The FIM Magazine - Ride With Us - N° 68 by FIM

R I DE

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T H E

F I M

M A G A Z I N E

WITH US!

THE REAL CHALLENGE FOR HAGA FIM SUPERBIKE WORLD CHAMPIONSHIP

RIDERS FOR HEALTH

THE MOTORCYCLES BRINGING THE WORLD TOGETHER

JORGE LORENZO CHANGING MAN

.68

JULY AUGUST 4-5

Editorial ride

6-8

The Real Challenge for Haga PADDOCK MOTOGP

10-11

Bridgestone & the Single-Tyre Rule FEATURE

12-15 16 18-19

Riders for Health Motorcycles bringing the World together Andrea Coleman Riders CEO FIM INSIDE PADDOCK MOTOCROSS

20-22 Publishing Director: Guy Maître

Side Car Motocross: A Team Sport GALLERY

24-26

Chief Editor: Isabelle Larivière

Rose Hayden: A motorcycling matriarch STANDINGS

Fédération Internationale de Motocyclisme 11, route Suisse – 1295 Mies – Suisse Tel : +41-22 950 95 00 – Fax : +41-22 950 95 01 @ : fim@fim.ch Website: www.fim-live.com

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Photos: David Reygondeau Stan Perec & Lukasz Swiderek Bridgestone Corporation Duncan Lamont/Riders for Health Maggie Sutton Bonnie Lane Charles Hennekam Andrew Northcott Hayden family archive Gold and Goose Eric Malherbe Indianapolis Motor Speedway Shell Motorsport Lorenzo family archive

Valentino greets his successors Red Bull FIM MotoGP Rookies Cup MARKET PLACE

32-35 37

Michelin’s technological expertise in a motorcycle tyre FIM INSIDE VINTAGE

38-41

Indianapolis Motor Speedway: Centennial area TECH TALK

38-41

Lay-out & Printing: Oiko Service Via Verrotti 60 65126 Pescara - Italy

The Fuel & Lubricant Factor GALLERY

FIM Magazine n° 68 Issued July-August 2009

44-47

Jorge Lorenzo: Changing man

49-50

ROAD BOOK SEPTEMBER/OCTOBER

Past issued available on request The articles published in this magazine do not necessarily reflect the official position of the FIM. The correct of this publication is based on the best knowledge and information available at the time the articles were written.

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e d i to r i al

VITO IPPOLITO INTERVIEW

FIM: What conclusions can you draw after eight months of the 2009 season? Vito Ippolito: We were ready to go through 2009 with the world economic crisis in the background. During the last eight months we have been working in a close collaboration with all our promoters, manufacturers, sponsors, riders and all the participants in our sport as a whole. We are well aware of what is going on in each discipline in order to put in place some valid solutions which can ensure the permanence of the championships. We are also trying to establish the guidelines to follow for the next ten years. We still have a lot of work to do before the end of the season but globally participation in terms of spectators and media coverage is very satisfactory.

less numerous and the manufacturers might be forced to reduce their investments. Consequently the number of riders and teams taking part in the championship might also be reduced next year; we must continue our work and take quick decisions. Regarding the FIM Endurance Championship, for which the FIM itself is the promoter, we worked hard to improve this championship in a general way, its media coverage and the quality of the teams entered. Here again we have to continue in the same way and find how to reduce travel costs for teams travelling outside Europe.

FIM: Can you give some details about the situation in the Road Racing World Championships? V.I.: Two important decisions have been taken since the beginning of the year. The first one aims at reducing the costs in the MotoGP class. We had to modify some parts of the sporting and technical rules in agreement with the manufacturers and the teams. We hope to be able to increase the number of riders in MotoGP as of 2011, while respecting the prototype concept of this championship. We should thus be able to introduce 3 or 4 additional riders on the starting grid of this class. The second important decision regards the future of the 250cc class. Because of the withdrawal of most manufacturers and the disappearance of this class from national championships, the costs of participation have greatly increased. We had thus to create a new class - which will be called Moto2 – in order to replace it. Although this period is economically tough, manufacturers have agreed to invest in new projects. The unique engine for Moto2 seems to us to be the best solution for significantly reducing the costs. Concerning the FIM Superbike World Championship, it is necessary to reduce the costs for the teams as private sponsors might be

Vito IPPOLITO FIM President

FIM: What about the World Championships in Motocross, SuperMoto and Supercross? V.I.: In Motocross we have noticed a great improvement in media visibility. However, our greatest worry comes from the increase of participation costs for the teams. One must expect that some of the teams will face economic difficulties and that the number of entries will be lower as of next year – which is already the case in the MX3 class. We are currently in discussions with the promoter in order to quickly find solutions to reduce these costs in 2010 and maintain the number of entries in this championship. We are currently in discussions with the promoter in order to quickly find solutions to reduce

these costs in 2010 and maintain the number of entries in this championship. SuperMoto is still a recent discipline; this championship has not yet found its stability, mainly in terms of appropriate circuits and of spectators but also in terms of organisation. Unfortunately, the economic crisis comes at a very bad moment and is considerably slowing down its development. Regarding Supercross, public attendance is very high but we are trying to find solutions to export this championship outside North America, in order to extend its media coverage and develop it at European and world levels. Generally speaking, a presence of championships on various continents is something positive for their expansion. In times of crisis, cost reduction is not sufficient to solve all the problems. We have to find other arguments to motivate the sponsors and offer more attractive solutions. But the quality of the championships also depends on the riders’ participation in both championships. An important target to improve the quality would be to have the top American riders take part in the FIM Motocross World Championship and on the other hand have the top European and “rest-of-the-world” riders take part in Supercross, in order to boost audience numbers and attract more sponsors. This is the case in the Motocross of Nations which gathers together twice as many spectators as a Motocross Grand Prix, offering the 3 best riders from about thirty different countries. This is a way to fight the crisis. FIM: What do you think about the situation in Trial? V.I.: In the case of Trial, the work of our Marketing & Communications Department has contributed to improve media coverage but the industry is suffering from a lowering market, which has an impact on these championships. We have consulted all the parties involved and we are currently working on important modifications of the technical and sporting rules, as well as on a proj-

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EDITORIAL

ect for the promotion of the discipline with the industry. Moreover, we must continue our work with the National Federation and the governments concerned in order to create spaces reserved for Trial riding. FIM: And regarding Enduro? V.I.: In Enduro, our main objective is also globalisation. It is difficult to find available areas in Europe. The rounds organised outside Europe were really successful such as the one in Mexico. This means we are moving in the right direction.

essary to invest in the expansion and the globalisation of this championship and this discipline. Contrary to other disciplines, the presence and support of traditional motorcycle manufacturers is non-existent. This is a very attractive and really spectacular discipline; we must find arguments and different methods, look for sponsors who are less linked to the machine and more to the public.

FIM: How do you see the situation with the Cross-Country Rallies?

FIM: Concerning the defence of the interests of motorcyclists, in which the FIM plays an increasing role, is there anything new?

V.I.: The Cross-Country Rallies are attracting more and more people but once again we have to find formulas to facilitate the participation of riders with appropriate machines. We also have to work on cost reduction for teams and organizers as well as on improving the safety of the participants. Moreover, we must absolutely find a viable solution to the never-ending problem of the calendar.

V.I.: We are experts in motorcycling safety. The FIM is a world organisation so we must support the United Nations. Traffic casualties will exceed disease as the main cause of premature death in middle and low income countries in the next 25 years unless trends are reversed. They can be! It is not inevitable and millions of lives can be saved and injuries prevented.

FIM: Speedway and Track Racing Championships are a bit different. How are they doing?

FIM has received an invitation from the Russian government to attend an interministerial conference on this in Moscow in November. That conference will develop a UN action plan and we will support it.

V.I.: The FIM Individual Speedway World Championship Grand Prix is very successful in the countries where the Grand Prix are being held and we are globally satisfied with the participation of spectators and the TV broadcasting. However, it is now nec-

F I M MAG AZ I NE .6 8 /// JU LY AUGUST 2009

FIM: Together with environmental actions that the FIM has undertaken in recent years, the creation of a FIM Championship for electric motorcycles was recently an-

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nounced for the 2010 season. Can you tell us more about this? V.I.: Indeed, the FIM as a federal organ of motorcycle sport must take into account current environmental problems. This is why, in the framework of our agreement with the United Nations Environmental Programme we put in place every year initiatives aiming at making the motorcycle world aware and reminding us of our duties towards our planet. With the same goal and in order to promote new energies, the FIM has decided to create a FIM Championship for electric motorcycles that will be managed by the Road Racing Commission (CCR). The events will be held together with some rounds of the FIM Endurance World Championship as of 2010. It was following the TTXGP event, supported by the FIM and organized on the Isle of Man in June 2009, that this project was born. FIM: A final comment? V.I.: Regarding our sport, I want to repeat that my main objective is to remain in permanent contact with and to listen to the promoters, teams, manufacturers and all the participants in our sport in order to find solutions to the problems that arise. This is, in my view, one of the essential roles of the FIM. by Isabelle LariviĂ¨re

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ride

Haga is well aware that he will have only one chance to clinch the world crown. ///

ride

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The real challenge for Haga It is this year or never. Noriyuki Haga knows it. As the successor of Troy Bayliss on the factory Ducati, “Nitro-Nori” is fighting tooth and nail to become the first Japanese rider to be FIM Superbike World Champion. There’s only one problem: on his way there is a guy called Ben Spies… and also a few doubts.

After ten Superbike week-ends, and twenty races gone, Noriyuki Haga has been leading the World Championship since the beginning of the season with seven points ahead of Ben Spies. This is quite a meagre reward considering that the Japanese rider was up to 88 points ahead of the American. This happened right after the event in Kyalami, in South Africa, at the end of May. Since then it has been looking like a descent into hell for the Championship leader. In four races his advantage melted almost completely. And it seems to be a small miracle that he is still leading the provisional classification after Brno at the end of July. But how has he got to this point, as he was a solid Championship leader, enjoying the support of Ducati and good advice from Troy Bayliss and riding one of the best motorcycles in the paddock? Those who know Haga know that his enthusiasm on the track compromised his chances in the past. He is much more mature this season since he has taken over the coveted place of Troy Bayliss on the factory Ducati. Haga is well aware that he will have only one chance to clinch the world crown. As a new strategist, he stunned observers by happily riding for a second place behind Spies, playing the card for the Championship instead of for a victory. His series of results at the beginning of the season is quite impressive. In nine races, he got four wins and five second places. He is a real metronome, better than Troy Bayliss in 2008, the year of his third title. This is a real achievement for Haga who must always count on Ben Spies crossing his path. The possibilities for Haga are few. The first alert came in Monza when he made his first mistake by crashing during the second race. And then came Salt Lake City, a black spot for the Japanese. In 2008, he had a broken right collarbone during practice but surprised everyone by taking part in the races. In order to convince the doctors to let him race, Haga would do press-ups in front of the incredulous doctors. This shows the willpower of the rider. In 2009, Haga crashed again during practice. This time he did not injure himself

F I M MAG AZ INE .6 8 /// JU LY AUGUST 2009

Since Kyalami at the end of May, it has been looking like a descent into hell for the Championship leader - in four races his advantage melted almost completely…. ///

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ride

“Nitro-Nori” is fighting tooth and nail to become the first Japanese rider to be FIM Superbike World Champion. There’s only one problem: on his way there is a guy called Ben Spies. ///

physically, but psychologically which is much deeper. The rider trusted no longer the front end of his machine. The Ducati staff worked day and night to make him feel better, but it was useless. Hurt in the United States, while Spies was giving a hard time to all his opponents, Haga survived in ninth and eighth places. The metronome is broken and he is not able to get his racing rhythm back. Misano was painful even with a third place in the second race. But Haga is pushing himself. He has lost the fluidity of the beginning of the season. And in Donington, the Japanese rider pushed so much – in order not to be held back by an untouchable Spies – that he ended up by making a mistake. A crash in the second race made people fear he had a broken vertebra. In the end, his injuries were not so serious as announced at first and the next race was a month away in Brno. Barely recovering, Haga took 18 points thanks only to his willpower. He gave only seven points to Spies who was well above the average level in Brno, but this was followed by a bad luck when he was hit by Haga’s team mate, in the first race.

You need some luck to become a World Champion, Troy Bayliss used to say. And while unlucky, Noriyuki Haga always had a bit of luck at the same time this season. When he was at his worst, Spies hardly took a full advantage of it. Of course the duel for the title will very hard between the two men. Theoretically, Ben Spies seems to be better than Noriyuki Haga. Just after Brno, the American rider had eleven wins, against six only for the Japanese rider. But the regularity of the latter can be opposed to the irregularity of the former. Nobody can say who will be crowned in Portimão, at the end of October. On the other hand, what is certain is that Noriyuki Haga and Ducati will be very difficult to beat. Now one may without doubt consider that the tempest is behind them and that the summer break will put everything back in order on the outskirts of Bologna, before meeting again at the Nurburgring, Germany, on September 6. Haga made a double win on this circuit last year and is very strong on it… This may inject a high input of self confidence to the veins of this emotional and sublime master who would like to see himself as the first Japanese rider in history to clinch the title of Superbike World Champion. by Eric Malherbe

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PADDOCK

As riders are now allocated a reduced number of tyres per event, we are able to use the same number of fitters in 2009. ///

Bridgestone & the Single-Tyre Rule Motorcycling’s premier Grand Prix World Championship runs under a sole tyre supplier rule for the first time this year. The FIM Magazine spoke to Hiroshi Yamada, Bridgestone’s motorcycle sport manager to get his comments about Bridgestone’s adaptation to the new tyre regulations in MotoGP. FIM: What goals have you set for Bridgestone’s first season as MotoGP’s exclusive tyre supplier? Hiroshi Yamada: When we entered MotoGP in 2002, our target was of course to be World Champion. After six seasons of hard work and strong competition between tyre manufacturers we won the World title with Casey Stoner and Ducati and then again in 2008 with Valentino Rossi and Yamaha. When we were challenger until 2007, our motivation was very high and the competition very exciting. We didn’t expect to be the sole tyre manufacturer but at the end of 2008 the Grand Prix commission took the decision to have an exclusive tyre supplier in MotoGP. Starting a new season with no competitor was very strange but I believe that it was the right decision. Our situation has completely changed but our top priority is to complete all races safely. Every competitor selects from the same specifications, so any performance gaps are down to rider and bike rather than tyres. They must learn to tune their bike to the tyres we provide. This year we have more competitive races because there will be a level playing field.

FIM: What can you do to ensure all teams are treated fairly? H.Y.: Becoming the sport’s sole supplier means our goal has changed from developing winning tyres to providing an equitable supply of tyres that deliver consistent performance, contributing to the safe running of each bike and rider package in MotoGP. We have already worked with all the manufactures that are currently active in MotoGP, so we’re familiar with the characteristics of their bikes and have been able to produce tyres with globally suitable specifications. There is now more of an emphasis on bike setup rather than tyre choice. The tyres are chosen by Bridgestone, in collaboration with all teams, before each event. All riders are allocated their tyres on a random basis by the Race Technical Director the day prior to the start of official practice for each race. Once allocated, riders must not exchange or swap their tyres. Each tyre is marked by Bridgestone with a barcode, the unique number of which is recorded alongside the name of the rider it has been allocated to in order to carefully control the entire process. FIM: Did you have to increase your MotoGP tyres production? How are you dealing with the new logistical organization? Do you have more people working at the track? H.Y.: Overall, our annual production volume will be reduced thanks to the latest regulations. That is due to a combination of the switch

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PA DD O C K

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from 40 slick tyres to 20 per rider per weekend, testing cutbacks and a specification freeze. We bring around 600 tyres for each race in 2009, it was around 1,200 before. We wanted to reduce the transportation costs. As MotoGP’s lone supplier, we fix tyre specifications in advance on the basis of data obtained in previous years. That allows us to manufacture tyres well ahead of schedule and to transport them by ship, rather than air, which helps reduce costs significantly. On a human resources point of view the situation is pretty much similar to 2008. As riders are now allocated a reduced number of tyres per event, we are able to use the same number of fitters (5). With regard to engineers, there are less tyre specifications for front and rear respectively per event, so teams require significantly less data than before. Last year we had one engineer per team, but now it is possible for one to support two or three teams, so we didn’t need to involve more engineers in 2009. We are working closely with the Team and riders to help them to take the best for our tyres. FIM: What will Bridgestone gain from its involvement in MotoGP as a single-tyre category? H.Y.: We are very proud that Bridgestone is the only tyre supplier. Top-class riders, teams and bikes will give our logo broader, more frequent exposure. I believe it will be a very effective marketing tool in building global trust in the safety and capability of our tyres. In addition, I hope we will ke ep seeing good, competitive racing that enhances MotoGP’s already considerable appeal. By Isabelle Larivière

Bridgestone is working closely with the Teams and riders to help them to take the best for the tyres. ///

Hiroshi Yamada

Manager, Motorcycle Sport Unit Career Profile 1980:

Joined Bridgestone Corporation after graduating in mechanical engineering.

1980-89:

Worked as a test rider for motorcycle tyres at Bridgestone Technical Center’s testing department.

1990:

Moved to motorcycle tyre development and worked as an engineer for the All-Japan Road Racing Championship series.

1991:

Began working in the GP125 World Championship as an engineer.

1992-2000:

Became co-ordinator of Motorcycle Racing at Bridgestone’s head office, and took on responsibility for the World Grand Prix Championship.

2001-2006:

Became Manager of Motorcycle Racing and headed Bridgestone’s WGP500 project in 2001, which resulted in Bridgestone’s entry into the World Grand Prix Championship 500cc class in 2002. Also responsible for AMA Supercross/Motocross, All-Japan Road Racing and Motocross Championships.

2007-Present: Moved to the Motorsport Department and is the current Manager of Motorcycle Sport Unit, overseeing MotoGP activities.

F I M MAG AZ INE .6 8 /// JU LY AUGUST 2009

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Motorcycles bringing the world together Motorcycling is the

Motorcycles saving lives

only sport that has

In the years leading to the founding of Riders for Health the thirteen time 500GP winner, Randy Mamola, along with Barry and Andrea Coleman had been raising money for children in Africa. After a time the donations caught the attention of the charity’s patron HRH The Princess Royal, and in 1988 she invited Randy to see what his money was helping to achieve in Africa.

ever given rise to a major humanitarian organisation. Twenty years ago three members of the motorcycling racing community made a discovery that would shape their lives for the next two decades, and prove that in the right hands, motorcycles can save lives.

That year Randy travelled to Somalia with Barry and the pair were shown health centres staffed with health professionals who could not deliver vaccinations or drugs because the vehicles they had been given had all broken down. ‘During the visit we were shown motorcycles that had stopped working because they had not received even the most basic maintenance,’ recalls Barry. ‘People there

were forced to walk for hours just to see a nurse. Pregnant women were being taken to the clinic in wheelbarrows.’ As motorcyclists they knew that the motorcycle was the perfect machine for delivering care to rural communities. In so many parts of Africa the only way to reach a village at the end of miles of narrow tracks is with a motorcycle. With the right machine the kind of rough, dry, dusty conditions found in Africa should cause no problem. However, they also knew that a motorcycle is only useful if it is working. Otherwise it is simply an expensive waste. And the only way that you can guarantee that any vehicle will never break down is to carry out rigorous, methodical maintenance.

The idea of using motorcycles to deliver health care was not new. It has been done many times. But in many cases it is

Bubacarr Jallow carrying out his daily checks before he sets out. ///

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f e atu re s

usually done so badly that the motorcycles are nothing but rusting heaps of metal after only a couple of months. In most cases motorcycles and four-wheeled vehicles are simply sent to Africa without any thought of how to look after them or keep them running. There is no knowledge or servicing and no means of getting the right replacement parts at the right time. On their return Barry, Andrea and Randy began developing a system of routine maintenance and training that would make sure that vehicles used in the delivery of health care never broke down. Reaching the unreached Health workers in Africa are often responsible for up to 20,000 people over many miles of hostile terrain. If they do not have any transport they will have to walk for hours every day, carrying all their equipment to reach the most isolated villages. Many communities will not see a health worker for months on end. A reliable motorcycle means a health worker can get to villages in minutes, not hours and because their vehicle will never break down families can be sure that they will never be let down and left without health care. This is transforming the work of people like Bubacarr Jallow, a community health nurse from the Gambia. ‘I give thanks to the bike

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because it enables me to reach out to my people at any time of the day or night,’ says Bubacarr. ‘Whenever the people need me I can rush there and do my work perfectly. This helps in saving lives.’ For Randy, the fact that Riders is using the tool that made him famous is very important. ‘Anyone who has ever been on a motorcycle can remember the smile you get the first time you ride on one,’ he says, ‘and now we are able to use motorcycles to put smiles on people’s faces in Africa because we are ensuring that they get the health care that we all take for granted.’ A culture of maintenance

The backbone of Riders’ work is systematic preventive maintenance. It is far more expensive to repair a motorcycle that has broken down than to service it regularly so it never fails in the first place. This means that as well as training health workers how to ride safely, Riders teaches them how to do the daily checks and adjustments on their motorcycle. They check the oil and water, tyre pressures and the tightness of nuts and bolts. Then, every month, a Riders technician will give each vehicle a full service. Riders’ logistics programmes means the replacement parts are available in the right place at the right time.

Health workers in Africa are often responsible for up to 20,000 people over many miles of hostile terrain. ///

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In much of Africa, the motorcycle is the only way to reach rural villages. ///

This servicing has to be done out in the communities where the health worker is based. There are no service stations in rural Africa, so Riders’ technicians must go to the vehicles. As well as ensuring that health workers never miss a service, it means they do not have to take time out of their schedule to travel to the nearest city. Time that could better be spent ensuring that all the children in their area were vaccinated or pregnant mothers had a qualified attendant at the birth of their child. The other principle of Riders’ work in Africa is that all of its programmes are staffed entirely by nationals of the country concerned, and not by volunteers or ex-patriots. This means that Riders is helping to build a lasting and sustainable solution. Motorcycle racing’s charity Alongside the development of its programmes in Africa, Riders had to develop its fundraising to support this lifesaving work. This is where Riders’ relationship with the motorcycling community has been invaluable. Riders for Health grew out of the motorcycle racing community in the 1980s. It is a relationship that is as strong today as it was then and Riders now runs events at MotoGPs across the world. The biggest of these is the Day of Champions, which takes place before the British MotoGP weekend. Now entering its 20th year, the event remains the cornerstone of the organisation’s fundraising. The 2009 Day of Champions was more popular than ever, with 4,500 people flocking to Donington Park. The limited number of tickets that gave fans access to the paddock and pit-lane sold 14

out in only two days with thousands more people enjoying the entertainment on stage. The climax to the day is always the famous MotoGP auction where the riders appeared on stage to help raise £77,000. In total the event raised an incredible £177,000. ‘The support of the FIM, MotoGP, all the teams and the riders is so important to us,’ says Andrea. ‘At events throughout the year they are generous with their time and they are also extremely patient with us. Without this help none of our work would be possible.’ It has always been a key part of Riders’ fundraising that they offer their supporters something back in return. Rather than simply ask for money, they give fans the chance to see their heroes in exchange for their support. The principle has also seen them establish the ‘helmet bus’- a mobile motorcycling cloakroom that is taken to race meetings and events almost every weekend across the UK. ‘In the early days we always had to earn our money,’ says Andrea. ‘When no one knows who you are, you cannot rely on them to simply give you donations, so we put on events. The funny thing is that now our approach to earning money is something that really appeals to funders. Unlike some charities we are not reliant on just one big funder or government contract. That is very important for us.’ Looking to the future These are busy times for Riders for Health. In January 2008, Riders made a return to Lesotho after a break of 12 years. Their new programme sees them manage 120 motorcycles for the ministry of health and other development agencies. Lesotho is famous in the

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The 2009 Day of Champions: Randy Mamola and Valentino Rossi during the MotoGP auction in Donigton Park. In total the event raised an incredible £177,000. ///

motorcycling world for being the home of the Roof of Africa ride, and the terrain means that the motorcycle is often the only way to reach people in mountain communities. Earlier this year Riders also launched a brand new fleet of vehicles in its programme in the Gambia. The organisation is managing the entire fleet of vehicles for the ministry of health, including motorcycles, ambulances and trekking vehicles. This means that the Gambia is now the first country in Africa with the vehicles to ensure that health care can reach every man, woman and child. Last month Riders moved offices, leaving the town that has been their home since they were established on Andrea and Barry’s kitchen table 20 years ago. As Andrea explains, ‘this is a very exciting time for Riders for Health. We are now reaching more people than ever in Africa, and over the next three years we plan to reach even more. We want to make sure that we stay close to our roots which means that we will always be part of the motorcycle community, no matter how big we grow, or where we are based.’

RIDERS FACTS: Countries in which Riders operates

Gambia, Kenya, Lesotho, Nigeria, Zimbabwe, and Tanzania

Number of people Riders employs in Africa

230

Number of vehicles Riders manages

1,414

Number of people Riders is reaching

over 10.8 million

The vast majority of Riders’ support still comes from the motorcycle community, which will remain at the heart of the organisation. As Andrea says, ‘We would not be where we are today without the motorcycle community. We hope that they are proud of what they have helped to achieve with Riders for Health, because we are proud to be a part of the community. ‘ By Matthew Hann

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Andrea Coleman Riders CEO

Andrea Coleman is chief executive officer of Riders and has guided the financial/funding and advocacy development of R ider s f rom i t s inception , including e s t ablishing the entrepreneurial income streams and innovative fundraising initiatives that have enabled organisational growth. She has also been responsible for ensuring the good profile, reputation and security of the organisation. Andrea used her long experience and knowledge of the motorc ycling communit y to devise an innovative fundraising strategy to suppor t the development of Riders f ield programmes. Fundraising methods included the creation of a h e lm e t- p a r k i n g b us , competitors’ memorabilia auctions and large-scale participatory events to build the unrestricted funding necessary for the organisation’s survival and development. She guided the f inancial and funding development of Riders. Its first major award was Lottery funding for the Riders training facility in Zimbabwe. Riders was designated ‘Charity of the Year’ by Charity Finance Magazine in 2001.

The FIM are role models for motorcyclists around the world we are incredibly proud that they support our life saving work in Africa. Motorcycling is the only sport that has given rise to a major humanitarian organisation and that work woulds imply not be possible without the FIM and the motorcycling community. As members of the motorcycling community we are very pleased that our work in Africa is showing that motorcycles save lives. The fact that we are enabling people across Africa to ride motorcycles for the first time, including a large number of women, is also very important to us. We could not do this without the fantastic support of the FIM.

In 2002 it won funding in the World Bank Development Marketplace competition and in 2004 Andrea won the Sage business award in partnership with the Daily Telegraph for business leader of the year. Andrea’s creative input and people-focused approach has been integral to the development of the field programmes and she continues to work closely with husband and co-founder Barry and the operations team to oversee the programmes. She established Riders as a fund-raising operation in the USA and in 2008 opened an office in Chicago, Illinois. In 2004 Barry and Andrea were inducted into the Schwab Foundation for Social Entrepreneurship (sister organization of the World Economic Forum). In 2006 they were also named as recipients of one of the Skoll Awards for Social Entrepreneurship and as Ernst & Young UK Social Entrepreneurs of the Year. Positions Held: 1996 - present

Chief Executive Officer, Riders for Health Guides the financial/funding and advocacy development of Riders.

2005 - present

Fellow of the Skoll Foundation for Social Entrepreneurship.

2004 - present

Schwab Foundation Social Entrepreneur

1990 - 1996

Funding Consultant, Save the Children Fund, United Kingdom

1982 - 1989

Co-Director, Coleman Communications, United Kingdom Consultancy providing marketing and communications services to clients including British Airways, NATO, Marks and Spencer, Rolls-Royce and BAA.

1980 - 1982

Independent consul t anc y prov iding marketing and public relations services to sports personalities.

1973 - 1980

Director, Team Heron Suzuki, United Kingdom Managed grand prix motorcycle racing team, competing in world championship events in up to 16 countries a year.

1969 - 1973

Funding Manager, Chelsea Football Club, United Kingdom Responsible for travel arrangements for team both at home and overseas.

Education: 1965 - 1967

Diploma in Management Studies, North Kent College of Higher Education, United Kingdom.

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Riders for Health MOTORCYCLES SAVING LIVES

Motorcycling is the only sport ever to have given rise to a major humanitarian organisation. Better yet, the health care professionals we support use the very thing that binds the motorcycling community together – the motorcycle. Riders believes that in the 21st century, people should not be isolated from the health care they desperately need, simply because health workers do not have reliable transportation.

Even when vehicles are available, they quickly break down if no one has the expertise or resources to maintain them. Riders ensures vehicles are kept running day in, day out.

RIDERS FACTS Number of employees in Africa – 259 Number of vehicles managed – 1,414 Number of people reached – 10.8 million Cost of reaching 100 people – $15 To find out more about Riders and how we are helping people receive regular health care, visit our website:

www.riders.org 3 New Street, Daventry, Northants, NN11 4BT, United Kingdom T: +44 (0)1327 300 047 F: +44 (0)1327 308 760 E: rfh@riders.org UK REGISTERED CHARITY NO. 1054565

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LEISURE MOTORCYCLING NEWS 2009 FIM Motocamp

The 28th edition of this annual FIM Classic touring event was held in Arbon, Switzerland in the German-speaking canton of Thurgau from 5 to 8 August. Over 500 riders, passengers and children came from 16 countries. The Director of the event, Ernst Gamper and his administrative assistant Daniela Bokesch worked very hard along with their volunteers from more than six motorcycle clubs from eastern Switzerland and

with four days of glorious sunshine in which to enjoy the local countryside, swim in the lake and adjoining swimming pool, appreciate the stunning views of the mountains and walk around the harbour and parks of Arbon itself, a historical town with Roman walls, renovated medieval and baroque buildings. The temporary campsite was considered by most to be excellent – right next to the lake on

Giving Ceremony took place in the spacious sports hall of the Seeparksaal. A 200-km ride-out was organised on the second day and most riders took the advantage of being escorted on one of two routes. The ride I did as a passenger was magnificent. Leaving Arbon we took main and country roads south, skirting the Austrian border all the way and then riding up a winding mountain road just after Gams, leading us up to Schwägalp from where most people took the cable car to the top of Mount Säntis (2502m) where we could see a breathtaking panoramic view of mountains in no less than six

neighbouring Austria to make the event as successful and satisfac tor y as possible: motorcyclists organising a FIM touring event for other motorcyclists is one of the main aims of such an event. Most participants had an extremely wet journey to the venue, the Seeparksaal on the edge of the Bodensee, but they were rewarded afterwards

flat grassy terrain with plenty of space giving ever yone the chance to pitch their tents w h e r e v e r t h e y w a n te d a n d a f f o r d i n g opportunities to meet up with old friends and make new ones of every nationality – another fundamental tenet of a FIM Classic touring event. All meals, the entertainment (alpenhorns and other traditional Swiss music) and the Prize-

countries! Thomas Kohler of the Fédération des Véhicules Anciennes (FIVA) was present throughout the event building on FIM’s and FIVA’s growing collaboration and helping to provide “Old Timers” for the Nations Parade which took place on the last afternoon through the town of Arbon. The Prize-Giving Ceremony on the last evening saw the French federation take the FIM Motocamp Trophy being the FMN with the greatest number of points/km. France also won the Ferruccio Colucci Challenge as the national affiliated federation with the greatest number of motorcyclists and passengers and the French club MC Meymacois won the Challenge Espana as the club with the greatest number of motorcyclists and passengers. The organisers provided special cowbells from the Appenzell region to present to the winning clubs of each federation. The 2010 FIM Motocamp will be organised by the Slovenská Motocyklová Federácia (SMF) and will take place in Donovaly, Slovakia from 25 – 28 August. by Maggie Sutton

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LEISURE MOTORCYCLING NEWS First Online Global Photo Contest

1st Prize: Kwong-Wing Yeung from Taiwan

2nd Prize: Rémy Curulla from France

WINNERS! 2009 INTERNATIONAL RIDE TO WORK DAY

June 1 5 mar ked the 18 th A nnual International Ride to Work Day that originated in the USA and, promoted by the FIM’s Commission for Leisure Motorcycling (CML), the first online photo contest was launched by the FIM in June to highlight r i d e r s p a r t ic i p a t i n g i n t h is ye a r ’s International Ride to Work Day event showcasing the use of motorcycles and scooters for transpor tation purposes throughout the world. The CML wishes to thank the participants for their interest and is proud to announce the winners:

The A10 Motorway near Paris, France, as seen through the wing mirror of a motorbike showing the ease and liberty of riding through daily traffic.

In Taiwan we don’t have a RIDE TO WORK DAY; we only have RIDE TO WORK EVERYDAY!

The winning photos will also be posted on the FIM website. For more information on this project, visit: www.ridetowork.org

WOMEN IN MOTORCYCLING Maria Costello awarded MBE by HM Queen Elizabeth

Buckingham Palace has announced that Queen Elizabeth has awarded an MBE to British racer Maria Costello. This was announced in the awards to mark the Queen’s birthday. An MBE (Member of the British Empire) – an award instituted in 1917, is awarded only for outstanding achievements. Maria is the most successful female rider in UK racing and has a huge following. Fans know her by the nickname of, “Elvis”. After the singer Elvis Costello...it took us some time to work that out.......... Maria will be off to Buckingham Palace later this year or early next to formally receive her medal and we will post a photograph of the event in due course.

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Sidecar motocross A team sport

In FIM Motocross World Championship history, the list of Champions is impressive. In the solo classes, the Belgian Stefan Everts is the undisputed king of titles, having collected a grand total of 10 World Championship titles. “Collected” is not really the correct word: ‘hard fought’ or ‘strongly contested’ are more appropriate words to describe the ups and downs of a seasoned rider.

Stefan leads a long list of other ‘solo’ champions, champions who have won one or several titles and each and every one of them a fantastic rider with his own story, together a very special group of athletes. Closely following Stefan (by number of titles) are other ‘Motocross Legends’, such as Joel Robert with six titles, followed by his merry countrymen, Roger De Coster, Eric Geboers, Georges Jobé and Joel Smets each with five titles each. Other Champions follow this group and almost all of these riders share one common point before they became the ‘top’: all these riders started young, some of them very, very young. Stefan started when he was only 4. But in the off-road world, there is also Sidecars motocross. And in this special group and historic circle of motocross athletes, there is another multi-titled world champion. Daniel Willemsen (34) from Holland has seven FIM Sidecar Motocross World Championship titles and is leader in his discipline. This year will be the tenth year after winning his first World Championship title with his brother Marcel. When we spoke to Daniel at the Swiss round in Wohlen, he and Sven Verbrugge f inished the event perched on top of the provisional championship standings. At present, after the fourth

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event of the 2009 FIM Sidecar Motocross Championship and looking at different results from the past four rounds, without a shadow of doubt, these two are serious candidates to win this year’s championship. Daniel remains very calm and attributes his own and his team’s results to their experience and know-how. ‘Before 2003, we were considered a ‘factory’ team. In 2003, we took charge of our own work and that year, we started to do our own development work, on engines, chassis and suspension. We still have the same team members who joined us 10 years ago. This team provides a solid, experienced group of people, concentrating on our needs which, I am convinced, gives us a considerable advantage.’ Daniel, although rather timid, does accept that a certain amount of talent and perseverance helps and is very important for obtaining the results. Indeed, 10 years since the first title and six titles in a row since 2003, we are truly convinced. Actually, the Willemsen’ story started in ’81. The two brothers, Daniel and Marcel, started riding together at the tender ages of 6 and 4. From very young, the two kids learned the tricks of the trade, supported by their father, more encouraged with the exploits of his sons than his own riding. Like many of their peers, the two boys became excellent riders in motocross. However, their excellence shone when they competed on a sidecar. After their learning years, competing in the solo classes and sidecars, the Willemsen brothers won their regional and national Sidecar Championships rather ‘convincingly’ and entered their first GP in 1996 with mixed success and hardship, but perseverance won. Daniel (24) and Marcel (22) became Sidecar World Champions in 1999. And in Daniel’s view, the most difficult season so far.

In 2000, their success story was interrupted by a crash where the two brothers were seriously injured. After some time, it appeared that Marcel would no longer be able to compete, but urged Daniel to continue. And against all odds, Marcel recovered rather remarkably, but did not re-enter the arena of competition directly. While the season continued there was an urgent need to find a new passenger, a task which did not prove to be easy, considering that Daniel is a very strong rider and his tempo very high. Daniel says ‘A rider – passenger combination works as a team. Many people do not give enough credit to the efforts made by the passenger. A good passenger can help you steer the outfit; his contribution is probably 50% or more. A sidecar rider must trust his passenger completely and vice-versa. It is an exercise of total balance while being able to follow the rhythm. A good passenger knows exactly how to react to his teammate’s style: he knows exactly what to do at any moment, when to change position when traction is needed, when to transfer his weight before, during and accelerating out from the corners and how to keep the sidecar totally ‘balanced. The best description is that it is really a ‘team-effort’ in the truest meaning!’ Needless to say, only experienced passengers need apply. Ten years later, Daniel Willemsen and his trusted passenger, Sven Verbrugge, from Belgium, are again this year making a formidable pair for the competition, having won 7 out of 8 heat races to date. Daniel and Sven were a successful team in 2005 and 2006. Will the pair be as good as before? Only the future will tell but in the world of ‘Sidecar’ motocross competition, Daniel and Sven are the reference. By Charles Hennekam

News update Daniel Willemsenracing towards his 8th FIM Sidecar World Championship title ... if all goes well.

After the trouble free first five Grand Prix events this year all was going according to plan until Daniel broke his tibia whilst competing in the Dutch Open Sidecar Championship round on 6 July. Missing 3 events, Daniel and Sven returned to the event in Kegums (Latvia), scoring a tenth and eleventh place, but returned to the following event in Penza (Russia), where - despite a lot of pain – Daniel steered the sidecar outfit perfectly to win heats. The FIM Sidecar World Champions Willemsen/Verbrugge are now trailing the present championship leaders Jan Hendrickx/Tim Smeuninckx by 67 points and with three events to go and 150 points up for grabs, the race towards the championship title is still far from decided. Daniel and Sven will vouch for that!

Sven Verbrugge & Daniel Willemsen. ///

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Rose Hayden A motorcycling matriarch

The remarkable Hayden clan is proof of the old saying: ‘the family that plays together, stays together’. The FIM Magazine caught up with the mother of the family, Rose. Rose Hayden is mother to arguably motorcycling’s greatest family. All seven of the Hayden clan have raced: Rose, dad Earl and children Tommy (31), Jenny (29), Nicky (28), Roger Lee (26) and Kathleen (23). At one time all five kids raced; one can on l y im agin e t h e c l a m o u r in t h e Hayden household as they loaded the van to go dir t tracking. Somehow

Rose and Earl managed to feed and clothe the kids, as well as get them schooled and take them racing. The Hayden boys went on to achieve great things. Nicky climbed biking’s highest peak t o w i n t h e 2 0 0 6 M o t o G P Wo r l d C ham pion s hip, w hile Tommy an d Ro g e r L e e h ave b o t h r i d d e n f o r factory-backed teams in AMA racing,

Tommy winning the 2004 Supersport crown. Now a grandmother, Rose raced dirt track for five years, winning races and a championship. Since she hung up her steel shoe she’s been focused on helping her children achieve great things.

Climbing the highest peak: Rose Hayden and the girls congratulate Nicky Hayden moments after he had secured the 2006 MotoGP crown at the Valencia finale.. ///

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GA L L ERY Q& A

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Rose and the kids show off the spoils of their dirt track success in 1991: (left to right) Nicky with his 85cc number one plate, Tommy with his 250cc plate and Roger Lee with his 65cc plate. ///

FIM: How did you start dirt track. Did your dad race? Rose Hayden: No, my family farms. I used to go to the races with Earl and I like riding bikes, so when they started having ‘powder puff’ races for girls I decided to ride. Earl and I wasn’t married and there wasn’t any kids, so it was just a fun thing to do. FIM: Earl says you were faster than him… R.H.: [Laughs] Oh, he’s just pulling your leg! FIM: Was it inevitable that your kids would race? R.H.: It was Earl who got all this started! It was something we did as a family, every weekend we’d go to the races, that was what everybody wanted to do. FIM: Do you think it’s important for kids to have a passion? R.H.: As soon as my kids would get out of school on a Friday we would take off and go to the races. We would load up the van as a family, and everybody raced. It wasn’t like just one kid and the rest of them watching, it was all of them participating. They wasn’t made to ride, they would aggravate their father to death to take them somewhere to ride. FIM: And both your daughters raced… R.H.: Jenny raced till she was 13, she was really good. Earl says to this day that her

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style of riding would have made her a really good road racer. Being the fifth child Kathleen got the hand-me-downs. Her bike would barely make it around the track because everybody had worn it out. FIM: It must’ve been hard getting by – feeding a big family and taking everyone racing. R.H.: Everybody wore hand-me-downs, rode hand-me-down bikes and all, but we had a lot of family to help us. It was a struggle but that’s what the kids loved to do, and we could do it as a family. So many people they don’t hang out with their families much. We’ve been able to do it our whole lives. It’s more difficult now because Nicky’s over there [in Europe] and we’re over here. When we go to the AMA races everybody stays up all night watching Nicky, then Nicky and Earl stay up watching Tommy and Roger, so on race weekends the family doesn’t get much sleep. FIM: Do you feel proud? R.H.: You know, the kids have grown up really well, people seem to really like them, they haven’t let it go to their heads and that’s really a big thing. Our girls have both gone to college and both have good jobs now, so Earl and I are really blessed. But the kids have gave up a lot to get where they are, and I don’t think a lot of people realise how much you have to give up to live your dream. When they were growing up we always taught them that to get help you can’t be a

little smartass, you’ve got to be polite and sincere. FIM: How did you get them educated? R.H.: There was no home schooling, we do not believe in that. Earl and I think kids need to be with their friends, they need supervision and they need the structure of school, even though it was hard for them going racing all weekend and then make school at eight o’clock on Monday morning. I don’t think the teachers understood it, they told them one day they would have to get real jobs. FIM: How many races do you go to now? R.H.: I go to every AMA race – the last three years I’ve had a T-shirt stand where I sell Hayden brothers T-shirts, hats, a few things like that. I go to see Nicky whenever I can. FIM.: What was Valencia 2006 like, when you watched Nicky and Valentino Rossi racing for the MotoGP title? R.H.: Like they say, it was just like a story book. The whole family was there except for Kathleen. She couldn’t go because she was in college and they really didn’t care that Nicky was going for a world championship. That race was the longest race. When Valentino fell down I could hardly bring myself to watch anymore. Then he got up and, you know, you never rule out Valentino. He’s like a race horse, he’s got a heart and he will give it everything he’s got. I was just very, very proud that day.

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G ALLERY Q&A

Rose celebrates at an AMA meeting with Roger Lee (left) and Tommy. ///

FIM: It must be tough watching your kids on TV when things go wrong thousands of miles away. R.H.: With the internet now we can see everything live. When you see them struggling, when you see it in their eyes, that’s hard. Of course, the hardest thing is to see them crash. Some of those wrecks are just unreal; even when someone else wrecks it makes you sick in your stomach because you don’t want to see anybody hurt. When they were young I used to tell them just wave and tell me you’re okay. FIM: What would be your advice to any moms whose kids want to race bikes?

Another hard day’s dirt tracking for Earl’s Racing team. ///

R.H.: Oh, you don’t want to ask me! You know, it’s hard, I mean you have to be dedicated, you have to want it really, really bad. The whole family has to give up a lot. FIM: Did you ever think you’d have a world champion for a kid? R.H.: If you had watched Nicky over the years, I mean he’s like… he’s another one like a horse; you can see I’m into horses! He’s got that heart, he will stretch that neck out just a little bit further. By Mat Oxley

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Life is a series of momentsâ&#x20AC;&#x201D;nothing more, nothing less. At every instant we all have the choice: Seize the moment and let your spirit soar, or let it pass. If you ride a GSX-R1000, itâ&#x20AC;&#x2122;s clear where your heart is pointed: the ultimate experience, and the taste of victory that accompanies it. Introducing the next generation of the top-performing sportbike. With superlative power, a lighter, more compact chassis, and more responsive suspension. Every moment from here on is more distance between yourself and every would-be competitor.

Victory is ďŹ&#x201A;eeting, but all so majestic.

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How many 14-year old road racers are congratulated by Valentino Rossi on their way to the podium? Very few of course but that is what happened to 14-year old Daijiro Hiura, 15-year old Jake Gagne and 17-year old Sturla Fagerhaug as they stepped up for the podium ceremony for the Assen round of the Red Bull MotoGP Rookies Cup at the Dutch TT. Rossi was just coming down following his historic 100th Grand Prix victory.

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Valentino greets his successors Red Bull Fim MotoGP Rookies Cup

These were 3 of the 27 very lucky teenagers who get to race on the Grand Prix tracks of Europe, on identical KTM RC125 GP machines. Even better than that they do it as part of a FIM Road Racing World Championship Grand weekend and so share the race track with their MotoGP heroes like Rossi. Now in its third season, the Rookies Cup is run over 8 races this season. It started with a ‘double header’ weekend in Jerez, a race each on Saturday and Sunday and single races at the Grands Prix in Mugello, Assen, Sachsenring, and Donington are followed by another double at Brno to conclude the year at the Czech Grand Prix. The idea of the Cup is to give teenagers from around the world the opportunity to compete on the best race tracks, riding first class machinery and hence to find the next generation of World Champions. Already exRookies, Johann Zarco, Lorenzo Savadori, Cameron Beaubier, Matthew Hoyle and Luis Salom have progressed to the 125 Grand Prix class.

FIM National Federations will recommend their best teenage road racers and inform the Cup about race series that develop such talent so a network of feeder series around the globe can encourage the road racing youth. The online applications are then reviewed by the Cup Organisation who will look very closely at each rider’s competition background. Road Racing experience is not essential but 3 years’ Cup experience has shown the organisers that high performance motorcycle experience is important. So dirt trackers like 2008 Cup winner JD Beach can succeed as can motocrossers like Assen podium man Jake Gagne and speedway riders like 2009 inductee Arthur Sissis.

A number of applicants will be invited to take part in a Selection Event to be held in Europe at the end of September 2009. Over 2 days they will be given the chance to show their ability riding on a road race circuit under the eyes of the Cup experts who will then determine who shall be invited to take part in the 2010 Cup alongside a number of riders who will be retained for this year. Anyone who has information about race series that develop young racers on tarmac or dirt can contact Peter Clifford of the Cup organisation at peter.clifford@ redbullrookiescup.com Anyone who has questions may well find the answers on the website or can contact Peter Clifford at that address. By Peter Clifford

Over the initial 3 years, the standard of the Cup competition has risen and every time they race the teenagers do so under the interested eyes of the Grand Prix team owners and managers who are always looking for the next great talent. The Cup Staff led by Rider Coach Gustl Auinger, help the Rookies develop both their riding skills and their knowledge of the racing world, the media, etc.

Now looking to raise the level of Cup applicants to another notch for the 2010 season, the Cup organisers are turning to the FIM federations around the world for assistance. As in previous years, applications are made online at www.redbullrookiescup. com Now the organisers are also hoping that

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Valentino Rossi greets Daijiro Hiura, Jake Gagne & Surla Fagerhaug in Assen. ///

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The Cup Staff led by Rider Coach Gustl Auinger, help the Rookies develop both their riding skills and their knowledge of the racing world, the media, etc. ///

Q&A with Peter Clifford FIM: Who can apply for the 2010 Cup?

FIM: Is there any prize-money?

Peter CLifford: Racers born between 1 January 1993 and 31 March 1997. Racers who are within one year of the age limit may still apply in case there is some quite exceptional reason why they should be included.

P.C.: There is no prize-money. There are trophies for the 1st, 2nd and 3rd in each race and a prize for the Cup winner at the end of the season. The chance to star on the world stage with live television coverage is an opportunity worth more than prize-money.

FIM: What does it cost? P.C.: Riders must cover their own travel and hotel costs for both the Selection Event in September 2009 and the Cup itself in 2010. The costs within the circuit are covered by the Cup organisation so the race bikes, tyres and fuel are all supplied. For the Cup races in 2010, riders must bring along a Helper Mechanic and cover his pay and travel expenses.

P.C.: The Cup Organisation believes that it is essential that Rookies keep up as much of their normal schooling as possible. Led by Rider Coach Gustl Auinger, the Cup develops riding skills and gives advice on physical training as well as encouraging the development of language skills particularly English, but a normal education is the responsibility of the Rookie and his family.

FIM: Who prepares the race bikes?

P.C.: There is no escaping the fact that, like many other sports, racing is dangerous but the MotoGP Cup races are held at the Grand Prix circuits and so share the best in race track safety with the Grand Prix riders including the same officials and medical staff.

P.C.: The Cup Organisation prepares the race bikes for both the Selection Event and the Cup Races. For the Cup Races each Rookie brings with him a Helper Mechanic who changes wheels, refuels the bike and helps the Rookie keep it clean. All the bikes are fully prepared prior to the races by a team of expert mechanics who are also at the races to take care of any technical tasks as required and advise the Helper Mechanics.

FIM: What about schooling?

FIM: What about the dangers for young riders?

The Cup Organisation stresses safety and is supported by Alpinestars who provide the very best safety equipment including race leathers, gloves, boots, back and chest protectors free of charge to the Rookies. Riders bring their own helmets. by Isabelle LariviĂ¨re

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Gustl Auinger - Rider Coach 5 times 125cc GP winner - Austria There are so many good things about the Rookies Cup; I could talk for hours about it, to make some points in a few words though: Everyone gets the same chance, the same motorbike and the same power. This is especially important for the Rookies but also for all racers now that the new Moto2 class recognises the advantage of this by putting the same engine in all the bikes. It is a perfect way to go for the future. The Rookies shows what an advantage this can be. Another very important thing about the Rookies Cup is that the kind of selection process and events we have draw the most highly talented riders from all over the world. It is such a privilege for us to see all these talented boys and girls come to the Rookies Cup and get the chance to see if this is the sport for them. In the Rookies Cup they can decide if this is the sport where they belong and the sport that is best for their talent.

Sturla Fagerhaug - age 17, Norway I got into the Rookies Cup in the first year and I wasnâ&#x20AC;&#x2122;t that fast then. I would not have progressed to the level I have now if not for the Rookies Cup. I got so much help from Gust and the other staff. It has helped me improve my riding so much and learn the tracks. This year I have got some wild card rides with the factory KTM team and that would never have happened had it not been for the Rookies Cup. I am learning a lot more all the time and still progressing. Jakub Kornfeil - age 16, Czech Republic The Red Bull Rookies Cup has taught me a lot of very meaningful things, of course my riding has improved a lot but more than that I have learnt how to behave amongst very important people in the racing world. I very much appreciate how the staff taught me to communicate with all those around me also of course with the technical people concerning the bike set-up. As a rider I have improved so much and one of the biggest steps for me is that I have learnt how to be a lot more confident in overtaking. Before I could ride fast on my own but to win races you have to battle with the other riders and the Rookies Cup teaches you that . Jakub Kornfeil (Right) won the 2009 cup by just 2 points from Sturla Fagerhaug with Daijiro Hiura 3rd. ///

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TRANSFERRING RACING TECHNOLOGY TO STREET TYRES: A pOWERFUL STRATEGY FOR MICHELIN

Michelin firmly believes that as many people as possible should be able to share its innovations and the numerous benefits they provide in terms of performance, safety and riding enjoyment. Whether for motorcycles, cars, trucks, airplanes, earthmovers or bicycles, all Michelin tyres benefit from advances in basic research made in the three technology centers operated by the Group, which allocates 3% of sales to R&D. Over the years, there have been many examples of transfers of Michelin technologies developed through racing to commercially available tyres, especially motorcycle tyres. • 1977: The semi-slick tread design To meet the needs of increasingly powerful motorcycles, Michelin focused its research on tread design and eliminated the tread grooves, which was a revolutionary approach at the time. Introduced in Grand Prix competition in 1977, the slick tyre enabled Suzuki rider Barry Sheene to win the World Championship in the 500-cc class that same year.

To enable street tyres to take advantage of this trend toward slick racing tyres, Michelin developed the first semi-slick tread design, with banana-shaped grooves on the rear, for the famous TF11 / TG22 line that, for years, dominated motorcycle competitions developed from the championship series. • In 2004, the Michelin Pilot Power was introduced with the shallowest grooves of any hypersport street bike tyre on the market. • 1984: Radial technology In 1984, Michelin’s first radial tyres were tested in Grand Prix motorcycling racing and very quickly set new performance standards. Since then, Michelin has won 16 world titles in 17 seasons in the 500-cc premier class. • In 1987, Michelin leveraged its experience in competition to

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introduce the first radial tyre for street motorcycles: the Michelin A59X / M59X. Radial technology provides a critical advantage in terms of resistance and stabilit y at high speeds, as well as consistently superior, long-term road performance, riding comfort and wearresistance. In early 19 9 0, Michelin introduced competition tyres with a 100% silicareinforced rubber mix. This innovation marked the beginning of a new era of supremacy for Michelin, especially in races run on wet surfaces. By adding silica to the rubber compound used in motorcycle tyres, Michelin established a new benchmark for grip on wet tracks. • In 1999, the Michelin Pilot Sport became the first road tyre to benefit from this innovation. • 1994: the first dual-compound tyre tested in the GP 500 class Dual-compound technology has enabled Michelin to widen its technological lead over the competition and continue its domination in premier-class motorcycle racing. • In 2005, for the first time, a hyper sport tyre was produced with different rubber compounds in the center and on the shoulders. Called the Michelin Power Race, it was the first competition tyre approved for road use to integrate this dual compound. • In 2006, Michelin went even further in applying its dual-compound technology. Integrating technologies developed through track racing, the Michelin Pilot Power 2CT is intended for sports motorcycles used mainly on the road.

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• 2009: Asymmetric Technology A s ymmetr ic technology ( A S T ) was introduced in 1994 in Moto GP500 racing. Combining AST with three-compound technology (3CT) has made it possible to use different rubber compounds on the right and left sides of the tyre, as well as a third, more resistant compound for the center of the tread. In this way, the shoulder that is more often in contact with the ground during a race will use a harder rubber so that its lifespan is aligned with the total distance to be covered. If the number of right turns is greater than the number of left turns, the right shoulder will use a harder rubber than the left shoulder, which will integrate a softer rubber that heats more rapidly and provides optimal grip when leaning. The center part of the tyre is made with a more long-lasting compound to absorb the stress of sudden accelerations on straight-aways (for the rear tyre) and sharp braking (for the front tyre). In addition to using compounds of varying hardness, AST enables different tyre mounts depending on the track. The sidewall marked with the AST+ symbol indicates the side of the tyre that will be most in contact with the track, while the AST- symbol shows the side that will be less often in contact (because of fewer corners). Tyre mounts will thus be adjusted to the particularities of each racing circuit. • In 2009, thanks to AST, the 16.5-inch Michelin Power One was the first tyre in this category to adjust to the special features of each track, taking into account the different demands put on each side of the tyre, depending on whether the circuit has more left or right turns.

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The team’s main mission will be to gather as much technical data as possible, which will then be analyzed to support the design and development of tyres to be sold on the open market. ///

The MICHELIN Power Research Team Michelin’s other test laboratory

For the first time in its history, the Michelin Group has entered its own motorcycle in the FIM Endurance World Championship. The year’s first race, it will provide Michelin with an opportunity to measure itself against the competition, which is the main reason that the tyre maker takes part in motor sports. Displaying No. 63 (for France’s Puy-de-Dôme department, where Michelin headquarters are located), the blue Honda CBR 1000 RR will be ridden by four of the company’s test riders—William Costes, Hugo Marchand, Josep Monge and Bertrand Stey. The team’s main mission will be to gather as much technical data as possible, which will then be analyzed to support the design and development of tyres to be sold on the open market. That’s the main reason behind Michelin’s involvement in high-level motor sports, which has been an integral part of the tyre maker’s approach to developing street tyres throughout its history. Every year, Michelin allocates some €500 million—representing 3% of revenue—to its research and development programs, with 6,000 researchers around the world fully focused on improving tyres. In addition to tests conducted at Michelin’s tracks, like those at the Ladoux Technology Center, motor sports enable tyres to be tested in actual races, which provide the most extreme conditions of use.

That’s why the Michelin Power Research team has been assigned to function as a full-fledged field laboratory throughout the FIM Endurance World Championship season. The motorcycle is equipped with sensors measuring tyre surface temperature, calculating speed and slippage, and gauging handlebar angles to analyze rider response. This full range of data will be thoroughly examined as part of the Michelin tyre development process, with the goal of transferring technologies used in racing to seriesproduced tyres. The demands put on motorcycle tyres during endurance races will provide valuable information for developing tyres that are both high-performance and multi-purpose. Long relays of nearly one hour and constantly changing weather conditions are among the parameters that will allow technicians to gather additional data to supplement Michelin’s in-house tests. Given this outlook, winning will not be the team’s top concern, a point that has been made clear by Jean-Philippe Weber, Michelin Two-Wheel Competitions Manager: “We want to finish each race, whether a 24-hour or 8-hour event, in order to obtain as much data as possible. If in addition we manage to win a race or finish on the podium, that will be gratifying—the icing on the cake. But, to reiterate my main point, the top priority is to finish all six races.”

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ma rk e t place

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The full range of Michelin’s technological expertise in a motorcycle tyre

to 60°. And because it heats up very fast, riders can get their knee down, even in the first curve.

From its architecture to its tread design, every component of the new Michelin Power One represents the state of the art in high performance motorcycle tyres. Michelin has integrated the latest technologies developed through motorcycle racing into its new hypersport tyre range.

With its new profile developed from racing tyres, the Michelin Power One is highly responsive, enabling the rider to lean into the curve with a minimum of effort. This feature has been further reinforced for the 16.5” models, which enable more agressive braking and easier entry lean angles.

• The Michelin Power One treaded range is made up of 20 models

In all, the Michelin Power One tyre lineup uses 16 different rubber compounds. A wealth of innovations have been deployed with the goal of improving wet and dry grip and ensuring smooth handling and consistent performance lap after lap, while also enabling the rubber to heat faster. The technological solution is complex but goes unnoticed by the rider. In all, the Michelin Power One tyre lineup uses 16 different rubber compounds. A wealth of innovations have been deployed with the goal of improving wet and dry grip and ensuring smooth handling and consistent performance lap after lap, while also enabling the rubber to heat faster.

available in eight sizes. With nine different rubber compounds approved for road riding, this tyre family delivers optimal performance whether used for racing or on track days. • The Michelin Power One 16.5inch slick and rain tyre is available

in seven versions, with two sizes and eleven rubber compounds developed exclusively for track use and in particular for highlevel competition. The Michelin Power One treaded range provides maximum grip, nearly on a par with a slick tyre, even at lean angles between 40°

The Michelin Power One torture test, in figures No motorcycle tyre has ever been so thoroughly tested before its market launch. The Michelin Power One was subject to a highly demanding “torture test” that guarantees its unprecedented performance: • 3 years in development. • 350 different versions evaluated during 116 tests, at temperatures ranging from 3° to 54°C, on dry and wet surfaces. • On over 30 circuits around the world. • By more than 130 different riders • On seriesproduced motorcycles or prototypes delivering more than 200 hp. • 2,958 tyres worn out.

www.Michelinpowerone.com The technological solution is complex but goes unnoticed by the rider. Michelin has created a dedicated website for the Michelin Power One which enables riders to determine which model is best for their needs. Available free of charge, this online service chooses the most appropriate tyre and also provides tyre inflation recommendations based on information provided by the rider. Six selection criteria are involved and no technical knowledge is required, since the Michelin software does the calculation and chooses the right tyre immediately. Michelin Power One Tyre Guide Six selection criteria are involved and no technical knowledge is required, since the Michelin software does the calculation and chooses the right tyre immediately.

1. Motorcycle make 2. Motorcycle model 3. Use (e.g. races of 50 to 100 km) 4. Type of tyre (slick, grooved, etc.) 5. Circuit 6. Track conditions (e.g. dry with temperatures of less than 20°C)

By Michelin Press Service F I M MAG AZ INE .6 8 /// JU LY AUGUST 2009

Fim ins ide

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MOTOcross NEWS “NATIONS” STATISTICS

It is “Nations” time again. Veterans amongst us will remember that the current “FIM Motocross of Nations” (1985 to the present) is a meltdown of three different meetings: the “Motocross des Nations” (500cc/194719 8 4), the “ Trophée de s Nations” (250cc/1961-1984) and the “Coupe des Nations” (125cc/1981-1984). For those who love statistics, there are lots… The results by nation are well known. The mighty US team holds the record of 19 victories in the “FIM Motocross of Nations”, followed by England (17) and Belgium (14). The record for the “Trophée des Nations” is in Belgian hands (11), followed by Sweden (5) and the USA (4) and the Italians dominated the “Coupe des Nations” with 2 wins, followed by Belgium and the Netherlands, each scoring 1 win. The record for consecutive victories in the meeting is held by the United States: 13! Yes, the US riders dominated as a team from 1981 to 1994 but in 1995, the English team of Kurt Nicoll, Rob Herring and Paul Malin e n d e d t ha t s t r e a k i n Ro g g e n b u r g (Switzerland). Another record: the Belgian team has monopolised the “FIM Motocross of Nations” podium more than any other country: 14 victories, 22 runner-up positions and 16 third places. American rider Danny “Magoo” Chandler is the only rider ever to have won all 4 heats of the “Motocross and Trophée des Nations” in the same year. That was in Gaildorf

GIRL POWER

(Germany) and Wohlen (Switzerland) in 1982. Now, did you ever wonder who was the most successful individual in the history of the prestigious “Nations” meetings? It is none other than 5-time FIM 50 0cc Motocross World Champion Roger De Coster. Not only did he score 6 “Motocross des Nations” and 10 “Trophée des Nations” victories as a rider with the Belgian team, he also clinched 18 wins (out of 19) as a team manager for the US team in the Motocross of Nations and 4 more in the “Tophée des Nations” making it a grand total of 38! A clarification is necessary: Roy Janson was team manager of the US team that won the Motocross of Nations in Manjijup (Australia) in 1992. Finally, for those who may think that the1960 results of the meeting are incomplete... no such thing. The rain and mud had made the Cassel circuit in France so difficult that only one nation managed it to the podium: Great Britain. Yes, those were the days when men were men and mice were mice…

This year’s edition of the FIM Junior Motocross World Championship was held in Taupo (New Zealand). And the winners are... American rider Eli Tomac (125cc class) and Australian rider Jay Wilson (85cc class). However, it should be noted that in this 85cc class a 13-year old New Zealand girl raised quite a few heads. She demonstrated her outstanding riding abilities by scoring a 9th and a 4th place in the races which made her 6th overall leaving 26 male competitors behind. With that result, she was the best New Zealander in the 85cc class and thus contributed to the 3rd place of the Kiwi team in the nations standings. Remember the name - Courtney Dunca

MARKETING / COMMUNICATIONS NEWS You Tube

In May, the FIM & Google signed an agreement to launch the FIM Channel on Youtube where you can find videos from all the FIM World Championships but also from the teams, the manufacturers but also from the motorcycling industry.

Product Certification Earlier this year, the FIM launched an Homologation and product certification programme outside of the motorcycling category. We are pleased to have signed with two companies so far, one in the Bodysuit Underwear Category, Kermel-Skeed (France),

and the second in the Oils, Grease and Lubricants Category, Top1Oil (USA)

F I M MAG AZ INE .6 8 /// JU LY AUGUST 2009

Media In early June, the FIM & Motors TV signed an agreement to show a 52 minutes Highlights Programme of each round of the Q tel FIM Endurance World Championship 2009 (Oschersleben, Albacete, Suzuka, Bol d’Or and Doha). The FIM and their Japanese Agency, Sports Advertising & Marketing Inc, signed a license agreement with Wick Visual Bureau Inc. for the production and distribution of a SPEA FIM Trial World Championship 2009 DVD, in the Japanese Territory only. FIM and Ignition3 signed and agreement for the production and distribution of the FIM ISDE (International Six Days of Enduro) DVD for the next 3 years (2009, 2010 and 2011), in the USA and Canada Territories only.

Advertise with us! Since the launch of the new FIM Communication Platform, FIMLIVE.COM, FIM-STORE.COM, Ride With Us! and FIM Yearbook several companies have integrated the FIM platform in their communication strategy such as A XO, BMW Motorrad, Eurosport, Honda, KTM, Michelin, MotorsT V, Suzuki, Tag Heuer, Yamaha... If you whish to advertise with us please contact the FIM Marketing & Communications Department at: marketing@fim.ch

/ / / VINTAGE

Indianapolis Motor Speedway 100 years of History THE INDIANAPOLIS MOTOR SPEEDWAY IS AN AMERICAN ICON AND THE WORLD’S GREATEST RACECOURSE. WITH MORE THAN 250,000 PERMANENT SEATS, THE INDIANAPOLIS MOTOR SPEEDWAY IS ALSO THE WORLD’S LARGEST SPORTING FACILITY.

June 5, 1909: The first competitive event to take place at the Indianapolis Motor Speedway was actually a gas-filled balloon race. In the handicap division, Dr. Goethe Link andRuss Irvin’s “Indianapolis” won. John Berry and Paul McCullough won the National Championship race with the “University City. ///

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V I NTAGE

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With more than 250,000 permanent seats, the Indianapolis Motor Speedway is also the world’s largest sporting facility. Since its opening in 1909, IMS has been a proving ground for automobiles and motorcycles and an important factor in the d e v e l o p m e n t o f t h e p r e s e n t- d a y automobile. The Speedway also has been the scene of 93 Indianapolis 500 Mile Races, 16 Brickyard 400 NASCAR events, eight United States Grand Prix Formula One events and one Red Bull Indianapolis GP, playing host to some of the biggest names in auto racing history. Legends such as A.J. Foyt, Al Unser, Rick Mears, Mario Andretti, Jeff Gordon, Dale Earnhardt, Michael Schumacher and Valentino Rossi all have won on the sport’s biggest and brightest stage. IMS is celebrating 100 years of worldwide leadership in motorsports entertainment through its Centennial Era from 20092011, which features many special events at the Racing Capital of the World and a new, retro corporate logo. The Speedway is honoring the 100th anniversaries of the opening of the venerable racetrack, in 1909, and of the inaugural Indianapolis 500, in 1911, through the Centennial Era celebration.

F I M MAG AZ INE .6 8 /// JU LY AUGUST 2009

1909: Founders (left to right) Arthur C. Newby, Frank H.Wheeler, Carl G. Fisher and James A. Allison pooled their resources to build the Indianapolis Motor Speedway, which would become The World’s Greatest Race Course. Fisher’s vision was to build an automobile testing ground to support Indiana’s growing automotive industry. ///

There are many intertwined components to the Centennial Era celebration: • A new Centennial Era logo is being used at IMS from 2009-2011. The logo, designed by IMS Creative Services, draws elements from 1909, 1934 and 1961 in a historic motif.

• An elegant Centennial Era Gala took place Feb. 27, 2009 at the Indiana Convention Center in downtown Indianapolis, with dinner and live enter tainment from legendar y entertainer Wayne Newton. Nineteen of the 27 living Indianapolis 500 winners

/ / / VINTAGE

August 14, 1909: The first motorized races – using motorcycles – took place on the recently completed IMS oval. The oval had a racing surface composed of crushed stone sprayed with tar. ///

and other IMS legends attended the Gala. Proceeds of the formal Gala benefited the Indianapolis Motor Speedway Foundation, which operates the Hall of Fame Museum. • The Centennial Era Balloon Festival presented by AT&T Real Yellow Pages took place May 1-3 and featured many colorful hot-air balloons. The event commemorated the first competitive event ever at the Speedway, a gas-filled balloon race in June 1909. • Some of the world’s finest classic and antique automobiles will take center stage at the Indianapolis Motor Speedway Centennial Era Concours d’Elegance on June 18-20, 2010. Cars at concours d’elegance competitions are judged on their appearance in an elegant setting, with awards presented in a variety of classes. The Indianapolis Motor Speedway was built on 328 acres of farmland 5 miles northwest of Indiana’s capital city in the spring of 1909. Financed by four local businessmen, Carl Fisher, James Allison, Frank Wheeler and Arthur Newby, it was planned as a yearround testing facility for the fast-growing

automobile industry in Indiana. Occasional race meets would be presented at the track, featuring those very same manufacturers racing their products against each other. Spectators, it was reasoned, would be sufficiently impressed as to want to head downtown quickly to the showrooms for a closer look at one of these new-fangled contraptions. Four turns, each banked at 9 degrees and measuring exactly one-quarter mile from entrance to exit, were linked together by a pair of long straights each measuring fiveeighths of a mile and, at the north and south ends of the property, by a pair of short straights each measuring one-eighth of a mile to form a rectangular-shaped 2 ½ mile track as dictated by the confines of the available land. While IMS has become the most recognized auto racing facility in the world, the first competition that took place at the track was an air race for gas-filled balloons, on June 5, 1909. The first motor race on the 2.5-mile oval was a motorcycle event Aug. 14, 1909. The surface of crushed rock and tar broke up badly during that event, so Speedway

officials imported 3.2 million paving bricks by rail from western Indiana in the fall of that year, laying them on their sides in a bed of sand and securing them with mortar. “The Brickyard” was born. Poor attendance at a trio of three-day meets on the revamped surface in 1910 caused the owners to rethink their plans and focus instead on a single event for 1911. They envisioned it as an event of gigantic propor tions of fering a huge purse. On May 30 – Memorial Day – a grueling 500-mile race paying $14,250 to win took place, enjoying instant success, attracting universal recognition and making history as the inaugural Indianapolis 500. The Indianapolis 500 flourished as the premier auto race in the world under the ownership of the founding foursome and then World War I f lying ace Eddie Rickenbacker, who led an ownership group that purchased the track in 1927. One of Rickenbacker’s first actions was to install an 18-hole golf course on the grounds in 1929, now known as Brickyard Crossing Golf Course.

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V I NTAGE

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September 14, 2008: MotoGP, the world’s most prestigious motorcycle racing series, race at IMS for the first time at the inaugural Red Bull Indianapolis GP. That race, won by six-time MotoGP World Champion Valentino Rossi, took place on a 16-turn, 2.621-mile road course built for the event. ///

After America joined World War II in December 1941, the Speedway sat idle and fell into a dilapidated state from 1942-45 as American industry focused on wartime production. Rickenbacker sold the track in November 1945 to Terre Haute, Ind., businessman Anton “Tony” Hulman Jr., whose family still owns IMS. Hulman, aided by Indy 500 driving legend Wilbur Shaw, immediately embarked on a phenomenal rejuvenation program that readied the track for reopening in time for the Indianapolis 500 in May 1946.

The stature of the Speedway continued to grow under Hulman’s guidance, as he continually upgraded and expanded the facility to maintain its position as “The Racing Capital of the World.” Hulman died in October 1977. His wife, Mary Fendrich Hulman, became chairman of the board. His daughter, Mari Hulman George, continues to serve today as chairman of the board, and his grandson, Anton Hulman “Tony” George, was president and chief executive officer of IMS from January 1990 until July 2009. With the exception of an additional program of racing on a single day in September 1916,

F I M MAG AZ INE .6 8 /// JU LY AUGUST 2009

no race other than the Indianapolis 500 took place at the Speedway from 1911-93. But in 1993, it was announced that the Brickyard 400 NASCAR stock car race would take place in August 1994 at IMS. The race immediately became one of the marquee events in the NASCAR Sprint Cup Series. In 1998, the addition of the United States G r and Pr ix Formula One r ace was announced, the event starting in 2000 on a 13-turn, 2.605-mile road course to be constructed at IMS that would incorporate part of the famous oval. The road course w a s p a r t of a m u l t i mi l l i o n - d o l l a r construction project that included new pitside garages and suites and the dominant

structure of the IMS skyline, the magnificent Pagoda control tower. While Formula One did not return after the 2007 United States Grand Prix, it was announced in July 2007 that MotoGP, the world’s most prestigious motorcycle racing series, would race at IMS for the first time in September 2008 at the inaugural Red Bull Indianapolis GP. That race, won by sixtime MotoGP World Champion Valentino Rossi, took place on a 16-turn, 2.621-mile road course built for the event. By Indianapolis Motor Speedway Press Service

/ / / tech talk

The Fuel & Lubricant Factor THE MOTOGP AND WORLD SUPERBIKE RACING WORLDS ARE BECOMING INCREASINGLY DEMANDING, AS EACH TEAM ATTEMPTS TO EXPLOIT EVERY TECHNICAL POSSIBILITY TO GRAB A COMPETITIVE ADVANTAGE ON THE TRACK.

Winning race technology

As FIM regulations change, technology advances and rider competition intensifies, the right race fuel and lubricant can really make a difference to engine performance. Here the Shell experts explain how fuel and lubricant development is vital on both track and road. Shell’s technical partnership with Ducati in MotoGP and the FIM Superbike World Championship is a strategic relationship in which both parties embrace engineering development. For ten years, Shell has been working together with Ducati to develop the optimum combination of race-winning fuels and lubricants for the Italian machines. The technical partnership began in 1999 with the FIM Superbike World Championship and was extended to MotoGP in 2003. For Shell, the ultimate objective of the technical partnership is to transfer the knowledge gained

from the race track directly to the road, so that bikers around the world can benefit from Shell’s learnings and innovation at the highest levels of road racing. The programme is extensive, covering technical support and design consultation, plus product development and provision of Shell Advance race lubricant and Shell V-Power race fuel. Throughout 2009, 12 chemists, engineers and technicians will contribute to Shell’s technical partnership with Ducati. Based in the Shell facilities in Germany and regularly visiting the Ducati factory in Bologna (Italy), Shell works closely alongside the Italian manufacturer to ensure race fuels and lubricants are optimised for the Ducati Desmosedici GP9 MotoGP machines and Ducati 1198 World Superbike contenders. In an age of regulated fuel tank size of 21 litres, Shell’s continued goal in MotoGP is to provide Ducati with 100% reliability whilst

optimising the power output from the bike. Jörg Landschof, Fuel Development Expert, Shell Global Solutions explains, “Fuel efficiency and power can be in direct opposition to each other, so the challenge for the Shell technicians is to meet this fuel economy goal while balancing the need to deliver performance. Sometimes this can be a difficult task. The Shell V-Power race fuel blend is constantly being developed as we continue to learn by racing these high revving, ultra-powerful engines. The knowledge gained at the track for fuels and lubricants is then used in Shell V-Power road fuels and Shell Advance road lubricant – to the benefit of the consumer.”

Shell Advance plays a vital role in helping protect the GP9 Desmosedici engine and maintaining its performance over multiple races. ///

FI M M AGA ZI NE . 6 8 / / / J ULY AU G U ST 2 0 0 9

t ech talk

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Shell’s all important track-to-road philosophy begins with cutting edge technical development alongside Ducati Corse in the FIM MotoGP World Championship. ///

MotoGP Challenges Shell’s all important track-to-road philosophy begins with cutting edge technical development alongside Ducati Corse in the FIM MotoGP World Championship. Working from their facilities in Hamburg and adding extra technical support with a new mobile track lab in the MotoGP paddock, Shell’s team of fuel and lubricant experts are on hand to generate valuable data as Ducati collects samples of race fuel and oil from each of Stoner and Hayden’s on-track sessions. The Shell V-Power race fuel analysis gives important performance insights, while the engine-protecting properties of the Shell Advance oil are examined in-depth to ensure constant reliability for the Ducati Desmosedici GP9. The MotoGP engine has been modified by Ducati, to minimise friction and increase the power and rideability of the bike. Shell’s on-site race presence next to Ducati’s pit garage and trailers proves to be highly beneficial for the team, allowing the quick analysis to ensure not only the best possible race result, but so that future FIM regulations can be met and exploited to provide long term benefits to Ducati’s MotoGP campaign. “Our motorcycle oil development programme faces new challenges this year,” says Shell Global Solutions Lubricant Development Expert and Ducati Technical Partnership Project Leader, Michael Knaak:“We are very proud of the engine and gearbox reliability Shell Advance helped achieve for Ducati in 2008, so continuing that high standard will be a big focus for us. We also plan to use our expertise in light of the new FIM regulations stating that for the final seven races of the MotoGP 2009 season, each rider may only use five engines. This new restriction means that Shell’s input will be more important than ever for Ducati. Shell Advance will play a vital role in helping protect the GP9 Desmosedici engine and maintain its performance over multiple races.” Shell’s analysis both on-site at the track and in Hamburg will provide key developments to keep Ducati ahead of the pack in MotoGP. Livio Suppo, Ducati Corse MotoGP Project Director values Shell’s contribution to racing performance: “The partnership with Shell has been really good since the beginning. With the new FIM rules use this season, Shell Advance is central in providing the engines with the protection they need. The stress upon the engine is very high during a race situation, so Shell’s contribution to maintaining the high performance of the engine over multiple races will be very important.” Claude Danis, FIM Road Racing Commission President adds: “It’s good to see the hard work Shell is doing alongside Ducati in order to meet the FIM MotoGP World Championship regulations. When we make important changes to the technical regulations, for example the fuel tank size and the forthcoming multiple-race engine use, it’s important for us to know that the work is going on behind F I M MAG AZ INE .6 8 /// JU LY AUGUST 2009

the scenes to make sure the rules work in the interest of a bright future for MotoGP.” From track to road Ultimately, Shell’s technical partnership with Ducati provides Shell with an environment to test Shell V-Power fuels and Shell Advance lubricant in extreme conditions. This gives a better understanding of what will deliver improved power, performance and efficiency for everyday motorcycle engines. In fact, not only does Ducati use Shell products on the racetrack, it also chooses Shell Advance oil and Shell V-Power road fuel as the first fill for every Ducati leaving from the factory in Bologna, Italy. Michael Knaak explains Shell’s philosophy: “The development of Shell Advance race oil and Shell V-Power race fuel is a complex process, to ensure that each race fuel or oil candidate has the exact qualities desired for the race bikes. Only when Shell and Ducati’s engineers are fully satisfied with a candidate is the new blend used in MotoGP competition. If it’s successful in the MotoGP machines, we use our learnings from the track to further develop our products for the road.” Through constant collaboration, Shell’s technical partnership with Ducati has become one of the most successful in motorsport, with seven World Titles and over 150 wins collected during its first 10 years. At the core of this relationship lies a common passion for technology: Ducati develops its legendary race and road bikes, while Shell’s commitment to innovation through motorsport is an integral part of its extensive research and development programme that is critical to making better fuels and lubricants for customers all over the world. By Joanne Cooper 43

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GA L L ERY

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Jorge Lorenzo CHANGING MAN The journe y from the Love him or hate him, Jorge Lorenzo wastelands of Palma de Mallorca to the pinnacle of MotoGP has been one of self-discovery for Jorge Lorenzo, who is now ready to challenge Valentino Rossi for the ultimate prize

My philosophy is that you have to start acting like the person you want to be until you are that person... says Lorenzo

F I M MAG AZ INE .6 8 /// JU LY AUGUST 2009

leaves few people indifferent, and that is just the way he likes it. A fan of Max Biaggi as a child – just to be different from his Valentino Rossi-mad father and friends Lorenzo now finds himself as team-mate to the Roman Emperor’s great rival in the factory Yamaha MotoGP team. Not only is he riding alongside Rossi, he is battling with the multiple World Champion for every centimetre on the track and every column inch in the newspapers. The most gregarious, flamboyant and outspoken rider to arrive in MotoGP since the extrovert Italian himself, many see Lorenzo as the future of Grand Prix racing when Rossi finally hangs up his leathers. Lorenzo would prefer you to think of him as the present. It is a situation he could have barely imagined back in the days when he used to watch Rossi and Biaggi’s famous and infamous on-track battles on a small television set in the grounds of a waterpark in Palma de Mallorca, where his father ran a go-kart track. ‘Chicho’ Lorenzo divided his time between running the circuit and using it to teach his prodigious son to ride a motorcycle he had built with his own hands. As the local German and English tourists queued to watch him slide his homemade machine around the asphalt, Jorge learned to play to the crowd and thrived on their amazement, which turned to incredulity when he removed his helmet

to reveal a Mohican haircut, with stars shaved into either side of his head. Recognising the natural flair and talent possessed by his son, at the age of just thirteen ‘Chicho’ took him across the Mediterranean to Barcelona, away from his mother and sister in Mallorca, to pursue a professional road racing career. There is no doubt the decision paved the way to the success and stardom he enjoys today, having quickly progressed from the Catalan Championship into the Spanish national series and then onto the world stage in the 125cc, 250cc and MotoGP classes.

However, the absence of a normal childhood and the disruption to his teenage years, when he was pulled out of school and lost touch with almost all of his friends, impacted negatively on his character. Lorenzo admits that when he f irst entered the World

/ / / G ALLERY

Championship paddock – he made his debut on his 15th birthday in qualifying for the 2002 Spanish Grand Prix at Jerez - he was nothing but a snotty brat. His abrasive temperament and arrogant attitude, characteristics he claims he inherited from his father, won him few friends and plenty of enemies. It wasn’t until he was challenging for the 250cc title that he took stock of his unpopularity and made moves to change it. It is a rare thing in a young man to acknowledge his own flaws and try to create a new, improved persona but that is exactly what Lorenzo did. “Since I was little I was captivated by arrogance, but it had a ceiling,” he explains. “If I wanted to break through that, show people who I really am and have them like me for it, I had to make sure I wasn’t too arrogant.”

want to be until you are that person,” Lorenzo says. “That book helped me, but I’m still learning. I’m not obsessed by it, but the most important things will stay with me.”

Concerned that humility and a winning mentality were incompatible, he took on the advice of a university professor and employed a media coach to analyse the behaviour of Rossi, to try to understand what it was that made the Italian so universally endearing. There is much of Rossi, the playful maverick, in Lorenzo, the serious student. For example, he adopted Rossi’s post-race stunts, celebrating wins in Russell Crowe’s Gladiator costume and planting a flag after each victory to claim “Lorenzo’s Land”. Yet Rossi is not an introspective soul who admits he is yet to find his true character. “To create a better character than Valentino has managed over the years is very difficult,” Lorenzo says. “I’ve just got to find my own way and try to make my own character as attractive as possible, to create a character that is different. Very different. Maybe that way it can become legend.”

Lorenzo began to watch films and read books that inspired him to become a better person and a better rider. The 300 Spartans who fought against the Persian Empire in 480BC became a particular inspiration and after winning the 250cc title for the first time he wrote down 25 mantras to prevent himself from becoming too big-headed. Among them was: “A number one is the owner of his silence and a slave to his word.” Another was: “A number one must have charisma; even though he may be the best, he still has to be accepted by the public.” It was an extraordinary mission for a young sportsman in a macho sport. Dale Carnegie’s self-help book, How to Win Friends and Influence People, also became a cornerstone of the reinvention. “My philosophy is that you have to start acting like the person you 46

The irony is that, having studied Rossi and used him as a role model in forming his own character, Lorenzo is now defending the same Fiat Yamaha colours. It is several years since he began to acknowledge Rossi’s superiority over Biaggi but recently when he publicly stated that his team-mate was the best of all time, the reigning World Champion said: “Wow, at last he’s admitted it.” Lorenzo was not impressed: “I don’t think he should have said that. He could have said, ‘I appreciate the comment and Jorge is also a great rider.’ I would have expected that from any other rider, but not from him.” By Matthew Roberts

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GA L L ERY

Lorenzo is the youngest rider ever to compete in a Grand Prix, he is a two-times 250cc World Champion and in 2008 he made the best ever start to a MotoGP season by a rookie before breaking both of his ankles. However, his quest for selfimprovement has continued in 2009 and his capacity for selfanalysis has been his main weapon in a serious challenge to Valentino Rossiâ&#x20AC;&#x2122;s dominance of the sport both on and off the track. He may not be the finished article yet, but he will not stop trying until he is.

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2009

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SEPTEMBER 5

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FIM TEAM SPEEDWAY JUNIOR WORLD CHAMPIONSHIP Final

FIM WOMEN'S TRIAL WORLD CHAMPIONSHIP

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FIM long track WORLD CHAMPIONSHIP final 4

FIM SPEEDWAY WORLD CHAMPIONSHIP

FIM SPEEDWAY WC QUALIF MEETINGS - GRAND PRIX CHALLENGE

Morizes france

Krsko SLOVENIA

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Coventry GREAT BRITAIN

FIM LONG TRACK WORLD CHAMPIONSHIP final 5

Vechta GERMANY

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FIM SUPERMOTO WORLD CHAMPIONSHIP

QTEL FIM ENDURANCE WORLD CHAMPIONSHIP 24 HOURS BOL D'OR

Pas de la Casa ANDORA

Magny Cours FRANCE

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FIM FREESTYLE MOTOCROSS WORLD CHAMPIONSHIP

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MAXXIS FIM ENDURO WORLD CHAMPIONSHIP

Zagreb CROATIA

St Flour FRANCE

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FIM ROAD RACING WORLD CHAMPIONSHIP GRAND PRIX

Misano SAN MARINO & RIVIERA DI RIMINI ..............................................................................

FIM SUPERBIKE & SUPERSPORT WORLD CHAMPIONSHIP

N端rburgring GERMANY ..............................................................................

FIM SUPERSTOCK 1000cc CUP

N端rburgring GERMANY ..............................................................................

FIM SIDECAR WORLD CHAMPIONSHIP

Le Mans FRANCE ..............................................................................

FIM SIDECAR MOTOCROSS WORLD CHAMPIONSHIP

St Jean d'Angely FRANCE ..............................................................................

FIM SUPERMOTO WORLD CHAMPIONSHIP

Latina ITALY .............................................................................

SPEA FIM TRIAL WORLD CHAMPIONSHIP

Tona SPAIN

FIM JUNIOR ENDURO WORLD CHAMPIONSHIP

St Flour FRANCE

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FIM YOUTH ENDURO CUP 125cc 2 STROKES

FIM INTERNATIONAL RALLIES CHAMPIONSHIP

Luxembourg Ville LUXEMBURG

St Flour FRANCE

19-20

Canelinha BRASIL

Darfo Boario Terme ITALY

FIM MX1/MX2 MOTOCROSS WORLD CHAMPIONSHIP ..............................................................................

FIM MX3 MOTOCROSS WORLD CHAMPIONSHIP

Villars sous Ecot FrancE ..............................................................................

FIM SIDECAR MOTOCROSS WORLD CHAMPIONSHIP

Rudersberg GERMANY

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SPEA FIM TRIAL WORLD CHAMPIONSHIP

Isola 2000 FRANCE

FIM TRIAL DES NATIONS FIM WOMEN'S TRIAL DES NATIONS

FIM SPEEDWAY WORLD CHAMPIONSHIP GP

Terenzano ITALY

FIM SUPERBIKE & SUPERSPORT WORLD CHAMPIONSHIP

Imola ITALY

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FIM JUNIOR TRIAL WORLD CUP

FIM SUPERMOTO WORLD CHAMPIONSHIP

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FIM YOUTH TRIAL WORLD CUP 125cc

FIM LONG TRACK WORLD CHAMPIONSHIP CHALLENGE

Isola 2000 FRANCE

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..............................................................................

FIM JUNIOR TRIAL WORLD CHAMPIONSHIP

FIM WOMEN'S TRIAL WORLD CHAMPIONSHIP

Tona SPAIN

18-20

Granada SPAIN

Pfarrkirchen GERMANY

Isola 2000 FRANCE

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FIM YOUTH TRIAL WORLD CUP 125cc

Tona SPAIN

F I M MAG AZ INE .6 8 /// JU LY AUGUST 2009

/ / / roa d book

O C TO B E R 3

FIM CROSS - COUNTRY RALLIES WORLD CUP - WOMEN/QUADS/ PRODUCTION 450cc & over 450cc/SUPERPRODUCTION 450cc & over 450cc

4-11

12-17

FRANCE

Figueira da Foz PORTUGAL

Sepang MALAYSIA

FIM INTERNATIONAL RALLIES CHAMPIONSHIP

MAXXIS FIM INTERNATIONAL SIX DAYS' ENDURO

FIM ROAD RACING WORLD CHAMPIONSHIP GRAND PRIX ...........................................................................

Rallye Des Pharaons EGYPT

FIM SPEEDWAY WORLD CHAMPIONSHIP GP

..............................................................................

FIM SPEEDWAY JUNIOR WORLD CHAMPIONSHIP - FINAL

Bydgoszcz POLAND

Gorican CROATIA

FIM ROAD RACING WORLD CHAMPIONSHIP GRAND PRIX

Phillip Island AUSTRALIA

Estoril PORTUGAL

FIM SUPERBIKE & SUPERSPORT WORLD CHAMPIONSHIP

Portimao PORTUGAL

FIM FREESTYLE MOTOCROSS WORLD CHAMPIONSHIP

.............................................................................

Riga LATVIA

FIM SUPERSTOCK 1000cc CUP Portimao PORTUGAL

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FIM SUPERMOTO WORLD CHAMPIONSHIP

FIM SUPERMOTO OF NATIONS

Pleven BULGARIA

Pesaro BERLONI ADRIATICO ITALY

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FIM SUPERBIKE & SUPERSPORT WORLD CHAMPIONSHIP

FIM SUPERMOTO WORLD CHAMPIONSHIP

Magny-Cours FRANCE

T.B.A.GREECE

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FIM SUPERSTOCK 1000cc CUP Magny-Cours FRANCE ..............................................................................

FIM MOTOCROSS OF NATIONS

Franciacorta ITALY

FI M M AGA ZI NE . 6 8 / / / J ULY AU G U ST 2 0 0 9

O F F I C I A L G E A R PA R T N E R

Protime elite Pro DecoDer the Protime elite Pro decoder is the ultimate result of the extensive research & development partnership between tag Heuer and chronelec. Both companies have shared their expertise to satisfy the most demanding motor racing, road racing and motocross sports. With advanced clock stability and a resolution of 1/10’000th of a second, the Protime elite Pro decoder is the most powerful and accurate decoder of the new “tAG Heuer by chronelec” range. -

GPS synchronization resolution: 1/10’000th of a second SD card removable memory integrated emergency power supply management of up to 32 loops

Full colour oleD graphic display clock stability : oscillator tcX0 0.2ppm Power : 12Vdc via adapter temperature range : -20 to 55°c (-4 to 131°F) 3 years warranty