the job five years ago I had food. He got the job after being recommended to to go and sit a test to get the licence to drive the the team by a friend, starting as one of the chefs big Yamaha truck to races! Normally we leave Italy helping out at the busier races. Now Karol is not on a Monday afternoon, then there is usually one just chef, but truck driver and, when the team is and a half days of driving. We start to make the back at its Monza base, a versatile all-rounder. hospitality on Wednesday. We close the hospitality Yamaha Motor Italia’s six strong catering division Sunday evening. After races in Europe we usually moves every plate, oven and spiral of pasta from go back to Italy, have a clean up of the truck and Karol Teruzzi the team’s headquarters to whichever European prepare it for the next race. This is a big job in cook destination world superbike is off to. For many in itself. When at races we arrive at the track for 7am the paddock the way to go to races is to get a to start breakfast, then lunch. Then maybe we have plane but with tons of equipment, furniture and so one free hour in the afternoon and we finish on to carry, this is not an option for the catering working - usually - 11pm, so it is a long day.”

For Alex Briggs, a native of Australian capital we can sack you if you’re no good.’ That was Canberra, a chance phone call from ’s the first phone call I ever had with the guy - Living then crew chief Jeremy Burgess changed the course and I’ve been on work experience ever since!” of his entire working life. He is currently Valentino Briggs maintains another opinion which he Rossi’s mechanic. extracts from his now vast experience of Bikes were not around in Alex’s youth and it was winning. “Most people end up in positions the only when he got to ride a motocross bike during a they don’t even dream of. Most CEOs of school trip to the outback that he became hooked. companies don’t dream of the jobs they end Leaving school to take up an apprenticeship as a up with. You just keep making turns along dream bus mechanic, he rode motocross but never became the way. The best people at their jobs here a world champion. He did, however, help two other are the ones who are not fanatics. If you are riders go on to become world champion. a really big fan of something it’s difficult to Years later Alex planned to go to Europe to work see it for what it really is - grown men help- For hardcore race fans, the only thing better in motocross as a mechanic, but a phone call from ing young men go round in circles as fast as Burgess was to change all that. “Jeremy phoned they can. If you’re in love with it, I don’t than paying to be at Grand Prix and superbike me, but I didn’t know him from a bar of soap. Turns think you can do it as well. Don’t get me races is the prospect of actually being paid to out a friend of Mick’s knew me from motocross, wrong, I love the sport and the racing, but and wanted me to join in the team for Darryl I’m not in love with it.” Alex Briggs be right there in the paddock. As Gordon Ritchie Beattie. I remember JB saying to me, ‘don’t worry, mechanic discovered, all around the world ordinary people have realised their dream to work as

part of the cosmopolitan family that is the Although the competitive world of MotoGP is not of speaking to Helene I had started the job, in always friendly, it can always be thought of as a February 2000. All my friends around me said that Continental Circus kind of cosmopolitan family. For Isabelle Lariviere I was crazy, starting something completely new at ILLUSTRATION: BAS VAN DEN BIGGELAAR the family connection is real however, as it was her such short notice. In the beginning it was quite sister Helene who helped her make the unusual difficult, especially as I started out working with career change from nursing to motorsport commu- Kenny Roberts and I found it impossible to under- nications. She explains: “I was a district nurse for stand him!” 16 years. I enjoyed it but it got too busy and I Unlike most of the paddock, Isabelle relishes thought then that I wanted to change my life. I visiting new places, making the most of each venue wanted to travel, but I did not imagine I would get when work allows. “The travelling is the best thing an opportunity like this. Helene is in charge of a for me, that and the constant contact with different communications agency in Paris and she got a new cultures and people. You need a good understanding contract. It can be difficult to employ new people of people and that is why Helene asked me, even if some times, and as she needed somebody quickly, I had no real experience of this world or this job. that’s why she made me an offer. I guess she She knew that as a nurse I had to have good rela- already knew I was a difficult employee so she tionship skills. You cannot learn that kind of thing didn’t need to find out about anyone else! in school, you have it or you do not. You have to Isabelle Lariviere “I had a lot to learn but with the help of every- like people.” public relations one (in the paddock) I made it. Within two months

50 INSIDER INSIDER 51 The job of team manager is about as multi-faceted little bit of talent to understand rubber. After A few things seem to unite all of the disciplines motive noise and vibration company in Belgium, one as you could imagine. Not only does he do the another year they sent me to the technical school in the paddocks of the world. You have to have then I cooperated with Yamaha on the road bike usual pitbox job of organizing everyone in his con- in Birmingham, he then had an offer to work with a variety of skills to get involved in racing. One side, where I worked on the trol, he is the link to the outside world, other the Benelli superbike team, with Peter Goddard. I is that for almost every top team the working lan- FJR1300. For me coming to MotoGP was teams, media, tyre companies… the list goes on. gained most of my racing experience there.” guage is English so, if you want to work in top a game of chance. I read in Moto Sprint that Some are more hands on than others, but the unit- It paid off, as he describes. “In 1999 and 2000, flight bike racing it’s almost compulsory to learn it. Furusawa-san (Yamaha MotoGP boss) whom I ing trait required by all is organization and setting because I spoke German and English, I also went to For Italian Andrea Zugna, this was necessary had worked with on the roadbike project, was others to their most effective use. For Terrell, this work as Yamaha Motor Germany’s Dunlop super- even before he wound up in the MotoGP paddock moving to MotoGP, and I got in contact with has been something he always showed flair for. “I sport tyre man, so this was where my relationship as Colin Edwards’ data engineer. “You need to have him - originally just for GP tickets! We got had no ambition to do this job, but I was always with Yamaha was born.” good English for this job, so I went to learn English talking and a year after he offered me a job.” good at organising things. I felt I had a talent for He obviously impressed, as he was offered the in England three times. For my previous job in Has it all been what Andrea expected, or is that, but I used to even organise football teams team manager’s job! “They reckoned I fitted into Belgium I was living and working in English the lustre dimming with familiarity? “Still I and things like that when I was younger.” the team, everything worked well. Before I had anyway. Also many books were written in have about 90 per cent passion for the job. I Working in the DTM car championship as a tyre moved away from the motorsport tyre fitting and English for engineering, so now I can also think wanted a job that involves my passion. I want- fitter, after applying to be a test driver, Thien soon service side, and been in charge of the entire tyre in English not just thinking in Italian and then ed a job where I would not wake up in the moved upstairs partly because of his American service centre for Dunlop at races, so I was used to speaking in English.” morning and think, ‘Oh no, I have to go to Terrell Thien father’s influence. “Because I was the only one who all the logistical things, placing the trucks and Andrea’s path to MotoGP came not just because work…’ What has maybe changed is that this team manager spoke a little bit English I would get involved in organizing the people, so I had the experience of his expertise, but personal contact through a job (amazing job) is now normal.” Andrea Zugna other things and it was then that I realised I had a needed to run the team.” unrelated to racing. “I went to work for an auto- datalogging engineer

Sometimes, a job in GP racing comes as almost a and Pierre volunteered. “The reason a racing job As one of the more senior members of the MotoGP simple accident of birth or domestic geography. with Michelin came my way is because motor- media paddock, photographer Gigi Soldano, has to just have one client now. It is no longer a job Michelin’s centre of world operations is Clermont sport in general was my passion. I put my hand less fresh memories of exactly when he decided where you can go click, click and then finish for Ferrand, and it seems that most of the town ends up for the job, then after that went to the world that this is where his life would end up. “I first the day. It is half photography and half information up grafting for what is one of France’s biggest superbike team, in stock control.” worked in the motorcycle world in 1984. I lived in technology, sending pictures by e-mail, updating manufacturing companies. During an incredibly Counting tyres in world superbike sounds Varese (in northern Italy) and my start was with websites, knowing how to use the computer to its chequered route from school leaver to the person glamorous enough, but for Pierre another in motocross. It’s difficult for me to think if maximum,” says Gigi. who Yamaha riders communicate with about their change was in the air. there was a plan to arrive where I am now,” he His job means getting the most out of people, tyres at GPs, Saldes has been around the paddock a “After that I went to the GPs in 1999, with stated. He has certainly packed in a lot in the past but in MotoGP, relationships can be complicated bit. He even did a ‘reverse Aussie’ - moving down the Yamaha Red Bull team, when they switched 21 years. “For a period of time I also did video and delicate. So for Gigi, man of many hats, that under to get a job when most of those blokes are to Michelin. I also worked for the D’Antin team camera work in GPs, as I was working in both still is not necessarily a disadvantage. “I studied in coming up here for a job in racing. until 2002. After I went to work for Michelin in pictures and video at home.” university to start, social sciences, then I studied Going almost straight from school to Michelin, Australia, in the racing and sales department in The job itself has changed immeasurably since marketing. Maybe this is useful now and sociology Saldes takes up the story. “I am from Clermont Australia and the French Islands.” It was not a then, and the workload is now huge. So if you’re is very important for relationships with everyone.” Ferrand, and it is a big Michelin town. I left school, permanent move, as most things in racing aren’t. dreaming of sitting around snapping a few ses- What keeps Gigi’s interest up is the subject did national service, and now I have worked for “I came back in 2004, with Yamaha again, in the sions, then going home, dream of something else. matter, the men and the machines. “I always Michelin since 1991.” team with Valentino.” The rest of his story, as Gigi Soldano “Sometimes you need to work with people of had passion to work with motorcycles - to be in After four years in the factory, the racing divi- they say, is history. Pierre Saldes photographer many different nationalities, shooting pictures for this world and not have a great passion for them sion needed someone for the French Championship, tyre engineer a lot of different purposes, because it is impossible is stupid.”

Forced into a job he disliked for well meaning rea- to go and do superbikes. It was one of those Unlike many of his peers, Paul comes from a much doing there so I applied for a job with sons, Graeme realised that a conventional career moments, when I realised that I could do it for a background. “I had always been the PR agency of former racer Roger Burnett path was not really for him. “I wanted to be an living. I had worked myself into the mentality that around bikes,” he says. “My dad bought me a PW50 and got offered a job. I spent two years there, architect or a photographer, but got advised photography would be just a sideline, covering but when I outgrew it I got out of bikes for a few doing PR, contract publishing, covering racing. against it in school. There was also parental pres- costs and having fun, but I was wrong. Now I’m years, until I was 15. Then I got into speedway but It was a great education and I’ve been involved sure to get a ‘real’ job, as photography was seen as working for many magazines and commercial wasn’t that talented, and my work ethic wasn’t as in those things ever since. Ultimately my pas- a hobby, not a career, so I trained as a town plan- clients worldwide, including Yamaha.” good as it could have been either. I got an illness sion is for communication, not the racing itself, ner at university and worked at that job for years.” Graeme cites the best part of his job as standing when I was 18 and that stopped me doing much of and I’m probably as determined to produce His success since taking up the offer to go to beside a warm racetrack, camera in hand, and anything for two years. After that I rode for my good work as any rider is to win a race. I’m in world superbike full time in 2000 came through remembering what his previous job was like. The local team but had decided I wasn’t going to make my third season working for Yamaha. My job is going to rallies and races in his native Scotland. “I biggest problem is being away from family and it as a rider.” basically writing stuff and I’m lucky to work in used to read magazines that did not run any cover- travelling, “At Brands Hatch I missed my son’s Having been a self promoter of some talent back an environment I enjoy. At world superbike age of Scottish races, and when I asked them why, birthday for the third year running but he has home in Britain he decided that he could make a races I’m also a kind of media coordinator and I they said no-one sent them any pictures. So they grown up with me going away when work requires go of it for other people.” I had set up a website also help create Insider magazine. That’s proba- commissioned me to do the championship.” it, and I make sure I enjoy my family time when I when I was a speedway rider and regularly wrote to bly my favourite job. It’s great to produce Paul Taylor From that moment on Graeme knew that first get home. Sitting in airports for hours on end is the local newspapers. At the time I didn’t know something you can touch and feel, something writer chance he had, he would make the full time move. one of the few downsides of the job.” that was PR, it just seemed common sense. When I that people can comment on - whether it’s Graeme Brown “I intended to do world rally, but Castrol asked me quit speedway I went off to do a degree in commu- good or bad. Communication is all about emo- photographer nication and wanted to work in radio. There wasn’t tion. I like to create an emotion in people!”

52 INSIDER INSIDER 53 INSIDER 54 INSIDER 55 Meet Mr Ohlins.. Not happy with bike suspension available on the market, young motocross rider Kenth Öhlin set out to come up with solutions himself. Now, 30 years later, Öhlins has become the leader in suspension technology. And if that’s not enough they have some innovations that could change the face of motorcycling forever… WORDS: TOM JACOBS PICTURES: PIXELPONY

ÖHLINS RACING WAS established in 1976, you. If you do not understand how some- workshop but his big breakthrough came winning its first world title with Gennady thing works you read about it and learn. when factory Kawasaki rider Thorleif Hansen Moiseev in 250cc motocross two years later. That’s the way I progressed and that’s also and his team came to him. ”Kawasaki asked Kenth Öhlin’s facination for all things how I run the company today.” me to modify this bike, so we changed the mechanical came at a young age. His Öhlin, now 56, was a young rider making chassis and we gave the suspension longer father made precision medical instruments a living on the international circuit, travel. Other riders saw what we had done and that attention to detail was to be although his real talent was in the technical and soon we were doing suspension for 10 handed down to young Kenth. field. He noticed how frames and suspen- riders!” The secret of Öhlin’s success was “I was fooling around in my father’s sion were not suited to deal with the simple, he set about designing and manu- workshop when I was only six or seven,” engine power and it wasn't long before facturing shock absorbers that he would he recalls. “He bought me a lathe to play Kenth realised that better performance wish to have for himself. The combination around with and brought me up with the could be achieved by improved suspension. of engineering skill, attention to detail and wisdom that if you can’t do something Öhlin often renovated shock absorbers for superior raw materials achieved results and yourself you go to someone who can help his fellow motocross riders in his dad’s launched the legend of Öhlins.8

56 INSIDER INSIDER 57 and revolutionary concept because at that the tyres, chassis or suspension. Without a time nobody else was thinking of coupling doubt it’s a great blessing for a team to computer technology and mechanics. It work with Rossi. was a computer driven electronic valve and ”With over 100 world titles across a wide we started off by strapping a computer to range of racing categories, you would a bike. Fortunately we soon learned that it imagine it is easy for the Swedes to would be better to build a smaller computer become blasé. But competiton has always ourselves! In 1984 we took out a patent, been very important for the company and Swedish suspension helped Nigel Mansell to the 1993 Indycar title but by then it was very clear that we were Öhlin still holds a few special memories. too small to finance the complete R&D “The first world title with Hakan Carlqvist Öhlins prides itself on providing “advanced setup. Öhlins was looking for a company was amazing,” says Öhlin. “We raced suspension technology” but, with typical who would like to become partner in the together in Sweden and to see a friend modesty, the company offers much more than that. Here are just three innovations project and Yamaha turned out to be the become world champion is awesome, to come out of the Väsby factory… perfect fit. We have the freedom to work especially because I played my part in with different parties and keep on produc- helping him reaching that goal. I was also 2-TRAC - TWO WHEEL DRIVE ing for other companies, but Yamaha has proud when we started to work with Öhlins and Yamaha were the first to come up with an effective two-wheel-drive system. A hydraulic the rights to new technology.” Kenny Roberts, but even in those days pump driven from the gear output shaft delivers Assisting clients at the track has been a technology was not as advanced and it hydraulic pressure to a small motor built into the key element for Öhlins since the company’s was quite easy to improve. When we bike’s front wheel hub, making a totally automatic inception. In 1978, Kenth himself travelled entered CART in 1993 we were quite new system that the rider does not need to adjust or turn on. Power is only applied to the front wheel Europe in a beat up Mercedes truck to to car racing. Nobody knew about us in according to the amount of slip being experienced Specially developed Öhlins suspension features on Yamaha service his clients in 250cc motocross racing America and we were the underdogs. So at the rear wheel. Yamaha introduced two-wheel production models like the YZF-R1SP (pictured above) and Öhlins MotoGP technician Mike Norton Kenth’s personal friend Hakan Carlqvist and, to this day, blue and yellow service was Nigel Mansell, our driver in the drive to the public with the 2004 WR450F 2-Trac XJR1200SP, as well as of the YEC kit part range talks to Valentino Rossi and Jeremy Burgess brought Öhlins two world titles vehicles can be seen at world champi- Newman-Haas team. He was Formula One enduro machine. The system has been race proven onship events around the globe. world champion but nobody had heard of in off-road events like the Dakar rally, but equally it offers huge advantages on road bikes. You can During the early years Öhlins built a are involved in racing as well, but in the success of his company. “Of 200 staff There are eight alone people working for him in the US, but together we pulled it expect some exciting applications to follow the remarkable reputation in the after-sales long run I also believe that you cannot do working for us we have 40 engineers who Yamaha’s MotoGP squad, headed by R&D off. We dominated the championship and coming years. market. But Husqvarna’s appointment of without production. It’s so motivating for are involved in R&D. We have a lot of manager racing Mats Larsson, who won the title in our first year. Away from TTX - DAMPER WITHOUT EXTERNAL RESERVOIR Öhlins as their OEM supplier was crucial everyone to see that the work on the track inventive people, a lot of good ideas and explains: “Servicing teams takes a lot more the track I’m pleased with the impact Öhlins Öhlins TTX damper is a major advance in suspension step for the company: racing is at the pays off, that we make better products and we give them freedom to exploit their than technical knowledge and understand- has had and will have on motorcycling. technology with no fewer than eight new patent heart and soul of the company but without that the volume grows every year.” potential. Most of our profit is invested ing products. Communication is the key, so You have not seen half of what is applications made. Using TTX, the shock absorber production the wheels stop turning as Testing methods and materials have back into R&D, so you could say that we you need to have human skills as well. We possible with 2-Trac, for example. We have is easier for users to understand. Not only does TTX function without any external gas reservoir, it pro- Kenth explains. “Just working in racing improved drastically in the field of motor- are orientated towards the future.” Apart cannot get upset when a rider comes in made tests with a 2-Trac R1 and even on a vides consistently quick damping and is 'cavitation would not be viable for the company. We cycle suspension over the last 30 years. from its engineering talent, Öhlins can and throws his helmet. It is not so bad, as short circuit the average rider is five sec- proof'. With TTX no balancing of reservoir damping need to have production, because you need pride itself in high precision production. it shows he has emotion and a will to win. onds faster in the wet and two seconds to main piston damping is required. Öhlins has a certain volume with suppliers to obtain A walk through the factory shows only too Perhaps the impression of a rider is techni- faster in the dry. People will go faster but, developed the system for cars and bikes, and the “Hakan Carlqvist’s technology is proven at the highest level with parts and materials. If the minimum order well the staff’s drive for perfection. Build cally not always 100 per cent but their especially for powerful bikes, the benefits world title Valentino Rossi using the system on his Yamaha for a certain type of steel is 20 tons you quality is a well understood concept in input can make a huge difference. are huge. Highsides will be reduced YZR-M1 this season. can not say: well we need just material for was amazing” Sweden and Öhlins has introduced a ruthless Generally very few riders can explain why because as soon as the bike starts to slide CES - COMPUTERISED ELECTRONIC SUSPENSION our 200 highly specialised racing forks! Of quality control programme, that ensures even or how things happen. Eddie Lawson had a the slip is corrected. The 2-Trac is just one CES is a semi-active suspension system that uses course most of our technology comes from Extensive computer simulations replaced the smallest flaws are detected. great ability to translate his feelings to the example because we have many amazing computer technology to relay a continuous stream racing. Whether its WRC, MotoGP, Indycar, high-speed cameras to study the behaviour Since 1987 Öhlins Racing has been team and Jean-Michel Bayle is another projects in the pipeline and I’m convinced of commands to the shock absorbers. The system is superbike or motocross, competition is the of suspension travel. Refined technologies majority-owned by Yamaha, although it who impressed me. Valentino Rossi is an that you will hear a lot more from Öhlins simple and cost effective, to such a degree that it heralds a whole new generation of shock absorbers. ultimate test lab. All the time our engineers like data recording allowed more efficient continues to operate as an independent another exception and can break down the in the coming years. < Already Öhlins has CES in production with Volvo and get fresh input from the teams, riders, new feedback. However Öhlin does not hold company. “From 1983 we started to work experience the moment he gets off the Audi, while negotiations with other car manufacturers tracks and so on. A lot of our R&D people technological progress accountable for the on computerised suspension. It was a bold bike, linking the behaviour of the bike to are ongoing.

58 INSIDER INSIDER 59 2005 season review

Yamaha unveiled a scheme nother retro at the seaso colour n-ending V alencia race

s in ossi-mania wa Magnificent seventh for The Doctor R ound the world full force all ar Yamaha couldn’t have asked for a better when he had his only race crash of the ing on his riding technique to take full way to celebrate their golden anniversary year at Motegi. That only delayed the advantage of the M1s high-corner speed Colin Edwards’ best came at Laguna Seca year than by taking a clean sweep in the inevitable by one week and the title was 250 style characteristics. MotoGP world championship. wrapped up in Sepang seven days later. Yamaha’s satellite team, known as Rider, team and manufacturer titles all Two more wins followed, as Rossi ended Yamaha Team in 2005, had two fell to the Iwata manufacturer, with star the year 147 points ahead of his nearest Spanish riders and a mixed bag of results. rider Valentino Rossi dominating the cham- challenger, . Finally Yamaha Title sponsor Fortuna brought their young pionship with 11 wins from 17 starts. put the gloss on a sparkling year at the last hotshot Toni Elias to the squad after a The Italian made a last corner overtake round of the year in Valencia where Rossi promising career in 250s and he showed a of to take the win at Jerez. and Edwards sported the company’s tradi- lot of potential in his rookie MotoGP season. A second in Portugal was followed by five tional red, white and black racing color A broken arm in the pre-season saw him consecutive wins. scheme on their bikes. detuned in the opening rounds (and replaced Yamaha rolled out a retro yellow Yamaha Rossi’s team-mate Edwards was the con- by for two races) but, fully-fit, US colour scheme for Laguna Seca, but sistent man of MotoGP, doing a sterling job Elias was in great form in the final four Rossi lost his winning streak as local heroes to end the year fourth in the standings and races. Sixth in the Turkish Grand Prix was and Colin Edwards topped playing a crucial role in winning the team his season’s best and helped Elias to 12th the podium, Rossi in an uncharacteristically title for their Gauloises Yamaha Team. The in the final standings. low third. American was the only rider in the entire Ruben Xaus was signed up after some Normal service was resumed in Grand Prix paddock to score points in every promising results in 2004, including a podium , where the world champion race, with three podium finishes: Le Mans, finish, but the Catalan ended the year down ok their decimated the opposition in the wettest Assen and Laguna Seca to his credit. on confidence after failing to adapt to the urgess to Jeremy B 2005 ew chief gether in race of the year. Wins in Germany and However the two-time superbike world YZR-M1. Four ninth place finishes were the si and cr title to Ros ve world consecti Czech followed, but the opportunity to lift champion has still to gel fully with the highlights of Xaus’ year as he finished 16th fifth Edwards ended his first year the title in Yamaha’s back yard was passed YZR-M1 and spent the final rounds work- in the championship. on the M1 fourth in the championship

60 INSIDER INSIDER 61 2005 season review

Didier van Keymeulen gave Y amaha’s R1 its second successive titl in the 1000cc superstock class e

Return of the Samurai YAMAHA MADE A welcome return to the racing parts provided by Yamaha’s YEC sub- mechanics never gave less than 100 per Superbike World Championship in 2005 sidiary and the machine’s domination of cent and won a race apiece, with Curtain with Noriyuki Haga and Andrew Pitt spear- the 2004 endurance and superstock series. taking seven podium finishes to end the ain No one rode harder than Kevin Curt heading the Yamaha Motor Italia squad Abe’s Yamaha Motor France team carried year as runner-up and Parkes coming sixth t of the was par e Mans and former Grand Prix riders Norick Abe out most of the development work for YEC, in his first year with Yamaha. The team Gimbert on in L bastien io that w Se MT94 tr and Sebastien Gimbert riding for the with the Japanese putting on a strong ended the season on a high, with two one- amaha G Haga’s Brno win was the turning Y Yamaha Motor France team. showing at the circuits he knew from his two finishes in the final three races. point in Yamaha’s superbike season Despite a slightly inconsistent opening Grand Prix days. Fourth in Brno was his Two superstock classes, for 600cc and half to the season, Haga outscored eventual best result, although he could have scored 1000cc machines, were important for champion Troy Corser in the latter half of the R1’s first podium in the class, only to Yamaha, as a showcase for the standard the season as he took two wins and eight crash out of third place late on in Valencia. product (rules require the machines to be other podiums to end the year third in the With a year’s experience in the class, he run almost as they leave the showroom) standings. True to form Haga also enter- should be a force to be reckoned with in and as a breeding ground for new talent. tained the crowd with spectacular rides at 2006, as should Gimbert, who had an injury R-series machines proved the ones to be Brands Hatch and Brno. Pitt too showed plagued season - the highlight of which beat in both classes. The FIM Superstock great tenacity and consistency, with ten was winning the Le Mans 24 hour race with 1000 Cup (for riders aged 19-23 years old) top six results in his rookie year to end the Yamaha GMT94. was a battle between Yamaha Motor season eighth in the championship. Yamaha featured prominently in the sup- Germany’s Didier van Keymeulen and Kenan k Both riders will return in 2006, using the porting classes too. The brand’s long-stand- Sofuoglu that was only decided in favour rti won the superstoc youngster Claudio Co foundations of this season to hopefully ing commitment to the world supersport of Didier on the last corner of the last race. Italian 600 class on a YZF-R6 fight for the title. category continued, with the hard-working YZF-R6 rider Claudio Corti was in a class of The R1 proved to be the most popular Yamaha Motor Germany squad entering the his own in the European Superstock 600 choice of machine for privateers, no doubt equally committed Kevin Curtain and Broc category (for riders aged 15-19), winning Andrew Pitt gave nothing less than due to the high quality over-the-counter Parkes on YZF-R6s. The Aussies and their the title and five of the nine races. 100 per cent in his first world superbike campaign 62 INSIDER INSIDER 63 2005 season review MX2

as in Teutschental w one-two-three Ricci Racing’s n MX2 a’s domination i a mark of Yamah

Yamaha dominates on the dirt

Prior to the 2005 season Stefan Everts had when the Belgian rode his YZ450FM to an Yamaha’s motocross domination was collected four consecutive world titles with impressive double win in the black completed by an even more impressive sea- Yamaha. But despite this, doubts remained Matchams sand. son in MX2 where Antonio Cairoli, 19, about his ability to make it five. After all, Kiwi duo Townley and Josh Coppins scored his first world title. The four-stroke Everts’ effortless style was a joy to behold again in 2005 The T-shirt may not be original, but Antonio Cairoli the king of world motocross would turn 32 divided the next four races among them, YZ250F wrote itself into the history books, proved himself to be the real deal in 2005 during the season - and he would have to while a reborn Pichon would claim the GP just as the two-stroke YZ125 did during contend with an army of challengers - of Wallonia. Everts was chasing his 85th GP the Nineties, as the tiny Italian topped a including the highly-rated MX2 world win for most of the mid-season, unable to Yamaha one-two-three, with experienced champion Ben Townley. But in the end the capitalise on his form in the following Ricci Racing team-mates Andrew McFarlane Belgian’s MX1 title defence proved as races due to bad starts and crashes. Everts and Alessio Chiodi claiming second and third. majestic as ever. made an uncharacteristic mistake in South Unsurprisingly, Yamaha also secured the The first half of the season saw a classic Africa, allowing Coppins to emerge as the constructor’s title. battle develop between Everts and his Yamaha man’s closest challenger. Stefan Cairoli was the most prominent of a French arch-rival Mickael Pichon. Just nine fought back with a brilliant win at the new generation of talented riders who points separated the two after five rounds, muddy German Grand Prix in Gaildorf and made the MX2 races spectacular as ever. however the next back-to-back events in showed his strength to win three of the but a number of other up-and-coming Sugo (Japan) and Matchams Park (England) last four rounds. Everts’ ability to shine in talents tasted success on the blue bikes. proved vital. Sugo, one of the most excit- tough conditions and loose soil paid divi- Italian Davide Guarneri and Frenchman ing races of the season, handed Everts a dends again at the penultimate round in Antony Boissiere both won heats while psychological edge. At the Yamaha-owned Lierop where he wrapped up the title. 21-year-old Brit Billy Mackenzie made circuit the Yamaha L&M Motocross Team Everts held off Townley at the last round his big breakthrough with a brilliant Grand rider defeated Pichon to win the Grand in Ireland to secure the 87th Grand Prix Prix win in front of the Yamaha bosses Prix. Any remaining doubts about Everts’ win of his career, and the 2005 MX1 manu- in Sugo. , but the Belgian fought hard to win superiority evaporated the following week facturers title for Yamaha. Traditional fast starts deserted Everts mid-season Gritty Aussie Andrew McFarlane his ninth world title in style never gave up 64 INSIDER INSIDER 65 championship standings

Pos Rider Bike Country Points 1 Valentino Rossi Yamaha ITA 367 2 Marco Melandri Honda ITA 220 3 Nicky Hayden Honda USA 206 4 Colin Edwards Yamaha USA 179 5 Max Biaggi Honda ITA 173 12 Toni Elias Yamaha SPA 74 16 Ruben Xaus Yamaha SPA 52

Pos Rider Bike Country Points 1 Troy Corser Suzuki AUS 433 2 Honda AUS 379 3 Noriyuki Haga Yamaha JPN 271 4 Ducati GBR 254 5 Suzuki JPN 252 8 Andrew Pitt Yamaha AUS 156

Pos Rider Bike Country Points 1 Sebastien Charpentier Honda FRA 210 2 Kevin Curtain Yamaha AUS 187 3 Katsuaki Fujiwara Honda JPN 149 4 Honda FRA 144 5 Honda ITA 138 6 Broc Parkes Yamaha AUS 125

Pos Rider Bike Country Points 1 Didier van Keymeulen Yamaha BEL 163 2 Kenan Sofuoglu Yamaha TUR 157 3 Craig Coxhell Suzuki AUS 125 4 Alessandro Polita Suzuki ITA 121 5 Massimo Roccoli Yamaha ITA 119

Pos Rider Bike Country Points 1 Stefan Everts Yamaha BEL 721 2 Joshua Coppins Honda NZL 652 3 Ben Townley KTM NZL 589 4 Steve Ramon KTM BEL 500 5 Mickael Pichon Honda FRA 476

13 Brian Jorgensen Yamaha DEN 281

M X Pos Rider Bike Country Points

2 1 Antonio Cairoli Yamaha ITA 567 2 Andrew McFarlane Yamaha AUS 518 3 Alessio Chiodi Yamaha ITA 504 4 David Philippaerts KTM ITA 468 5 Christophe Pourcel Kawasaki FRA 372 6 Billy Mackenzie Yamaha GBR 356 7 Cédric Melotte Yamaha BEL 352

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