The FIM Magazine - Ride With Us - N°84

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R I DE T H E

F I M

M A G A Z I N E

WITH US!

GRAND PRIX

HEROES, VILLAINS AND A YEAR OF SUPER SPEED

PUY vs SANZ BATTLE OF THE AMAZONS

VINTAGE

A SHORT HISTORY OF ENDURANCE

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R I DE T H E

F I M

M A G A Z I N E

WITH US!

5 Editorial

STANDINGS GP

Review Heroes, villains and a year of super speed

6–10 Season

PADDOCK MotoGP

12–13 Interview

Loris Capirossi

STANDINGS SBK GRAND PRIX

HEROES, VILLAINS AND A YEAR OF SUPER SPEED

PUY vs SANZ BATTLE OF THE AMAZONS

VINTAGE

to the wire

A dizzy-making season in 2012…

14–16 Down

A SHORT HISTORY OF ENDURANCE

PADDOCK SBK Publishing Director: Stéphane Desprez Chief Editor: Isabelle Larivière Fédération Internationale de Motocyclisme 11, route Suisse – 1295 Mies – Suisse Tel: +41-22 950 95 00 – Fax : +41-22 950 95 01 @: info@fim.ch Website: fim-live.com Photos: Cover: PSP/Stan Perec PSP/Stan Perec Charles Hennekam Good-Shoot John Chatterton-Ross Mark Walters G2F Media Dario Agrati Future7Media Edo Bauer Cris Barni Judith Tomaselli FIM/Marc Pétrier Lay-out & Printing: IMPRIMERIE SRO-KUNDIG S.A Route des Fayards 243 1290 Versoix FIM Magazine n°84 Past issues available on request The articles published in this magazine do not necessarily reflect the official position of the FIM. The content of this publication is based on the best knowledge and information available at the time the articles were written.

The copying of articles and photos even partially is forbidden unless permission has been requested from the FIM in advance and reference is made to the source (© FIM).

17 Goodbye

Max Biaggi

VINTAGE

19–21 A

short history of Endurance

STANDINGS ENDURANCE

22–25 2012

Season round by round

PADDOCK ENDURANCE

Renaud Lavillenie From pole vaulting to pole position?

26–27 Interview FIM INSIDE

28–29 Public

Affairs

STANDINGS SIDECAR

30–33 It

takes two!

STANDINGS TRIALS

34–37

Spain reign again and again!

FIM INSIDE

39 Women

in Motorcycling

STANDINGS ENDURO

The Three Musketeers revisited!

Antoine, Pierre-Alexandre, Christophe & Mathias.

44–45 Battle of the Amazons 46–47 FIM ISDE Review 40–43

FIM INSIDE

49 Environment STANDINGS CROSS COUNTRY RALLYES

50–53 A

Fifth World Crown for Marc Coma!

MARKET PLACE

54–56 Milan

Show 2012

58 ROAD

BOOK JAN/FEB

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editorial

The man and the machine The FIM’s historical motto is “Pro Virtute et Scientia”, which could be translated as “for the sake of integrity and science”. Perhaps today we would say “for the sake of man and the machine”. At the end of the day, motorcycle races are a combination of human skill and technological means, and perhaps that mixture is the real secret of the fascination of our sport.

And we have created a host of variations on the theme, with races on roads, on sandy and rocky terrain, and sometimes with artificial obstacles, as you can see from the pages of this magazine. And, to keep pace with these developments, motorcycle engineers and designers have crafted machines to suit all these different uses and the requirements of the riders themselves. Of all the diciplines of motorcycling, the one that needs the greatest technological prowess is undoubtedly road racing. And it in this sport, where human ingenuity and creative genius require the greatest inflow of energy (and money), that the manufacturers are battling it out with the utmost commitment.

For over fifty years, motorcycling aficionados have been following with curiosity, interest and passion all the innovations that the manufacturers bring out almost every year with their latest creations. Sometimes, too, the boldness of the engineers has been rewarded with great disappointments. Many of you will remember experiments with oval pistons, horizontal rear shock absorbers or the front fork with only one arm! They may not have proved very successful, but they generated a lot of interest and endless discussions!

Overall, however, the results are extremely positive. Virtually all the new technologies have enabled manufacturers to win races, but they have also enabled them to build into production motorcycles for the general market new devices and inventions that really benefit the rider. Today, as in the past, the challenge for new technologies is still very keen and experimentation seems to be directed almost exclusively towards electronics. The innovations

may be less visible than in the past, but everyone is talking about them and know more or less what impact they have.

Electronics are applied to the engine brake, the power supply, and the wheel traction control. Sensors on virtually all parts of the machine provide a huge amount of information for the technicians on the behaviour of all the various parts that make up a racing motorcycle. It is said, and rightly so, that these electronic devices help the riders to make fewer mistakes and also to have fewer accidents. We naturally all welcome this because the riders’ safety is one of our priority objectives.

The history of motorcycling has been forged by man (the rider), together with the technology of the motorcycle. The fans love their riders: they sowed the seeds of this passion and helped it to grow. I would say that we recognise in them essentially human qualities on the very verge of the supernatural. And it is they who make the difference, from every point of view.

The champions we crown at the end of every season are the protagonists and the ambassadors of our sport. There can be no sport without the men - and the women - who train and compete and give their all to gain a place on the podium. Our sport is indeed made up of ‘man and machine’, but human endeavour is the very essence of sport, and while we are fascinated by the machines and their technology, we must above all pay tribute to those who ride them, and place their confidence in their finely crafted parts. It is they who will keep our sports alive for the sake of the fans and for future generations.

Vito Ippolito FIM President

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standings

HEROES, VILLAINS AND A YEAR OF SUPER SPEED

shaping up as a three-way battle until that point. They had reached the summer break after nine races - halfway point of the 18-round season - with every race going to one of the trio.

That was the year, that was. A proper season, a rich tapestry. There was drama both human and technical; both sporting and political. There were heroes and villains (quite often the same person). Big new 1000cc Grand Prix motorcyles. And a great deal of very full-on motorbike racing.

like half-a-million Euros per race) to go and relax with his wife and new baby daughter. Everyone respected the courage and integrity of his decision. But it wasn’t possible not to feel a touch of resentment, that we will never see his breath-taking riding style again.

The heroes are obvious: the World Champions. Jorge Lorenzo, for a second time in MotoGP; Marc Marquez for the first in Moto2. And Sandro Cortese, first winner of the all-new and hugely successful Moto3 category.

Stoner was robbed of the chance of going out with a third title when he smashed his right ankle badly in a highside on the tricky Indianapolis surface. He raced the next day to fourth, before submitting to medical insistence on important surgery, missing the next three rounds. He came back at the end for a historic and emotional sixth successive win at home in Australia - Casey was invincible at Phillip Island on both a Ducati and a Honda, and bowed out with a third successive rostrum at Valencia.

Smooth and ever-reliable Lorenzo was in charge on the Yamaha, with five wins.

But the Repsol Honda pair of Pedrosa (one win) and Stoner (four) were not far adrift, especially since Jorge had lost one race (and one of his precious allocation of six engines) when he was knocked down by a headlong Alvaro Bautista (San Carlo Honda) at the first corner at the Dutch TT. One more non-finish and he would be back on more or less level pegging. Now Stoner was gone, and Dani’s win rate suggested that Lorenzo would not be much further troubled for the remainder of the year.

This seemed to rob the first 1000cc World Championship of its impetus. It had been

The absence of Stoner - along with the introduction half-a-season early of Honda’s

The biggest villain? How about Casey Stoner - a rider hailed by all in the sport as pure genius, whose speed is legendary and whose outspoken individualism is a key part of the paddock. At the age of just 27, at the height of his powers, the Australian turned his back on the sport, refusing Honda’s biggest ever pay offer (something

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FIM M AGA ZINE . 8 4 /// O C T. NOV. D EC. 2 0 1 2

the grid. Pushing through on the first lap, he was clobbered from behind by returned injury victim Hector Barbera (Pramac Ducati); both were out.

From then on it was a steady drip-feed of wins while the ever-consistent Lorenzo was second (he didn’t finish lower than that all year). Dani’s task was simple: keep winning. His only slip came at the secondlast round in Australia - he fell while leading on only the second lap. Another second secured Lorenzo’s second championship.

The last race was at Valencia, a weather-hit flag-to-flag event starting on a damp track.

Lorenzo was already on slicks and took the lead as a dry line formed. Dani pitted after the warm-up lap to change to a dryset-up bike and started from pit lane ... and came through rapidly to challenge his rival.

Flustered in lapped traffic, Jorge made his only mistake of the year and went flying in spectacular style, luckily unhurt. Dani took another classic win, and ended up only 18 points adrift. Had he stayed on and come second to Stoner in Australia, he would have been champion ... that’s how close it was.

/// Moto3: The name and concept may have changed but racing in the “tiddler” class is just as intense! next-year’s prototype - transformed little Dani into a winning machine. He took his second victory at Indianapolis, and it was the start of a purple patch unprecedented in the 27-year-old’s seven-year career on the factory Honda.

He bullied his way past Jorge to win a classic last-corners victory at Brno, and won every other race that he finished for the rest of the season. Crucially, however, he too became victim of another rider at an extraordinary San Marino/Rimini GP at the renamed Marco Simoncelli circuit at Misano.

The start was aborted when Karel Abraham’s satellite AB Cardion Ducati had clutch trouble on the line. Awaiting the restart Pedrosa’s front brake unaccountably seized solid ... and while it freed in time for the race by then he’d been moved from pole position to the back of

“I think we made an almost perfect season,” said Jorge, thanking Yamaha and his crew for a bike that hadn’t faltered once as he reeled off once consistent lap after another.

As for Dani: “I’m not disappointed, but really proud of what we have done this year. But I am sad for my team.”

Stoner made the rostrum for one last time at Valencia, and was third overall.

Second factory Yamaha rider Ben Spies had a foul year marked not only by his own mistakes as his position grew increasingly desperate, but also by extraordinary technical gremlins: a broken rear sub-

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frame, a failed helmet visor, collapsed rear suspension and a smoky engine blow-up.

Halfway through he’d already announced his intention to quit the team and possibly also MotoGP for a move back to World Superbikes. But the Texan will be back next year ... on a Ducati in the newly factorybacked “junior” team.

But the other pair of Yamaha riders, in the satellite Monster Tech 3 team, made up for it. Andrea Dovizioso was on the rebound after being dropped from the factory Honda team and with a point to prove; Cal Crutchlow was in his second season, and was well pleased with the new more powerful 1000cc bikes. Time and again the two machines circulated inches apart.

Crutchlow qualified faster, with seven visits to the three-strong front row and two topthree rostrums: Dovi had better overall result, with six rostrum trips and fourth overall. He’d proved his point, but it wasn’t enough to earn him the factory Yamaha ride he wanted, and he moves to Ducati next year.

Dovi would have been the obvious choice to replace Spies alongside Yamaha, but for another sensation of the season: the RossiDucati (mis)adventure came to a fruitless end when Valentino decided to abandon ship and return to the team where he won four of his seven titles. “I wanted to see if I can still be competitive against the younger guys,” he said, leaving unsaid a lot of things about how the dream of allItalian success started on the back foot ... and stayed there for two years.

By the end of it Ducati had switched from a carbon chassis to conventional aluminium, repositioned the engine, and made a raft of software and hardware changes. All to little avail: the bike suffered from understeer, and that was never solved. Valentino made the rostrum once in the rain in Le Mans ... but it was his only

/// At the end of a very exciting season, Jorge Lorenzo took top honours in the MotoGP class.

© Stan perec

standings

F I M MAG AZ I NE .8 4 / / / OCT. N OV. DEC. 2012 7

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standings

half-decent race, and he struggled to finish sixth overall, outpointing Crutchlow only after the Englishman had lost a probable third place at Motegi when he ran out of fuel on the final lap.

Alvaro Bautista was fifth, himself twice on the rostrum in a difficult first year not only adapting to the Gresini-team Honda he had inherited from Marco Simoncelli but also the sole user of Showa suspension (the others all used Ohlins), absent for more than a year and with no reference or other data to help him set the bike up.

Stefan Bradl was easily Rookie of the Year.

Reigning Moto2 champion, the German made a hugely impressive top-class debut on the LCR Honda, never quite making the rostrum but proving a very fast learner and solid racer. He was eighth, second Ducati rider Nicky Hayden ninth, and then Ben Spies tenth.

New this year: CRT bikes. It stood for Claiming Rule Teams, though nobody ever claimed any engines so the title was somewhat notional. These fitted tuned production engines (from Aprilia, BMW, Honda and Kawasaki) in a variety of specially made race chassis, and succeeded in boosting grid numbers to 21 (12 factory entries, nine CRTs). In their first year, however, lack of development and experience made for widely different levels of performance. The battle for top honours in the category was close, between Team Aspar Power Electronics

/// A Championship within the Championship: Spain’s Alex Espargaró was best CRT. team-mates Randy de Puniet and Aleix Espargaro, riding Aprilia-powered ART machines. Michele Pirro was strong on a San Carlo FTR Honda, but the machine was only erratically reliable, while Yonny Hernandez (Blusens Avintia FTR Kawasaki)

/// Casey Stoner ended a brilliant career that earned him two FIM World Championships.

Overall, it had been a year of good racing and sustained tension, even if at times it appeared otherwise. Lorenzo’s winning margin of 18 is the smallest in the class since 2006, last year of the first-generation 990s, when Nicky Hayden (Honda) defeated Valentino Rossi (Yamaha) by just five points.

Next year, a blazing new talent arrives when Moto2 winner Marc Marquez replaces Stoner in the Repsol Honda team. Jorge stays at Yamaha with Rossi alongside. Ducati aims to fight back with Dovizioso and Hayden. Crutchlow will be back for more, with another year’s experience. Likewise Bradl.

In spite of the perils and difficulties of the financial crisis, MotoGP is strong in the thing that matters most: close rivalry. © Stan perec

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had his moments. But challenges to the slower satellite-team prototypes were not to be taken seriously. Next year will be better; thereafter the CRT category will fade away as new 2014 rules kick in, obliging factories to make prototype-class equipment available for sale to private teams.

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MOTO2:

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THE REIGN OF MARQUEZ THE MERCILESS

It was year three for the middle class, all on identical Dunlop tyres and with identical Honda CBR600 engines, leaving it to the chassis designer, the crew chief, and ultimately the rider to make the difference.

What a difference it was. Marc Marquez was denied a likely title last year by injury at the penultimate race. In his second year, the former 125 champion was unstoppable.

He was both hero and villain: frequently in trouble for aggressive riding, hence the “Merciless” nickname. He was warned after the first race, and sanctioned with a penalty after knocking off closest rival Pol Espargaro in the fourth ... though this was later overturned on appeal.

Marquez is a formidable racer, hard as nails and as fast as lightning. His light weight (59 kg) helped somewhat, but the talent shone out. Like Rossi he is moving up through the classes – one year to learn and one to win, and joins MotoGP next year.

The toughest competition came from fellow-Spaniard Espargaro, riding a Kalex chassis for the Tuenti Movil HP 40 team.

He won four times, and his margin of victory in Australia was a class record of 16.8 seconds – it’s more usually measured by tenths.

The format guarantees very close racing, but no-one had the consistency of the leading pair, and the championship was always between the two of them.

the corners. He has yet to win a race, but ended up a strong fourth overall.

The only other race winner of the year was veteran Alex de Angelis, in monsoon conditions in Malaysia. The San Marino man, on an NGM Mobile-backed FTR chassis, went on to Australia hoping to repeat his win there last year, only to suffer a nasty finger injury that ruled him out for the rest of the year. He finished 12th overall.

There were strong rides also from Dominique Aegerter (Suter) and rookie Johann Zarco (Motobi), and in the end also veteran Anthony West (FTR). The Australian was second in the rain in Malaysia and in sunshine a week later in

© Stan perec

/// Marc Márquez has plenty to smile about: a Moto2 world crown and moving up to MotoGP on a factory Honda in 2013!

Again at the last race he was punished after causing Italian rider Simone Corsi to crash in free practice. The penalty was to start from the back of the grid. We already knew this didn’t matter too much: at Motegi he’d been left trailing after misselecting first gear on the line ... and he’d ridden all the way through to win.

Sure enough he did so again at Valencia.

He’d already sealed the championship the race before. It was a ninth win in 17 races (Motos 2 and 3 miss the US GP at Laguna Seca) for the CatalunyaCaixa rider on the top Suter chassis.

Third-placed Andrea Iannone (Speed Master Speed Up) only took two wins and was 111 points down on the winner. He did manage to fend off one-race winner Thomas Luthi (Interwetten Suter) in the championship.

There were others who stood out ... notably English rider Scott Redding, who fought hard but ended up complaining that his greater size and weight (74 kg) cost so much time in acceleration and on the straights that he had to punish his tyres beyond their limits to catch up again in

Australia, only to be suspended days later for a doping offence ... he’d inadvertently taken a banned substance in an energy drink earlier in the year.

There was a significant change in the rules for next season, welcomed by Redding and other larger riders – a minimum combined weight for both machine and rider, set at 215 kg. This replaces a machine minimum weight of 140 kg; smaller riders will have to carry ballast.

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MOTO3:

NEW SOUND, SAME CLOSE RACING

At first sight, Moto3 bikes seemed slightly underwhelming, after the sharp little 125 two-strokes they replaced. The sound of the tightly controlled 250 four-stroke single-cylinder engines lacked the sparkle.

All that changed when you heard a pack of them circulating in close company: now it had all the timbre of a squadron of World War One aircraft coming in for the attack.

Close company was guaranteed in the new class, and the quality of the racing set aside any lingering doubts of die-hard two-stroke fans. Whatever else, the racing was reliably fantastic – big battles, close margins, true grand prix racing.

With one clear winner. It took Sandro Cortese seven years of trying to take his first race win, last year in Brno. It opened the floodgates.

Riding a top-line factory-backed Red Bull KTM, he took five more this year; and more importantly was only off the rostrum twice all year. In line with his name (he was born and lives in Germany, to Italian parents) he combined calculating race tactics with plenty of aggressive speed. He summed it up as riding most of the race like a German,

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conserving his tyres and planning ahead, then the last two or three laps like an Italian, all passion and elbows.

taking a single race win. Another went to Frenchman Louis Rossi, at home in the rain at Le Mans.

Spanish teenager Maverick Vinales, top rookie last year, started out as title favourite, and he too won five times on the Blusens Avintia FTR-Honda. But a crash or two and some mechanical woes ended up in a personal melt-down for the 17-yearold. He walked out on his team at Malaysia leaving harsh words in his wake, only to return in penitent mood a week later in Australia. It was too late to save second overall, though.

The final victory went to German Jonas Folger, after a season that had started badly on an uncompetitive and unreliable Ioda. In the latter part of the year he was taken up by the high-level Aspar team to ride a Kalex-KTM, and was immediately right up among the front men.

That went to rising Spaniard Luis Salom (RW Racing Kalex-KTM), who took his own first GP win at Indianapolis, and had added another by year’s end.

Two more races at the end of the year went to another rising talent: Englishman Danny Kent, team-mate to Cortese ... both move to Moto2 next year.

Spaniard Alex Rins took fourth overall on a Suter-Honda; five points clear from fellow GP rookie Romano Fenati (FTRHonda) – the Italian had a distinction of

KTM and Honda engines were in control.

Ioda abandoned their project to switch to Honda power; the Italian Oral engine was also dropped early on by the Ambrogio Next team in favour of Suter-Hondas.

The only remaining independent was Indian entrant Mahindra, stuck with the Oral engine for a dire season. Next year Mahindra will try again, with an all-new engine and chassis to be built by Suter Racing Technologies.

It was a great start for the new class.

by Michael Scott

/// Germany’s Sandro Cortese challenged Spanish rule to become the first ever Moto3 World Champion.

© Stan perec

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FIM M AGA ZINE . 8 4 /// O C T. NOV. D EC. 2 0 1 2

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PAD D OCK

INTERVIEW

LORIS CAPIROSSI

AFTER A 22-YEAR GRAND PRIX CAREER IN WHICH LORIS STARTED 328 RACES, WON THREE TITLES AND FINISHED ON THE PODIUM 99 TIMES, DORNA SPORTS & FIM ARE DELIGHTED TO BE ABLE TO CALL UPON CAPIROSSI’S EXTENSIVE EXPERIENCE AND KNOWLEDGE AS A FORMER RIDER WHO HAS COMPETED IN THE 125CC, 250CC, 500CC AND MOTOGP CATEGORIES. FIM: You retired last year and now you are working as Safety Adviser for Dorna. How did you make the transition?

LC: It’s a little bit complicated. The relationship I have with Dorna is great, and especially with Carmelo. I am part of the Safety Commission. When the Safety Commission was born in 2003, I never

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missed one meeting and I am really part of that organisation. That is why a couple of years ago Carmelo said to me, should you ever decide to stop, I would like you to come inside our Group.

FIM: So it was not a surprise for you?

LC: No, we just talked about it you know, just talking. And when I decided to

announce in Misano that I was stopping racing, I spoke with Carmelo and he said “Yes, please consider the idea of coming to work with us.” And for me it was a great time to stop, after 22 seasons, because it is a long time and it was a good time to leave some space for the young riders. Then I started talking seriously with Carmelo about the position and

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PA DDO C K

I decided to come, because after racing for a long time, to stop being part of that world is not so easy. And that is why I am here. I have a great place to work. I know everyone. All the riders have respect for me and the communication with the riders is really easy because we speak the same language, because I just retired from racing last year. I am really happy because we do really hard work, especially during the winter…with Bridgestone.

FIM: What is your exact role?

LC: Normally my role is as Safety Adviser.

I give advice about everything that concerns safety. If a rider has a problem he can call me and I can go to check and to understand, to try to resolve the problem. The first job I do is to do with tyres. Because I know Bridgestone really well, because I am one of the first riders working with Bridgestone, and Carmelo said to me OK, the first thing you have to resolve is tyres, because last year we sometimes had trouble with the tyres and many riders complained. I think I have done quite a good job because the relationship between me and Bridgestone is good. Bridgestone understands the situation and is following 100% what I am asking, and this is good. Also, you know, the riders sometimes have problems with the race tracks, they have a feeling that something is dangerous, and we can go and check and we can try to resolve the problem. And for me it’s really good always to have contact with the rider.

Carmelo gives me open space. He says “When somebody asks you something, you can go straight there and solve the

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problem”. This is really good. I am part of the Race Control.

in a position to say what really happened, you know.

FIM: Do you follow all the practice and all the categories?

LC: Yes, yes, yes. Normally I am here, especially for racing. I am here for the races in the three categories and also for the qualifying practice. I always go round the track to check and when a rider asks me I go to see the place with the rider, you know. It’s quite good. Now we have a number of ideas with Corrado Cecchinelli (MotoGP Director of Technology) for the future, for rules. And when Carmelo is thinking about something new for the rules, he always comes to me to ask whether it’s good or not. And now we are thinking about changing the style of qualifying a little bit for next year. We have some ideas and new thinking. It’s good.

We have a lot of things to do.

FIM: You are a kind of mediator?

LC: Exactly. Because I always want the best for the rider and I want the best for safety. This is my main job. Because I was there for a long time. We have improved the tracks a lot, for sure but we shall never finishing making improvements.

FIM: As a rider, did you imagine that the Race Direction was managed like this?

LC: No. Because you don’t know what really happens. The first time I did that, in Qatar, the first race, we had cameras everywhere and we saw everything. The riders said “Oh no, I didn’t do that”, we said sorry but…

FIM: So it puts you in a different position with the riders…

LC: The good thing is that I am very clear with the riders. I start to say that in the Race Direction we have cameras, we have many cameras you don’t know we have, so please think about that when you speak.

Now it is good because we put the rider

FIM: When a decision is taken, do they ask your opinion? Are you part of the decision?

LC: Yes, always. But when it’s a question of imposing a penalty on a rider, I don’t have a vote. I can just give my opinion, on the basis of my experience.

FIM: But for example if the rider doesn’t understand the decision, you can try to explain it to him…

LC: Yes. I am always free. If a rider wants to come and speak with me I am here.

FIM: And what about the future? Do you plan to stay in this field?

LC: Well, yes, until now I have enjoyed it.

And sometimes I am involved in tests.

I already tested a couple of bikes. For me this is a good time. And in case I should not want to do it any more, I can do something else. But until now I have liked it very much. I still travel a lot but it is completely different. Before when I was racing there was a lot of stress but now I arrive at the last moment. It’s much easier!

Words & photos Isabelle Larivière

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© Stan Perec

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DOWN TO THE WIRE A DIZZY-MAKING SEASON IN 2012…

A PHOTO FINISH IS A RARE ENOUGH EVENT. STILL RARER IS A SEASON WHERE THE FIGHT FOR THE CHAMPIONSHIP GOES RIGHT DOWN TO THE LAST BENDS IN THE LAST RACE. AND THAT IS WHAT WE SAW LAST YEAR IN THE SUPERBIKE WORLD CHAMPIONSHIP. IT IS A SEASON THAT WILL GO DOWN IN THE ANNALS AS THE YEAR OF MAX BIAGGI’S FINAL TRIUMPH, WHICH HE WREST FROM TOM SYKES BY JUST HALF A POINT! Max Biaggi: 358 points. Tom Sykes: 357.5 points. After 27 races (the first race at Monza was called off) between 26 February in Australia and 7 October in France, Italy’s Max Biaggi won the 2012 FIM Superbike World Championship title after a breathtaking final. It is Biaggi’s second crown in this category and the sixth FIM World Championship title of his career, an outstanding title to end a no less exceptional season. And the season the Roman Emperor decided would be his last.

At 41 years old, after over twenty years of international competition, Max Biaggi is hanging up his leathers in the finest of styles, taking with him one of the Trophies that are the hallmark of Superbike.

CHAOS RULES OK When he looks back over his shoulder, Max Biaggi can savour his last season in the FIM Superbike World Championship.

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2012 was a chaotic year. Never in living memory have so many races been perturbed by foul weather. There were frequent interruptions. One race was even cancelled in Monza and two others were abridged (the second races at Mona and Donington). In short, it was a season strewn with pitfalls and the competition never let up among the posse of favourites who dominated the category. At the start of the season, outgoing world champion Carlos Checa seized the top spot on the leader board at Imola after a blazing opener by Biaggi in Australia with one win and one second place. The following weekend, the Roman came out fighting to get back on top once more. There followed a gladiatorial combat with Marco Melandri. The experienced Melandri, who handled his first season in the BMW team with consummate skill, won the S 100RR its first place on the podium at England’s Donington Park. The rider from Varese chalked up a string of wins and podiums

culminating in an historic double at Brno in the Czech Republic. On this circuit that had been almost like Biaggi’s back yard, Melandri delivered the Roman a stinging blow. It was a setback the Aprilia factory rider would take time to overcome.

Doubt took hold and Biaggi was dogged by a series of mishaps and crashes. At Silverstone, the rider with a legendary reputation for steadiness made a mistake worthy of a rookie, riding over a wet white line, as slippery as black ice. Three weeks later, when the FIM Superbike World Championship baptised the Moscow Raceway not far from Red Square, the Roman Emperor made another atypical mistake, ramming into Leon Haslam after an over-optimistic attempt to brake.

Melandri won the race and with it top spot on the leader board. Worse still, BMW took first place in the provisional rankings of the manufacturers’ Championship for the first time in its history. For Biaggi and Aprilia, that was the last straw. The next

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standings

PALPITATIONS Magny-Cours was billed as the grand finale of the 2012 FIM Superbike World Championship Final. Despite his 30.5 point lead, Max Biaggi was not serene. He totally messed up his Superpole session, qualifying on Saturday night in a modest tenth place for a start in the third line of the grid. This was undoubtedly a psychological blow as his rival of the day had qualified brilliantly to take pole position. Max Biaggi had to come out very fast from the start and run risks to hang on to his lead. On Sunday morning the track was wet. Tom Sykes was thrilled,

/// Kawasaki factory rider Tom Sykes was the unexpected protagonist of the latter part of the 2012 SBK season.

© Stan Perec

race was at the Nurburgring, a circuit with bad memories for Aprilia’s factory rider who injured his foot there in an official practice session in 2011, waving goodbye to his chances of beating Checa for the title. In 2012, Biaggi arrived at the Nurburgring ready for battle. As the Roman clinched the first race on the German circuit, Melandri’s fortunes turned.

He crashed, hurting both himself and his title hopes. But another rival who had been waiting in the wings, now started to give the Roman a run for his money.

Kawasaki factory rider Tom Sykes was the unexpected protagonist of the latter part of the 2012 season. The British rider showed remarkably consistent form in 2012, clocking up nine pole positions. He also had thirteen turns on the podium, three of them on the highest step. His Kawasaki ZX-10R has made great strides and shown itself to be truly competitive at the top of the Superbike hierarchy. No one was expecting the new Ninja at this level of the competition, just one year after it officially bowed out. A good all-rounder, Sykes had a remarkable end to the season, forcing the man from Rome to dig deep.

In the points at the Nurburgring, the rider from Yorkshire won the first race in Portugal at the penultimate meeting of the Championship, amidst driving rain. Once again, bad weather shuffled the cards and Biaggi managed to negotiate the rain to stay in the points. Fourth in the first race and third in the second, he preserved his overall lead of thirty or so points over Sykes. But Biaggi was still not finding winning form and Kawasaki were not the only ones with a challenge on their hands.

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as he is generally very comfortable in a wet race. The odds seemed stacked against Max Biaggi and when he crashed in the second round while braking at the Adélaide hairpin, things started to look bleaker still. He tried to keep going but his machine had suffered too much damage. As Sylvain Guintoli, who really started to shine towards the end of the season, caused jubilation in the stands of the famous French circuit, Tom Sykes heaved himself on to the third step of the podium, making a serious inroad into Max Biaggi’s lead. The second race was a real cliff-hanger. Everything was riding on the last 23 laps of the season. Biaggi was nervous and Sykes was hungry for a win. While the man from Yorkshire performed his pensum with a convincing victory, the man on the factory Aprilia had an indifferent start, but managed to stay calm and focused. Lap after lap, he passed

his rivals until he made it into the famous fifth place he needed to clinch the title.

And for the second time in his career, Max Biaggi took the Superbike World Championship crown. He was just 0.5 points ahead of Tom Sykes in the final Championship standings. Never before has a Superbike World Championship seen such a close-run contest. No less than nine different riders won at least one race during the season, and five of the six manufacturers with machines on the grid topped the podium on at least one occasion. In such conditions, Biaggi put in a sterling performance, giving Aprilia another Manufacturers’ World Championship title into the bargain. In short, it was a season not unlike the career of the great Max Biaggi, chaotic and magnificent.

The Emperor can now retire with the satisfaction of a job well done.

F I M MAG AZ I NE .8 4 / / / OCT. N OV. DEC. 2012 15

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standings

SOFUOGLU KING OF SUPERSPORT ONE, TWO, THREE TIMES A WINNER After his titles in 2007 and 2010, Kenan Sofuoglu again took the honours in the FIM Supersport World Championship, adding a third crown to his collection.

This time, for the first time, he shared his success with Kawasaki, untitled since 2001.

In the heart of the Kawasaki factory team, Kenan Sofuoglu is heir to Australia’s Andrew Pitt, crowned FIM Supersport World Champion in 2001 with a ZX-6R. Until now, that was the Japanese maker’s one and only Supersport title. After a season of intense racing against the Honda riders among others, the young Turk won his third World Championship title in the category with a 21 point lead over runner up Jules Cluzel of France. Kenan Sofuoglu has also gained his place in Supersport legend as the first third time winner in the history of the class. At 28 years old, Kenan is a true national hero and the undisputed king of the 600cc.

After a disappointing 2011 season in Moto2, Kenan Sofuoglu returned to Supersport at the start of 2012. This time, he hooked up not with Honda, the factory he won his first two titles with in 2007 and

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2010, but, to many people’s surprise, with Kawasaki, who had gone ten years without a world title. In the absence of Yamaha and Suzuki, Triumph and Honda are Kawasaki’s only competitors in Supersport. The British may not be in it for the title, but Honda was counting on its young talents to give the more experienced Kenan Sofuoglu and Fabien Forêt – both on Kawasakis but within different setups – a run for their money. Between the two former world champions, a fierce rivalry smouldered throughout the season. And it was Honda’s two young bloods, Jules Cluzel and Sam Lowes, who regularly came between them.

Like Sofuoglu, Cluzel also had a tough Moto2 season behind him. And British rider Sam Lowes was burning to live up to the hopes raised by a curate’s egg of a first season in Supersport, marked by crashes and flashes of brilliance. Most of all, he was chasing a first victory that was to elude him until he broke his duck in Donington.

On home turf, Lowes came out all guns blazing, fighting off impressive competition with Sofuoglu, Cluzel and Australia’s Broc Parkes on his wheels. But Sofuoglu already had the Championship in his sights. All the same, winning the title was to prove no walk in the park. His team had a financial shakeup in mid-season with the withdrawal of his its main sponsor. Then he crashed and injured his knee. For a while, he had a

hard time getting into position on the bike and in the paddock he moved around on crutches. Once crowned Champion, he owned up to many moments of doubt.

Faced with Supersport rookie Jules Cluzel who was starting to hit his stride, a Sam Lowes brimming with confidence after his Donington win, and a Fabien Forêt capable of stunning all his rivals at any moment, Kenan Sofuoglu held on to his lead and clinched the World crown in Portimao, Portugal just one race short of the season’s end. “This year was tougher than I expected”, he said that evening. “I hurt my knee, I was disqualified and I also took several penalties. I was afraid that bad luck would cost me the title. I hung in there and I must say that Kawasaki gave me a very powerful bike with an excellent engine and very efficient electronic management. This bike really helped me, especially at the end of the season, when I felt much less wound up.” In 2013, we shall find Kenan Sofuoglu alongside Fabien Forêt, still with Kawasaki, in the new Indian Mahi Racing Team. The Frenchman will doubtless remain one of his toughest adversaries, but Kenan will also have to contend with Yamaha’s return to centre stage with a squad that includes Great Britain’s Sam Lowes.

Words & pictures Eric Malherbe

© Stan Perec

/// In 2012, Kenan added a third crown to his collection! This time, he shared his success with Kawasaki, untitled since 2001.

FIM M AGA ZINE . 8 4 /// O C T. NOV. D EC. 2 0 1 2

PA DDO C K

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“It wasn’t an easy decision to make, and last night was the longest night of my life.

For sure nothing will be the same as before but I am serene because it was a decision I wanted to make, not one I was forced into making..”

GOODBYE MAX…

MULTIPLE WORLD CHAMPION MAX BIAGGI ANNOUNCED HIS RETIREMENT FROM THE SPORT IN A PRESS CONFERENCE AT THE VALLELUNGA CIRCUIT ON THE OUTSKIRTS OF ROME ON 7 NOVEMBER, WHERE THE 41-YEAR-OLD FIRST BEGAN HIS RACING CAREER. After he won his second World Superbike crown at Magny-Cours (the sixth world title of his career), the press conference convened at the start of this week by the Italian rider was surrounded by considerable speculation about his future; whether he would retire, continue another year with Aprilia, move to Ducati in Superbike or even return to MotoGP, but in an emotional moment Biaggi announced he had decided to hang up his leathers and helmet for good following an illustrious and ultra-successful career.

“I really wanted this press conference because today is an important moment for Biaggi as a person; he abandons this world as world champion, a man of sport, to make way for a Biaggi that maybe very few people know really well” the Italian rider declared. “I chose Vallelunga because everything began here for me.

It began by chance many years ago, a sort of magic world for a young guy who had absolutely nothing to do with the world of motorcycles, but then something sparked off in me and afterwards it

became a dream that has taken me a very long way”.

“All of my life in the last twenty years has been part of a very contorted world, full of joy and difficult moments, ups and downs, but what made the real difference was the passion that has pushed me towards always giving my best and my all. This passion for racing has taken me onto some great achievements. I have had many companions along the way, but one that truly stands out is Aprilia, with whom together we have written some important chapters in racing history. It was true love!

We got together, we left each other, we hitched up again... And for this reason it is right and I am happy that I am retiring as world champion with Aprilia”.

“It wasn’t an easy decision to make, and last night was the longest night of my life. For sure nothing will be the same as before but I am serene because it was a decision I wanted to make, not one I was forced into making. In any case together with Aprilia we are discussing about a

project in the not too distant future and I hope I will be able to give you some more information soon”.

Max Biaggi started his international career in 250 GP at the relatively late age of 20 in 1991, but by the end of the following year he had notched up his first race win at Kyalami in the same category. He continued to race in 250 GP until the end of 1997, taking four successive title wins, and was then in 500/MotoGP from 1998 until 2005, a category in which he won a total of 13 races without ever taking the overall championship victory. After a year away from the sport he switched to World Superbike, immediately winning his first race in Qatar in 2007. A further 20 victories, the last one of which at the Nurburgring this year, together with two world championship titles followed in a career that has seen the Italian cement his place as one of the legends of world motorcycle racing in the last two decades.

by Infront SBK Communication Department

F I M MAG AZ I NE .8 4 / / / OCT. N OV. DEC. 2012 17

The new Fireblade Celebrating twenty years of Total Control

PUB

www.hondamc2012.com

© Charles Hennekam

V INTAGE

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A SHORT HISTORY OF ENDURANCE

/// Start of the 1978 Bol d’Or, the first one held on the Paul Ricard circuit.

Long distance races started at a very early stage - when the internal combustion engine was invented at the end of the 19th century - with races between big cities, such as Paris-Rouen in 1894, Paris-Bordeaux and others. Cars and motorcycles used to race together.

In those early days, asphalt was almost unknown, and the difference between events was not whether they were on or off road, but whether they measured speed or time (regularity). Very soon, it became evident that racing on open roads was too dangerous - with the disastrous example of the 1903 Paris-Madrid - and this kind of competition moved more and more on to roads closed to normal traffic (considerably before the advent of real racing circuits).

Long distance races became rallies, and cars and motorcycles became separated.

The best known Endurance race was the Bol d’Or, which was first organised in 1922 on the circuit of Vaujours, near Paris. This beaten-earth road circuit has been used since 1888 for 24 hour competitions for… bicycles! The idea came from Eugène Mauve, engine enthusiast and aeronautical components manufacturer. Only 17 riders entered what would soon become the most famous 24 hour event. Each machine had only one rider, and there were no stops except for refuelling - the rider ate and drank while riding! The winner was a Swiss rider called Zind (also known as member of the Swiss ISDT team), riding a 500cc

Motosacoche, who covered 1’245.628 km at an average speed of 51.9 km/h.

After the Second World War, other events began to show up: the 24 Hour Race in Warsage (Belgium) in 1951, the 500 Miles of Thruxton in 1955, the 24 Hours of Montjuich in Barcelona in 1957, and the 24 hours of Monza (Italy) in 1959, among others. At the beginning, most races were held over 24 Hours, but soon shorter races were introduced, defined in terms either of distance (500 Miles, 1000 Miles, and much later even 200 Miles) or of time (12 Hours, 8 Hours or 6 Hours).

Although the French word “Endurance” was used at first for the Six Days’ Reliability Trial – held as early as 1903 -, the difference quickly came up, as this new competition was targeting the fastest rider over a (very) long distance or time almost without stops (only for refuelling or repairs) or changes of rider. One can also consider long distance world record attempts as endurance racing, as 6, 12 and 24 hour attempts differed little from Endurance events. /// Start of the Bol d’Or in 1990: another win for the Honda VFR 750.

F I M MAG AZ I NE .8 4 / / / OCT. N OV. DEC. 2012 19

/ / / VI NTAGE

In 1960 the first FIM Endurance Cup was held with four races: Thruxton, Montjuich, Warsage and the Bol d’Or, the aim being to encourage the development of this sport. The decision was taken at the 1959 Congress in Barcelona by the International Sporting Committee of the FIM. At the 1960 Congress it was found that the rankings for the Endurance FIM Cup for this first year were problematic, as the competitors were generally qualified in one race only, and the races were of different lengths. Count Lurani was against the idea of giving more points for longer races, so only one points system was established, which would last for a long time.

The following rules were adopted: in order to be classified, a rider had to have taken part in at least two events. In the case of a tie, the rider who had won the longest races (in time or in distance) would be considered the winner. Nevertheless, there is no official ranking for this first Endurance season or for the ones that followed, for the same reason.

The Bol d’Or ceased to be organised between 1961 and 1968. Another race, the 1000 km of Paris, was held on the circuit of Monthléry for a couple of years.

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In the ‘sixties, events were held essentially in Great Britain, Italy and Spain – the three countries where most of the riders hailed from. While motorcycle sport was continuing its development and reaping increasing success (the ‘sixties are considered as the golden decade of Grand Prix), the market was suffering from depression. There was less interest from the public and little scope for extending the customer base, and at the same time the motorcycle manufacturers faced strong competition from the car industry which was producing smaller and cheaper cars for a larger share of the market. This trend would change at the end of the ‘sixties with the arrival of the Japanese manufacturers, who would engulf most of the European production – and principally the British motorcycle industry.

But during the ‘fifties and ‘sixties, the difference between the factory machines used in Grand Prix and the motorcycles used in Endurance was gigantic. Many long distance races included small cubic capacity motorcycles, 125cc and 250cc.

For example, the 1958 24 Hours of Montjuich was won by Italians Mandolini and Maranghi riding a 125cc Ducati at an average speed of 92.699 km/h.

BMWs were barely faster, and in 1960 the Barcelona race was won by a 175cc Ducati.

However, Endurance racing would really start to grow in the early ‘seventies with the launch of big four-cylinder machines from Japan - Honda was first, immediately followed by Kawasaki. This period also saw the “last stand” of British manufactured motorcycles such as BSA, Triumph and Norton. Their time was over…

REAL DEVELOPMENT Modern times started with the Bol d’Or on the circuit of Linas-Monthléry in September 1969, and the victory of the Frenchmen Michel Rougerie and Daniel Urdich on the brand new Honda CB 750.

It was a real benchmark, the starting flag for a new era which would turn Endurance into a discipline for passionate riders – and a time of fast development in France. Then followed the years of Frenchman Georges Godier and Swiss rider Alain Genoud, who raced first on a Honda equipped with a Swiss-made Egli frame, then on a racing-tuned Kawasaki with a frame they made themselves. After their title in 1975, they became constructors of racers

/// Swiss rider Jacques Cornu, with teammate Jean-Claude Chemarin in 1982: second World title for Kawasaki.

FIM M AGA ZINE . 8 4 /// O C T. NOV. D EC. 2 0 1 2

© Charles Hennekam

V INTAGE

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/// French rider Christian Leon on the Honda RCB 1000: he won four European Endurance Championship titles with Jean-Claude Chemarin from 1976 to 1979. with Kawasaki engines, building their own chassis.

In 1976 the Endurance FIM Cup became the European Championship, which saw the revenge of Honda: the first manufacturer had decided in late 1975 to come back to competition that year with the RCB 1000 (derived from the CB 750).

Honda had stopped all its motorcycle racing activities in February 1967 and, with the exception of their participation in the 1970 Daytona 200 Miles – which they won - they did not return until early 1976 at the non-Championship race in Zandvoort (600 km). At the beginning, the engine was a 941cc (68 x 64,8mm), which was then bored up to 70mm and ended up with 998cc. They clinched four consecutive titles from 1976 to 1979 with Jean-Claude Chemarin and Christian Léon, and then the first World Championship in 1980 with Marc Fontan and Hervé Moineau. In 1978, the Bol d’Or emigrated from the circuit of Le Mans to the Paul Ricard circuit near Marseille, in the south of France. That same year two other classic races were created: the 24 Hours of Le Mans and the Suzuka 8 Hours.

Then, from 1980 with the accession to World Championship status, the discipline continued to be dominated by French riders riding factory Kawasakis – first with Raymond Roche and Jean Lafond in 1981, then with Jean-Claude Chemarin

who clinched a fifth title in 1982, teaming up with Swiss rider Jacques Cornu. Then came the Suzuki Endurance Racing Team managed by Dominique Méliand – still in charge today! - and the first title for Suzuki thanks to Hervé Moineau, with teammate Richard Hubin from Belgium. In 1984, the cubic capacity limit was reduced from 1000cc to 750cc, and Honda with its V4 machine, took three titles in a row thanks to Patrick Igoa and Gerard Coudray. Then Hervé Moineau hit back and won, on a Suzuki, the two following titles, which leaves him with four World titles.

The calendar included various events, up to ten, but then the discipline started to decline until only the four so-called “classics” remained: the 24 Hours of Le Mans, 24 Hours of Liège (held in SpaFrancorchamps), the Suzuka 8 Hours, and the Bol d’Or (held on the Paul Ricard circuit from 1978 until 1999, and since then in Magny-Cours).

In some countries, races of long duration regularly meet with great success, essentially in France where Endurance is probably the most successful motorcycle sport, with two 24-hour races. But this is not the case everywhere, and history has demonstrated the difficulties of maintaining a Championship with events of a comparable level. At the end of the 80s, only three events were entered in the calendar, which, according to the

Sporting Code, was not enough for a World Championship. The series was downgraded to the Endurance FIM Cup for two seasons. Then the Sporting Code rule was amended and it came back as a World Championship. The FIM then tried to invest in rounds overseas, for example in Malaysia and Australia, but financial problems did not allow the experiment to be continued. The Championship was then held with four classic events, the 24 Hours of Le Mans, the 24 Hours of Liège (Spa), the Suzuka 8 Hours and the Bol d’Or. Then, in order to try to give the discipline a new lease of life, an experiment was launched with a promoter, who started to include shorter events such as the 200 Miles, but three major events were lost (the two French and the Belgian ones, which organised a Tournament together called the Masters of Endurance). At the end of the contract in 2006, the FIM took back control of the series, and the classic events came back into the Championship, which is now growing steadily every year.

The points scale for the World Championship is different depending on the total distance. The machines are 1000cc four cylinders (and some twins also), mostly from Japanese manufacturers, but also some from Italy and Germany.

by Marc Pétrier

F I M MAG AZ I NE .8 4 / / / OCT. N OV. DEC. 2012 21

© Good-Shoot

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standings

/// Ready to orchestrate the pit-stop; an alert Dominique Méliand on the watch for when his rider comes in.

2012 ENDURANCE SEASON ROUND BY ROUND 22

FIM M AGA ZINE . 8 4 /// O C T. NOV. D EC. 2 0 1 2

ROUND 1:

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BOL D’OR (24 HOURS)

VENUE: CIRCUIT DE NEVERS-MAGNY COURS (FRANCE) Podium EWC 1. SRC Kawasaki (Pirelli) 2. Suzuki Endurance Racing Team (Dunlop) 3. Monster Energy Yamaha YART (Michelin)

Podium World Cup

KAWASAKI TAKES BACK THE « BOL D’OR » Till the very end, the weather kept throwing curveballs in the form of scattered showers throughout the 76th Bol d’Or. Despite the sometimes treacherous going, Suzuki Endurance Racing Team took things in hand with Vincent Philippe ahead of Julien da Costa for SRC Kawasaki. The duel between the two factory machines was to continue throughout much of the race. Shortly after 19h00 on Saturday, a crash for Vincent Philippe could have been the turning point for Suzuki, who lost three laps and a rider caught out by a passing shower while riding on slick tyres. Vincent Philippe dropped out with a broken collar bone, but Anthony Delhalle and Fabien Forêt rode up a storm and put SERT back in the running for a win that was finally to elude them by just 1 mn 41 after 781 laps

ROUND 2:

© Good-Shoot

1. 3D Endurance Moto Center 2. Penz13 Kraftwerk Herpigny Racing 3. MCP Starteam 67

on the track. On the ZX-10R of the SRC, Julien da Costa, Grégory Leblanc and Olivier Four had pulled out all the stops to get the 2012 Bol d’Or for Kawasaki, the maker’s first since 1997!

place after a tough practice session that saw two machines damaged beyond repair, the factory BMW threw in the towel after 54 laps following a crash by Damian Cudlin.

For third place, the two factory R1s fought it out at the end of the race in a duel between Yamaha France GMT 94 Michelin Yamalube and Monster Energy Yamaha YART, who emerged the winners by 55 seconds. The Yamalube Folch Endurance negotiated the pitfalls to take a respectable 5th place 16 laps behind the winners. For BMW Motorrad France Team Thevent, however, the race was soon over. In fourth

In Superstock, the leaders finished in a bunch. The 3D Endurance Moto Center Kawasaki took a superb sixth place overall just ahead of the BMW of Penz13 Kraftwerk Herpigny Racing and the Suzuki of MCP Starteam 67. After a good showing in practice, the Kawasaki Louit Moto 33 was making the running at the start of the race when a crash by Loris Baz put an end to its hopes.

8 HOURS OF DOHA

VENUE: LOSAIL INTERNATIONAL CIRCUIT (QATAR) Podium EWC 1. BMW Motorrad France Team Thevent (Michelin) 2. Bolliger Team Switzerland (Pirelli) 3. Honda TT Legends (Dunlop)

Podium World Cup 1. 3D Endurance Moto Center 2. Penz13 Kraftwerk Herpigny Racing 3. MCP Starteam 67

A FIRST WIN FOR BMW MOTORRAD

some points with a fourth place finish.

The Yamaha France GMT 94 Michelin Yamalube dropped out with an overheating engine and engine trouble also forced Monster Energy Yamaha YART to drop out, leaving the field clear for the BMW. The challengers were not slow to take up the slack. Bolliger Team Switzerland clinched a well deserved second place, and despite a team reshuffled to accommodate the Isle of Man Tourist Trophy (Ryuichi Kiyonari, Michael Laverty and Jason

O’Halloran), Honda TT Legends claimed a gratifying third.

In Superstock, too, there was plenty of action. The Suzuki of the Qatar Endurance Racing Team with Nasser Al Malki, Anthony West and Nina Prinz won by a lap ahead of the Suzuki of Team Motors Events AMT Assurances. It was the first victory for a mixed team in Superstock in the entire history of World Endurance racing. The Penz13 Kraftwerk Herpigny Racing (BMW) took the lead in the FIM World Cup.

With four top teams within a single second in practice, the race in Doha on the overheated track at Losail was full of eastern promise. However, dominant in practice, then in the race, BMW Motorrad France Team Thevent saw its main rivals drop out one by one as the hours wore on. Only the Suzuki Endurance Racing Team, let down by its oil system, saved © Good-Shoot

standings

F I M MAG AZ I NE .8 4 / / / OCT. N OV. DEC. 2012 23

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standings

ROUND 3:

SUZUKA 8 HOURS

VENUE: SUZUKA CIRCUIT (JAPAN) 1. FCC TSR Honda (Bridgestone) 2. Toho Racing with Moriwaki (Honda‑Bridgestone) 3. Yamaha France GMT 94 Michelin Yamalube (Michelin)

HONDA IS MASTER AT SUZUKA Suzuka is always a high-intensity event full of ups and downs. After Katsuyuki Nakasuga took pole position for the Monster Energy Yamaha YART in 2’06.845 in the Top 10 Trial, the riders came out of the grid at a furious pace. Yoshimura Suzuki Racing Team took the holeshot with Josh Waters, but Ryuichi Kiyonari on the Honda of Musashi RT Harc-Pro clocked up the fastest time from the second lap and Katsuyuki Nakasuga on the YART crashed 30 mn into the race.

From the outset, FCC TSR Honda took the fight to the front ahead of Suzuki Endurance Racing Team and BMW

ROUND 4:

Motorrad France Team Thevent. An oil leak compounded by engine trouble for Yoshimura and a crash for Musashi left the way to the podium free for the two teams from Europe. But dame fortune had not said her last word. A crash for Vincent Philippe and SERT and electronic problems for the BMW made for an unexpected end to the race. With Suzuki and BMW out of the running, Yamaha France GMT 94 Michelin Yamalube stepped on the gas to provide us with a thrilling endgame. In the last half hour, an epic showdown for third place was played out between David Checa on the Yamaha France GMT 94 Michelin Yamalube and Ozamu Deguchi on the Kawasaki Eva RT Trick Star. A dashing David Checa came out on top.

© Good-Shoot

Podium EWC

FCC TSR Honda finished in first with a four lap lead over the Honda of Toho Racing with Moriwaki and the Yamaha France GMT 94 Michelin Yamalube ridden by David Checa and Kenny Foray.

8 HOURS OF OSCHERSLEBEN

CIRCUIT: OSCHERSLEBEN (GERMANY) 1. Suzuki Endurance Racing Team (Dunlop) 2. BMW Motorrad France Team Thevent (Michelin) 3. Yamaha France GMT 94 Michelin Yamalube (Michelin)

Podium World Cup 1. Team Motors Events AMT Assurances 2. 3D Endurance Moto Center 3. Qatar Endurance Racing Team

SERT BOUNCES BACK After technical problems in Doha and a crash at Suzuka, the Suzuki Endurance Racing Team arrived in Germany with

24

just one goal in mind: a win to hold on to the 2012 world title. Vincent Philippe in pole position took the holeshot for SERT closely followed by Nakasuga for Monster Energy Yamaha YART. The duel was short lived as Katsuyuki Nakasuga bit the dust after 20 laps. Behind the Suzuki Endurance Racing Team, the BMW Motorrad France Team Thevent and Yamaha France GMT 94 Michelin Yamalube kept up a steady pressure on the reigning world champions for eight whole hours. The Suzuki Endurance Racing Team stayed in front almost the entire time but had to be constantly in battle mode to keep the two factory machines in check. After 313

laps, the Suzuki Endurance Racing Team won the day with just a one lap lead over BMW Motorrad France Team Thevent and Yamaha France GMT 94 Michelin Yamalube, who finished just 13 seconds apart! Behind the winning trio, Honda TT Legends held on to fourth place from start to finish.

In Superstock, the 2011 FIM World Cup winner, Team Motors Events AMT Assurances, had its first win of the season, taking the provisional lead in the Superstock class ahead of the Kawasaki of 3D Endurance Moto Center and the Suzuki of the Qatar Endurance Racing Team.

FIM M AGA ZINE . 8 4 /// O C T. NOV. D EC. 2 0 1 2

© Good-Shoot

Podium EWC

standings

ROUND 5:

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24 HEURES DU MANS

VENUE : CIRCUIT BUGATTI (FRANCE) Podium EWC 1. SRC Kawasaki (Pirelli) 2. Suzuki Endurance Racing Team (Dunlop) 3. BMW Motorrad France Team Thevent (Michelin)

Podium World Cup 1. MCP Starteam 67 2. Louit Moto 33 3. Penz13 Kraftwerk Herpigny Racing

For the Suzuki Endurance Racing Team, Le Mans was a tense race. In the World Championship standings, the SERT had just a 19 point lead over BMW Motorrad France Team Thevent, who clinched pole position just ahead of the SRC Kawasaki.

The Suzuki Endurance Racing Team was third on the grid and fielding a rejigged crew. With Yukio Kagayama back in Japan for his national championship, Takuya Tsuda was breaking his duck at Le Mans.

© Good-Shoot

Right at the start of the race, three crashes and electrical problems kept Monster Energy Yamaha YART out of the fight out front and a minor crash held up the BMW Motorrad France Team Thevent.

Only the Yamaha France GMT 94 Michelin Yamalube was able to keep

© Good-Shoot

THE STAKES ARE MOUNTING

up with the pace of the Suzuki and the Kawasaki. During the night, the Yamaha unfortunately had radiator trouble and the BMW finally finished third.

At the finish, the SRC Kawasaki had a one minute lead over the Suzuki Endurance Racing Team but the SERT won their twelfth FIM Endurance World Championship title. Honda TT Legends chalked up another top-5 finish ahead of Honda National Motos and Monster Energy Yamaha YART, who had made a remarkable comeback from low down the rankings.

In Superstock, the contest was no less intense. The MCP Starteam 67 carried the day despite a penalty for a non-compliant mudguard, followed by the Kawasaki Louit Moto 33 and the BMW of Penz13 Kraftwerk, who won the 2012 FIM Endurance World Cup following a crash for Team Motors Events AMT Assurances, who were in the lead going into Le Mans.

by Valérie Moreno

/// A jubilant Dominique Méliand celebrates SERT's 12 th world crown with his riders.

F I M MAG AZ I NE .8 4 / / / OCT. N OV. DEC. 2012 25

© Stan perec

/ / / G ALLE RY

/// Left to right: Claude Michy, Renaud Lavillenie & Hervé Poncharal in the Tech3 Team garage.

FROM POLE VAULTING TO POLE POSITION? FIM: We saw you at 24 Hours of Le Mans. How does someone move from athletics into motorcycling?

RL: It’s something of a passion for me.

Motorcycles have always appealed to me since I was a kid.

FIM: Do you ride a motorcycle in real life?

RL: Yes I do, and over time I have been able to get more involved in the motorcycling world. I hit it off with Stéphane Mézard, who rides in Endurance races, and he invited me once to act as lap timer at the Bol d’Or. That’s how it started.

I did it three times, once at the Bol d’Or and twice at the 24 Hours of Le Mans. And then I did the Gladius Trophy competition.

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FIM: You have been involved with car racing, too, haven’t you?

RL: Yes, I’ve done a bit. I’ve driven a bit for Michelin. And I’ve had offers to do little competitions. I had an offer to do the RCZ Cup. The advantage with motor sports is that on a circuit you can really drive, and that’s fun. You get a really good feel for the car, and then there is the question of safety, which is really paramount. You have the tyres at the right temperature and you know that even if you come off the road you should be OK. That’s very important. And it helps you not to be tempted to do stupid things on the road.

When I am on the circuit, I can let rip, and afterwards on the road I am calmer. In terms of sensations, it’s totally different

from the pole vault. But even with the pole vault, there’s an element of risk. It’s not something you just go out and do like that, without thinking. There is a strategic side when it comes to winning the competition but there is also a strategy to clearing the bar. It’s very absorbing. Oddly enough quite a few pole vaulters are keen on mechanical sports. I am not the first to like fast driving!

My current coach does car and buggy races. It’s all about the adrenaline rush. You get it to some extent in the pole vault and you find the same thing in motor racing.

FIM: Are you familiar with GP racing?

Endurance is one style of competition but the MotoGP and Supersport competitions are something else again…

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FL: I have a friend who rides in Moto2 and two years ago he was driving a car in the World Series 3.5. He invited me along to Barcelona to watch him. It was the first time I’d seen a race. I went to Valencia in November 2012. It was my first time at a MotoGP event. It’s completely different, both in terms of strategy and in terms of the machines. It’s interesting for me to see all the different environments and get the feel of it up close. When you’re behind your TV screen, you can see a certain amount and listen to the commentators, but when you’re on the spot it’s quite different.

I’ve also had the opportunity to chat a bit with the mechanics, which gives me another angle.

people around who are competent and that’s really important as there is always an element of danger…

FIM: Could there be any potential conflict with your career in track and field?

RL: At the moment I am making a point of staying free in my life. I have sponsors who invest in me but I am not prepared to be hemmed in as a result. Life is short, alas, and we have to make the most of it.

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or long enough in advance that I can recover if I take a minor fall or something, so as not to get myself in a mess. Now I’ve been lucky enough to win the Olympic title, my next major objective is in four years’ time. So I have time now to discover other things and make the most of my life. Of course pole vault is where I really get my kicks. But I can go on doing it till 2020 and after that I’ll have to stop. So once I’ve finished my sports career in the pole vault, there’s no reason

FIM: Are you going to take part next year in Endurance, do some training?

RL: That’s the idea. We’re trying to get a budget and a team together, with some high level equipment that will help me progress. And I also have the advantage that I won an Olympic title, which is good for my image. And in Auvergne there are quite a few riders and former riders, so there’s quite a motorcycle culture there. There are the Sarron brothers, then there’s Stéphane Mézard … I also know Supersport rider Jules Cluzel quite well.

Then there’s Erwan Nigon. Lots of people around me who make it easier. So the day I say I want to start training, I know that there are enough people around who will help me. And there’s Claude Michy too, who oversees it all. That’s really a plus. So I can go into it, not exactly with my eyes closed (laughs), but almost. I know I have

© Stan perec

FIM: Did you go to the trackside?

RL: Yes, with Claude Michy, the organizer of the French Grand Prix. That’s the real advantage. We went to the first bend so we could see some close action racing.

Then I was with Tech3 to watch the end of the qualifiers. There’s a mounting tension.

You get the same thing in Endurance, with the free practice followed by the qualifying laps and finally the start. You get the tension in all sports but there’s a difference of degree sometimes.

/// FIM President Vito Ippolito welcomes Renaud Lavillenie in the FIM Hospitality.

FIM: So you aren’t prepared to let that stop you from doing other things?

RL: It’s more of an issue in team sports, because if one person gets hurt the whole team is penalised. But I know that if I get hurt I’m just penalising myself and nobody else. You have to bear that difference in mind. And I do things intelligently inasmuch as I don’t ride when I’m heavily involved in major competitions. I generally do it afterwards

Renaud Lavillenie is a French pole vaulter. He won the gold medal at the 2012 Summer Olympics in London. Aside from his Olympic victory he has won one World Indoor Championship gold medal, two European Outdoor Championships gold medals and two European Indoor Champions gold medals. He won two bronze medals at the World Outdoor Championships. As of 2011, he holds the French record for the highest pole vault clearance indoors at 6.03 m, which is the third-highest personal best indoor clearance of all time.

why I shouldn’t get involved in motor sport or something for a hobby. But for the moment it makes a change and I’m simply having fun.

The advantage you have as a high-level athlete is that you assimilate things much more easily. People have said that to me, for example that when they tell me how to do something, it doesn’t take 15 laps for me to put it into practice. I get it right on the second lap. That’s a really positive thing. And when you like something, you progress more quickly anyway. The main reason I do pole vaulting is because I enjoy it, and the same goes for motor sport and everything else. You have to make the most of it while you can.

by Isabelle Larivière

F I M MAG AZ I NE .8 4 / / / OCT. N OV. DEC. 2012 27

/ / / Fim inside

PUBLIC AFFAIRS INDUSTRY NEWS

The historic Horex name has been revived in Germany. On display at the Intermot shows in Cologne were two preproduction machines. Horex engineers have produced an innovative V6 engine in a similar configuration to that used in VW cars. This allows for a more compact design. According to Horex the sound is also more like that of a V8 engine!

Production is expected to start soon at a new plant in Bavaria.

60 MILLION EURO RESEARCH AND DEVELOPMENT INVESTMENT IN PIAGGIO

In other welcome news Piaggio has signed a seven year loan deal with the European Investment Bank. Sixty million Euro is being made available to the Piaggio group to fund research and development into electric, hybrid and alternative energy fuel engines.

R & D financed by this loan will also focus on improving the fuel efficiency of all the engines used in Piaggio motorcycle and scooters products.

FIM Director of Public Affairs John Chatterton-Ross comments: “This is a vote of confidence by Europe in the important part that motorcycles and scooters

have in transport now - and also in the future. Long before this new finance was available Piaggio had already developed its hybrid MP3 scooter. This machine is a genuine contribution to improving the city environment as its autonomy in electric mode far exceeds that of hybrid powered cars.”

SALES OF, “ADVENTURE TOURING BIKES” CONTINUE TO DEFY THE CRISIS

The world travels of Hollywood stars Ewan McGregor and Charley Boorman on their BMW GS motorcycles continue to encourage sales in this sector, not just for the manufacturers but also for the market in “must have” accessories from companies such as Touratech. Not to

mention all the satellite navigation systems sold to riders!

2012 UK sales were so good that this sector is approaching market volume that almost matches that of 2008 when the crisis had yet to bite. BMW leads the

market but others are joining in too and the range of motorcycles now includes smaller options such as the Triumph Tiger 800, BMWs own smaller sized models, and the ever popular and long established options from Honda, Yamaha and Suzuki.

FIM AT LAUNCH OF NEW EU PROJECT “MOSAFIM”

MOSAFIM is the acronym for a new road safety project – “Motorcyclists Road Safety Improvement through better behaviour of the equipment and first aid devices…”

It is an EU project led by the Spanish research institute CIDAUT (well known to FIM from the ROSA project which many readers will have seen present at MotoGP events). The main focus is on protective equipment with some additional work on accident and emergency medical care.

Other partners include the prestigious Ludwig-Maximilians University – Munich Germany, Meta System S.P.A Italy, - world famous for their airbag technology, the

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European Union Commission, and FIM. The FIM’s role is mainly to try and inform the motorcycling public about this work.

The first meeting took place in October at LMU in Munich. How best to summarise the work? Well they say every picture tells a story. John Chatterton-Ross explains: “This is a burn injury caused when an impact protector rotated when I had a relatively minor accident three years ago. There was nothing wrong with the protector; it was a CE approved one. The jacket was a top quality one, and in fact did not wear through either. The problem

was that in combination the jacket and protector did not work well together. This is the sort of practical experience that can be learned from to make better products for riders for the future.”

Project leader from CIDAUT Aquilino Molinero was at the FIM Congress symposium in Monaco. There he took time to speak with FIM’s Dr David McManus who is by profession an accident and emergency specialist on the medical research aspect of this combined project.

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TRIAL AND ENDURO MOTORCYCLES – EUROPEAN PARLIAMENT AND COUNCIL MAKE THEIR FINAL DECISION!

On 22 November 2012 the EU Parliament finalised the text of the new EU Regulation on Type Approval that sets the technical standards for motorcycles, scooters and quads sold in the EU. The law has since been ratified by the EU Council of Ministers at their December meeting. So what does this all mean? Put simply, trials and enduro motorcycles as we know them today can still be produced, and can still be legally ridden on public roads by riders with the right licence to do so. Our thanks go to Mr Wim van de Camp MEP who acted as rapporteur in the EU Parliament for taking on board the points put to him. – Also to everyone involved in the campaign in FIM, the motorcycle industry and other organisations for persuading MEPs to back Mr van de Camp’s approach.

If you are a street rider not using a trial or enduro machine the new EU law will have significant effects in changing the face of motorcycling. There is not space to go into all the details here but the main points include:

From 2016 anti-lock braking systems will become mandatory on street machines above 125cc. This may be a “revolution” in motorcycling but it has been the norm for all cars and light vans sold in the EU for many years. Motorcycling is only just catching up with more use of this technology.

What about those “Adventure” bikes with the facility to switch off the ABS for serious off road use? A control switch will still be legal.

In the small capacity machines (scooters as well as motorcycles) 125s and below will not have to have ABS fitted by law. – The EU has ruled that a combined braking system will be fine for these to keep costs down. In FIM we think the market will probably move faster than the regulators.

Indian manufacturer TVS has already fitted its 185cc Apache motorcycle with an ABS system. If it can be done on a 185cc it won’t be long before it appears on 125s too.

As always there is much detail to be sorted out as the EU regulation sets only the “framework.” FIM is involved in this process too as we are members of the EU Commission working group that is dealing with the detailed implementation.

To benefit from more availability of ABS rider training is going to have to change too. An ABS system will only benefit a rider in an emergency if reluctance to use the brakes hard is overcome. The evidence is not encouraging. In a paper published in 2001 researchers Ecker and Wassermann found in an emergency the average rider will only use braking to around 56 percent of maximum efficiency so ingrained is the fear of losing control. Put another way, in an emergency the average rider can brake at around the level of a forty tonne truck, despite the fact that any modern motorcycle has sufficient braking power to be stopped very rapidly. On a more encouraging note research also shows that once trained with an ABS machine riders do improve their performance…

/// Vintage Montesa photographed at the FIM Gala two years ago.

TECHNICAL TESTING OF MOTORCYCLES AS A SAFETY CHECK

The EU is currently considering legislating to include motorcycles and scooters in technical testing alongside cars, vans and trucks. As this edition goes to press it seems

likely this idea will be dropped for the time being, with a review in five years’ time.

Technical checks are the norm in some countries (the UK has had them since 1958)

but elsewhere the idea is still controversial and seen by many riders as not necessary.

by John Chatterton-Ross

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/// Perfect team work between driver and passenger is the key to success in sidecar racing.

IT TAKES TWO! SIDECAR SEASON REVIEW The 2012 FIM Sidecar World Championship was run over seven weekends and consisted of ten races.

There were a couple of significant changes to the entry. Jorg Steinhausen returned having been absent since 2006 and was paired with experienced French passenger Gregory Cluze. Tim Reeves having lost the services of Cluze put his faith in rookie passenger Ashley Hawes, Reeves who had not previously competed at this level.

MAGNY- COURS The French circuit of Magny-Cours opened the season in April. Twenty four teams took to the track for the initial qualifying with congestion adding to the tension. It was Pekka Paivarinta/Adolf Hanni, Team Suzuki Finland, LCR Suzuki who were to start from pole position with a time of 1:46.66 after having survived their own drama.

Joining them on the front row would be the Birchall Brothers, Ben and Tom on their Mitchells of Mansfield, LCR Yamaha.

However it was Marcus Schlosser/Thomas Hofer, Team Schlosser, LCR Suzuki who led into the first corner as Philippe Le Bail/ Christian Chaigneau, Team Auto Moto TERCA were left stranded on the line

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with a gear selection problem. Bail did eventually get underway and rode a great race through the field from dead last to seventh come the finish.

Schlosser’s glory was short lived as a slipping clutch saw him drop down to fourteenth. This allowed Paivarinta/Hanni to take the lead which they maintained to the flag. Tim Reeves/Ashley Hawes, The Relocator, LCR Suzuki, were having a great battle with Jorg Steinhausen/Gregory Cluze, LCR BMW. Unfortunately for Steinhausen his BMW powered machine overheated which gave Reeves some breathing space but not for long as the Birchall Brothers were on the move.

After a poor start the Birchall pairing fought back well to take second at the flag as a red flag brought the race to a premature close, but was declared a result having reached two thirds distance.

HUNGARORING The Hungaroring circuit returned to the sidecar calendar for the first time since 2005 for round two. Birchall, Reeves and Team Redline RSR all rushed to the second encounter straight from the midweek TT race on the Isle of Man.

Birchall showed no ill effects of his packed schedule to take pole position with a faultless performance.

A wet track with a downhill start to a tight right hand turn was to catch the Birchall brothers out as they almost immediately spun out of contention in a race that was stopped after just three laps. Thankfully the Birchall duo made the restart and only just missed out on a podium place as Reeves pipped them within sight of the flag being waved on the seventeen lap dash. The race was won by Jorg Steinhausen/Gregory Cluze who managed to get to the front and hold off runners-up Pekka Paivarinta/ Adolf Hanni.

GROBNIC The Grobnic circuit in Croatia hosted round three in sweltering conditions. Again it was the Birchall brothers who grabbed pole this time over, a fraction ahead of Reeves. Kurt Hock/Enrico Becker stole the initial lead in the race, but this was soon swallowed up by Reeves, the Birchall duo and Paivarinta. Reeves went on to take the victory by almost ten seconds, but behind him the fight for second place was fierce.

In the end it was an overjoyed Schlosser/ Hofer who crossed the line as runners-up,

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closely followed by Paivarinta /Hanni and Birchall/Birchall.

Race two was an equally hot affair wit the track temperature at 54°C. It was Markus Schlosser/Thomas Hofer, Team Schlosser, LCR Suzuki who were first into turn one, but were soon overtaken by Reeves/ Hawes. The pair of Hock/Becker was also in early contention until an electrical fault put them out of the race. Reeves again carved out a comfortable lead to earn his second win of the day, as Schlosser followed him home once again. The top five was completed by Steinhausen/ Cluze, Paivarinta/Hanni, and the Birchall Brothers respectively.

SACHSENRING The World Championship visited the famous Sachsenring in Germany for round four, this being the first time the series had raced at this popular MotoGP circuit.

It was a wet welcome for the twenty-one strong field during the opening qualifying session, although thankfully the weather dried up for the later qualification period.

The Birchall duo showed their liking for the new circuit as they took pole from Kurt Hock/Enrico Becker.

SCHLEIZ The campaign continued in Germany, this time in the rolling countryside and at the historic circuit of Schleiz where racing first started way back in 1923. Reeves/ Hawes arrived at the fifth round as the championship leaders, having extended their advantage over 2011 champions Paivarinta/Hanni, thanks to their result at the previous counting event. The Birchalls had moved into third spot in the general standings at this point much thanks to their thrilling win at the last round.

A warm and sunny qualifying session, which was topped by the on form Birchall duo was followed by a rain drenched race around the nearly four kilometre long circuit.

As the lights went out, it was Reeves/ Hawes who got a great start and as the first lap came to a close it looked as if it was going to be a bit of a procession to the chequered flag as all of the front teams were well spaced out and not making any headway. However as the race wore on Steinhausen/Cluze started to catch

the early leader, but unfortunately could find no way around the British pairing as Reeves further extended his championship lead by taking the win. The Birchall brothers completed the podium in difficult conditions.

A day later, the second race of the weekend was run in contrasting circumstances, with the teams enjoying warm and sunnier weather. However it was not to be a happy day for Reeves, who was involved in a first turn incident that saw his passenger, Hawes have to be taken to hospital for a check up. Thankfully he was released later with cuts and bruises.

Paivarinta/Hanni benefitted fully from Reeves misfortune to win the race and to draw level with their rivals in the general standings. Schlosser/Hofer finished as runners-up on this occasion ahead of the Birchall Brothers.

OSCHERSLEBEN The title fight moved on to its third German venue, the fast but technical circuit of Oschersleben in the North of the country, with the top four teams separated by just six points. Joint leaders Reeves/ Hawes and Paivarinta/Hanni were closely followed by equal second place holders Birchall/Birchall and Steinhausen/Cluze.

This event saw the first all female sidecar team competing at the FIM World Championship, Sophia Kirchofer/Anna

© Mark Walters

Heavy rain threatened to wreck the race, however by the time the lights went out to get the action underway conditions were both warm and dry. As per qualifying it was Birchall and Hock who took the top

two places respectively in the race as less than half a second split the two crews on the line after an epic tussle. Steinhausen/ Cluze crossed the line in third place, just ahead of Tim Reeves/Ashley Hawes who got passed by Steinhausen in the later stages of the encounter.

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In race two it was Jorg Steinhausen/ Gregory Cluze who got the holeshot followed by the Birchall Brothers, and right in their wheel tracks was Pekka Paivarinta/ Adolf Hanni. Also jostling to get amongst the front runners was Tim Reeves/Ashley Hawes, Kurt Hock/Enrico Becker, though they were soon to be demoted to last place after a coming together with Michael Grabmuller/Ueli Wafler, Delta Racing, LCR Kawasaki.

/// Sidecar racing is spectacular and counts many fans!

Burkard were enjoying the experience on their Ladies Team Suisse, LCR Suzuki.

Dry, warm weather greeted all the teams for qualifying at Oschersleben, which Steinhausen/Cluze made the most of to claim pole position despite them having a water problem that they would work through the night to cure.

The Birchall Brothers narrowly missed out on pole but managed to keep Paivarinta/ Hanni down into third spot. Schlosser/ Hofer were pleased with their fourth place on the grid just in front of Reeves/Hawes.

As the lights went out for race one, it was Reeves/Hawes who got a flyer of a start with Ben and Tom Birchall only a bike length from them. Jorg Steinhausen/ Gregory Cluze were tucked right in behind the leading two teams. Markus Schlosser/ Thomas Hofer were jostling for position against Pekka Paivarinta/Adolf Hanni who had just nipped in front of Sean Heggarty/ Calum Lawson, Team Heggarty Lawson, LCR Suzuki, who got a great start just in front of Kurt Hock/Enrico Becker. By the end of lap one all had changed at the front, Steinhausen/Cluze had got past Birchall/ Birchall and Reeves/Hawes. Paivarinta/ Hanni had also got past Schlosser/Hofer, whilst Hock/Becker had outpowered Heggarty/Lawson.

Hock started to make ground on the leading five teams and by doing this he

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was pulling Heggarty with them, however by the latter stages of the race the pace at the front had increased and Hock followed

by Heggarty were to fall back slightly, but on the last corner on lap twelve Heggarty was forced to retire with a mechanical problem.

This let Michael Grabmuller/Ueli Wafler, Delta Racing, LCR, Kawasaki, finish seventh, behind Hock/Becker in sixth. As the race came to an end Steinhausen/ Cluze had pulled out a good gap to take the win and having recorded the fastest lap of the race with a time of 1:30.748.

Crossing the line in second place was Paivarinta/Hanni who managed to overhaul Reeves/Hawes who finished third after having had a front tyre issue.

Schlosser and Hofer managed to get past the Birchall Brothers by lap ten as these two teams finished fourth and fifth respectively.

After race one, Markus Schlosser/Thomas Hofer were unable to start the next race. The team refused to acknowledge a penalty imposed by the International Jury. As a result the International Jury disqualified the team from fourth position.

Sophia Kirchofer/Anna Burkard, Ladies Team Suisse finished the race in eighteenth place. They were overjoyed to have made it to the flag and hoped to improve their position next time out.

This let Sean Heggarty/Calum Lawson up into seventh place and to give chase to the leading pack. By mid race the battle at the front raged on and Paivarinta had got past the Birchall duo and Steinhausen.

However it was to be all in vain as it turned out that Paivarinta had made a pass under yellow flag conditions which resulted in him having a ride through penalty. When he rejoined he was in thirteenth position, and this let the Birchall Brothers through to take the lead followed by Reeves who had got past Steinhausen.

As the chequered flag came out it was the Birchall Brothers who crossed the line first, Reeves took second place, but it was a battle to the end with Steinhausen/Cluze.

Steinhausen had had an off track excursion at the end of the back straight, though still managed to take third place just in front of an ecstatic Heggary/Lawson. Paivarinta/ Hanni battled hard and were able to get through the field to take fifth place.

The all girl team of Sophia Kirchofer/Anna Burkard, Ladies Team Suisse, LCR Suzuki finished their second race in sixteenth place.

LE MANS The final round of the 2012 FIM Sidecar World Championship was held at the 4.185 km Bugatti circuit at Le Mans. Just one eighteen lap race would decide who would be 2012 FIM World Champion.

With only five points separating the top four places in what had turned out to be one of the closest fought championships in years, it was all down to the final race.

Any of the top four teams were in a position to still be able to claim the title.

Tim Reeves/Ashley Hawes headed the championship with one hundred and fifty six points, after their DNF at Schleiz the team regrouped well to get on the podium

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twice at the previous round. Reeves was going for his fourth FIM World title and Hawes his first.

down in sixth place, but they still had the chance of finishing in the top five of the championship.

the title fight. Unfortunately both rider and passenger needed medical assistance for their resulting injuries.

Only one point behind was Jorg Steinhausen/Gregory Cluze. Jorg back racing after six years away from the sport and with a new venture using the BMW engine. The team had been consistent and on the top step of the podium twice throughout the season and could be their first FIM World title.

At the last round, fittingly after two qualifying sessions in brilliant sunshine, the top four in the championship would be the same top four on the grid headed by the Birchall Brothers.

This untimely incident allowed Hock/ Becker to move into second with Steinhausen/Cluze third. French driver Sebastien Delannoy and passenger Olivier Lavorel on their Team Sand Seb 72, LCR, Suzuki were to have a great battle with Delta Racing, Michael Grabmuller/Ueli Wafler, LCR, Kawasaki all through the race for fourth and fifth places respectively.

As the race continued the battle at the front was getting very close, Reeves/ Hawes had a buffer between them and their biggest title contenders Steinhausen/ Cluze. Hock/Becker was the buffer, however it was Steinhausen who fought hard and managed to get by Hock.

With a clear track in front of them Steinhausen/Cluze slowly caught Reeves/ Hawes, whilst Hock/Becker simply had no answer to the leading two teams and had to be content to finish in a great third place, to finish their World season on a high.

The battle at the front raged on and going into turn two Reeves outbraked himself and Steinhausen nipped up the inside to take the lead. Reeves/Hawes regrouped and on the next lap at the same corner Steinhausen went in a bit wide letting Reeves through to regain the lead.

© Mark Walters

Ben/Tom Birchall were currently sitting third in the championship with one hundred and fifty two points. They had a good start to their campaign and then fell back a bit mid season due to some mechanical problems. However the team worked hard resulting in two wins in the last three races allowing them to be in the title chase. The brothers wanted that FIM World title back, and to succeed would give them their second.

As the final encounter got underway Tim Reeves/Ashley Hawes let the rest of the field know what they wanted: they got a blistering start on their “The Relocator” LCR, Suzuki and led into the first corner, but right with them was Ben/ Tom Birchall on the Mitchells of Mansfield LCR, Yamaha, closely followed by Pekka Paivarinta/Adolf Hanni on the Team Suzuki Finland, LCR, Suzuki. A bit of early pack shuffling gave Jorg Steinhausen/Gregory Cluze with their Steinhausen Racing LCR, BMW an opportunity to get right up with the leading four. Thankfully despite

Over the remaining laps the lead would change again and again at the same corner with Reeves/Hawes finally making the decisive move to which Steinhausen did not have any answer for.

/// Tim Reeves/Ashley Hawes, the victorious duo in 2012.

Fourth in the championship were current Champions Pekka Paivarinta/Adolf Hanni, fighting for their third FIM World title in a row, however they had had an up and down season. With an off track excursion at Schleiz which cost them dearly, plus last time out at Oschersleben, they had a drive through penalty which had really hurt their title fight.

Third in last years championship Kurt Hock/Enrico Becker had had a nightmare season with mechanical and electrical problems, leaving them

the high stakes all twenty three teams had got away relatively cleanly for this thrilling climax.

However on the first lap though, going into turn four, the two main teams fighting for the championship the Birchall brothers and Paivarinta/Hanni had a collision resulting in the Birchall’s outfit going upside down.

They were unable to rejoin the race so their championship battle was over. Paivarinta was able to rejoin momentarily, although coming out of turn six Hanni was to fall from the machine, to also rule them out of

Reeves took the chequered flag to clam his fourth FIM World title and his passenger Ashley Hawes his first. It was later to transpire that Steinhausen/Cluze had had a problem gearbox on their machine.

Although The Birchall Brothers, Ben and Tom failed to finish the final race they still finished third overall in the Championship behind Reeves/Hawes and Steinhausen/ Cluze respectively.

What a year, the 2012 FIM Sidecar World Championship had been one of the closest fought battles in years!

Words & photos Mark Walters

F I M MAG AZ I NE .8 4 / / / OCT. N OV. DEC. 2012 33

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SPAIN REIGN AGAIN AND AGAIN Once again, the FIM Trial season belonged to Spain with its riders dominating the 2012 X-Trial World Championship, the 2012 FIM Trial World Championship, the 2012 FIM Women’s Trial World Championship, the first ever FIM X-Trial des Nations and the 2012 FIM Trial des Nations in both the male and female categories. Although there were familiar names on the main trophies, there were also some new ones too, as two young French riders made their mark on the

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World scene. Australia was another new addition for 2012, as the best Trial riders competed ‘down under’ for the first time in the long history of the sport.

SIX OF THE BEST FOR BOU The 2012 FIM X-Trial World Championship got underway in the French city of Strasbourg mid-way through January with reigning champion Toni Bou – Repsol

Montesa immediately signalling his intent with a convincing win over Adam Raga – Gas Gas. Albert Cabestany – Sherco completed the all-Spanish podium at the opening round, which was to develop into a familiar theme as the season unfolded.

Bou was once again in a class of his own just over a week later in Geneva as this time it was left to Cabestany and Takahisa Fujinami – Repsol Montesa to scrap it out for the runners-up place. Cabestany would

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comfortable ten marks over Raga, who in turn enjoyed a similar margin of success over third placed Cabestany on this occasion. Majorca saw one of the closest contests of the campaign as Cabestany pushed Bou hard throughout what was a very low scoring event; however Toni held his nerve to make it five wins on the bounce and to move within touching distance of the title.

The penultimate round of the series a week later in Milan saw Bou wrap up his sixth successive FIM Indoor / X-Trial World Championship as he survived a heavy fall to beat Raga on a last minute tie-break to further extend his undefeated run. Typically Bou signed off with an emphatic victory at the last event in Paris to maintain his

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BOU TAKES ANOTHER SIX Although many predicted that Bou would carry his indoor form through to the FIM Trial World Championship without even so much as a pause, it was actually Raga who stole a narrow win over his arch rival on the opening day of the new campaign in France. However Toni immediately bounced back on day two to record yet another victory as Raga this time failed to make it onto the podium.

The riders were then to enjoy an early season break as the bikes were shipped to Australia for the first ever Trial Grand Prix in this continent come late May. Bou resumed normal service with back-to-back wins in the Land of Oz and opened up a

/// Behind an outrageously dominating Toni Bou, runner up Adam Raga was “best of the rest”.

triumph in the battle to be the best of the rest as Raga could only manage fourth spot on the night. The fight in Marseille seven days on was a closer affair as Raga this time returned to form, but could still not prevent Toni taking his third straight win in as many weeks.

After a month's break the series resumed in Madrid in early March where Bou once again showed his superiority and despite a rare mistake he still won the final by a

100% record and watched on as both Cabestany and Raga performed poorly in their personal fight to become Vice World Champion. Cabestany would finally succeed Raga by three points in the final standings, as Spain occupied the top three rankings for yet another season.

healthy advantage in the overall standings, as Raga and Cabestany both struggled to find their consistency. In contrast Jeroni Fajardo – Beta was making his mark on the championship, having already gained two runners-up spots in the first four days of competition.

“Of course I am very happy to win another championship,” said Bou. “It is nice to go into the record books as the rider with the most indoor titles. This is a special moment, in fact it has been a fantastic season for me. I have felt good since the beginning of the series in January,” continued Bou. “I have been riding well. In recent rounds the other riders have pushed me to the end of the Trial and it has been closer than maybe it looks.”

The global nature of the series was confirmed as the action then moved onto Japan for round three. Whilst Bou scored two more wins in Honda’s backyard he had to fight off Fajardo and then Cabestany as Raga’s title assault once again faltered. Toni arrived back in Europe with a twenty-nine point lead in the series and extended his winning run to six in a row as he won the first day of his home GP, but only after he had suffered a nasty injury to his leg that

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© G2F Media

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/// The question is not: “Who will be the Champion?” but “Who can beat Bou for the title?”

Bou’s dominant run continued high in the mountains of Andorra as he notched up his eighth victory on the bounce and there seemed little chance of him being toppled.

However just twenty four hours later Cabestany was the man to bring Toni’s run to a halt as he took his first win since 2006, ironically this coming at the same venue. This minor set back was not enough to prevent Bou marching on to collect his sixth successive FIM Trial World Championship in Italy two weeks later, where he incredibly recorded his ninth victory of the campaign.

“It’s been a strange day. I had some problem with my leg again and did not have a good feeling on the bike at all.” Bou explained.

“I made some big mistakes on the first lap and I really thought that it was not going to be my day. Then everything changed, Albert (Cabestany) started to make some mistakes and I began to recover my level.” /// Cabestany took fourth position in the final ranking.

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“My riding on the second lap was much better, but I never imagined I could win.

So now I am incredibly happy to take the title by winning the trial today. It is a special title, as with six I am now only one away from the record of both Tarres and Lampkin. I need to check with the doctor about my leg and then I can decide if I will ride the rest of the season or not.”

Toni did manage to close the season out with two more wins at the British GP,

where Raga snatched the runners-up spot in the series from Fajardo by a single point in what proved to be a great finale to the series. With Cabestany taking fourth position in the final rankings, Spanish riders occupied the top four places and thus making them hot favourites for the end of season team competition, more commonly known as the FIM Trial des Nations.

It was double French delight in the supporting two classes with Alexandre Ferrer – Sherco taking the Junior title and Steve Coquelin – Gas Gas claiming the Youth championship, both of them wrapping up their respective crowns with time to spare. © G2F Media

would cause him concern for the rest of the season. This however did not prevent him winning the following day to take his tally to seven victories in succession.

Ferrer was obviously delighted with his victory. “2012 has been a great year, especially after the serious injury I sustained in 2011. My route to the title was almost perfect and to win it early made it even better. I have great memories of the season, as it is important step in my career and now opens the door for me to compete amongst the truly elite riders and to be part of the FIM X-Trial World Championship next season.”

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Coquelin stated this about his win. “It was not so long ago that I was a young rider looking for sponsors and here I am in 2012 as a World champion, although this is perhaps one year later than I had hoped.

My childhood dream has come true. This is an unforgettable moment and the first of many I hope in what will be a long and successful sporting career.”

SANZ TAKES HER TALLY TO TWELVE Laia Sanz – Gas Gas began the pursuit of her twelfth FIM Women’s World Championship with a pair of convincing wins at the opening encounter in Andorra, as the female series fully integrated with the men’s for the first time since its inception back in 2000. Whilst Sanz’s winning ways were not a surprise, the emergence of nineteen-year-old Sandra Gomez – Gas Gas as a front-runner certainly turned a few heads. Her 3 – 2 showing over the two days marked her best performance to date at this level and placed her behind her compatriot Sanz in the initial championship table. The more fancied pairing of Emma Bristow – Ossa and Rebekah Cook – Beta were also amongst the mix, but could not outshine Gomez on this occasion.

/// Laia Sanz proved her mettle once again and Emma Bristow had to settle for second place.

The long summer break was always going to be difficult for the female protagonists, although for Sanz it proved to be almost disastrous as she did serious damage to her foot during an enduro event. This prevented Laia from riding a bike for almost two and a half months and gave her rivals real hope as the campaign resumed in Switzerland. Although Bristow pushed Sanz hard during the ultra tough opening day, the British rider could not stop Sanz winning and taking her twelfth FIM Women’s Trial World Championship with still two counting days remaining.

Like Bou, Sanz had another point to prove and went on to win the closing two days to record another 100% record. Bristow was ultra consistent at the sharp end of the season to finish as runner-up to Sanz in the general standings for a second year in a row. Teenager Gomez held her nerve brilliantly to beat Cook to third spot in the championship and to confirm herself a real threat for the future.

by Jake Miller

Sanz spoke about her latest success. “It feels great to be champion again, it almost feels untrue. I could not believe when I won my first title, and now I have twelve FIM World Championships.

With the injury and Dakar this season, I have not been able to train in the same way as usual so it has been a really tough year for me, but still a good one.”

© G2F Media

standings

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FIM ENVIRONMENTAL AMBASSADORS TAKAHISA

FUJINAMI LAIA

SANZ

PUB

Fim inside

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WOMEN IN MOTORCYCLING NEW COMMISSION DIRECTOR

The FIM Board of Directors appointed Ms Nita Korhonen, from Finland, as Director of the CFM. She succeeds Ms Beaulah Schoeman, the first CFM President/ Director, who had led the CFM since its creation in 2006.

members of the CFM, have been part of the motorcycling industry all my life.

For me the route has been an easy one

Due to her numerous tasks and responsibilities within FIM Africa, Beaulah decided to stand down as Commission Director. “It goes without saying that I will always be an advocate for the CFM – and the Commission’s biggest supporter!”

The outgoing CFM Director on Nita Korhonen’s appointment: “Nita has been a member of the CFM since its inception and is well known for being pro-active, very efficient and for her enthusiasm insofar as the Commission and the promoting of women is concerned. There is no doubt in my mind that Nita is more than capable of fulfilling the tasks required for this position.”

The newly appointed CFM Director, Nita Korhonen, added: “I, like most of the

as I was born in the middle of this great motorcycle life due to the fact that my father is a former World Championship medallist.”

“The second advantage was that I was born in Finland where the degree of equality between male and female has been among the best in the world. But we have to understand that there are still countries and cultures where the situation for female motorcyclists is a lot worse. As a new Director, it is my aim for the CFM to spread the word about women motorcyclists throughout the world. I also hope that we will soon have a women´s class in every main motorcycle discipline. Too ambitious?

Perhaps, but it´s better to think too big than too small. That is what is needed in order to make a difference!”

She concIuded: “I am really excited to continue the great work our previous Director Beaulah Schoeman has done since the establishment of the CFM in 2006. We have done a lot during the last six years but as we all know, there is still so much work to do in order to improve the situation of women in motorcycling.”

by FIM Communication Department

ENVIRONMENT ENVIRONMENT: WOMEN’S RESPONSIBILITY?

Most theories of sustainability suggest that women play a predominant role in and make a large contribution to sustainable wellbeing and development. Women play an important role in preserving the environment as a result of social factors that give women a clearly defined role in the conservation and management of water and land for example. According to Minu Hemmati (“Gender into climate policy, a toolkit for climate experts and decision-makers”) there is evidence that women are more environmentally conscious than men and tend to participate more in activities to protect the environment such as a recycling, reuse and environmentally conscious purchases.

However, more empirical research is needed in this regard. The truth is that the contributions of men and women alike are indispensable in this process of sustainability.

In this world of two-wheeled sport, traditionally seen as geared to a male audience and male participation, we have witnessed a gradual change over the last decade, both in sports and in other areas including sustainability.

Over more than 15 years in the motorcycle world, I have witnessed a metamorphosis in this area. I come from a continent where cleaning practices, family care and harvesting of food and energy are all part of women’s work, so more women are convinced of the need to conserve resources as I mentioned above. In other parts of the world it may not work this way, but in the world of two wheels I have lived through a decade of change. Gradually, I began to notice much more wisdom on the part of both genders, and greater equity, in this case aimed at

assuring the sustainability of sport. However, women are not the only protagonists in the process of sustainability in sport. The process of reconciling ourselves and our activities with our environment requires not only the participation of decision makers; it also depends on volunteers, men and woman who act as environmental officials, the federations, the press, our promoters, the riders, the spectators etc. The only way it can work is through greater awareness with both genders demonstrating their willingness to be good neighbours and to play a responsible role in conserving our resources for future generations.

Whatever happens, we all live in one house!

by Kattia Hernandez

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standings

© Dario Agrati

THE THREE MUSKETEERS REVISITED

/// Antoine Meo changed brands but kept on winning.

WHAT IF ALEXANDRE DUMAS’ CLASSIC HAD BEEN WRITTEN IN THE 21ST CENTURY? WELL, THE YEAR MIGHT HAVE BEEN 2012 AND THE SETTING THE FIM KINGDOM OF ENDURO...

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FIM M AGA ZINE . 8 4 /// O C T. NOV. D EC. 2 0 1 2

Going from strength to strength, the 2012 FIM Enduro World Championship produced an exciting and action packed season of racing. Taking the bold decision to stage the opening two rounds of the season in South America, the GP of Chile and GP of Argentina ensured a highly anticipated start to the 2012 championship.

With both events exceeding expectations, each set the benchmark for the remainder of the season. And with successive organisers determined to equal or better the high standards of the South American leg of the EWC world tour, the championship proved to be both hotly contested and strongly supported.

ANTOINE - A CLASS ACT! Gathering 12 wins from the 15 point scoring days in this year’s FIM Enduro 1 World Championship, Frenchman Antoine Meo – KTM was easily the most dominant rider in the quarter litre category, and effortlessly secured his third consecutive enduro world title. Arriving at the opening round of the series in Chile as the defending E2 world champion, Meo’s speed was never in question. But with the Frenchman parting ways with his former Husqvarna team, with whom he had enjoyed all his previous success, to join the KTM Enduro Factory team, many wondered just how fast Meo would be.

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Unfortunately thoughts of a double victory in Portugal were short lived as Meo quickly returned to his winning ways on day two.

Adding another win to his tally on day one at the following GP of Italy in Castiglion Fiorentino, which marked the start of the second half of the season, the Frenchman was dealt another setback when he failed to finish the opening special test on day two. Sidelined for the second time in as many GP’s, it was Remes that took full advantage of a fading Matti Seistola – Husqvarna in the dying moments of the day to top the E1 standings. Returning to his best at the sixth round of the series in Sweden, Meo racked up another double victory before winning on day one in Finland. Settling for second overall on day two, Antoine secured the E1 world championship with a round to spare.

After starting strongly at the season opener in Chile, Thain endured a difficult middle part of the season. Picking up a surprising win at the GP of Portugal, the Frenchman gradually hauled himself back into contention for the runner-up position.

Capping off the year with a solid second overall on day one in Brignoles, France, he claimed his best ever FIM EWC finish to date by ending it as runner-up to Meo.

In a season that saw him change teams no fewer than three times, Italy’s Thomas Oldrati, who started 2012 with Bordone Ferrari before ending it with the Husaberg Factory team, eventually finished his disjointed season in third overall. With Remes placing fourth overall, Seistola rounded out the top five.

PIERRE-ALEXANDRE - DOWN TO THE WIRE! While Antoine Meo effectively ruled the Enduro 1 class singlehandedly, the FIM Enduro 2 World Championship proved to be the most hotly contested class of 2012.

During the early stages of the series no one rider was able to establish themselves as the clear title favourite. At the opening

/// Pela Renet will go down in history as the first rider ever to win FIM World Championships in Motocross and Enduro!

Unfortunately for his rivals, Antoine immediately answered that question at round one in Talca, Chile. Quickly establishing himself at the head of his class, the KTM rider increased his speed as the day progressed to claim a comfortable 71-second margin of victory. Proving his result was no fluke, Meo again delivered another comfortable win on day two and set the tone that would become the norm for the rest of the season. Clearly the rider to beat, he enjoyed an almost unbeaten run of form during the opening half the season. Picking up double wins at the GP of Argentina and the GP of Euskadi, his only set back was a non-score on day one at the GP of Portugal. Punching a fist-size hole in his engine casing on one of the liaison sections, the Frenchman was forced to retire, which opened the door for a new winner to emerge. Taking full advantage of Meo’s misfortune, HM Honda’s Rodrig Thain fended of a late charge by Finland’s Eero Remes – KTM to secure victory. © Dario Agrati

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rounds of the series in South America, France’s Pela Renet – Husaberg, Finland’s Juha Salminen – Husqvarna and Spain’s Ivan Cervantes – Gas Gas all made their championship winning aspirations known by taking a day win during the first four days of competition.

However, with Cervantes proving to be the most consistent of the trio, it was the Gas Gas rider who held the early advantage as the series returned to Europe. Hopeful of extending his points lead during his home round of the series at a wet and muddy GP of Euskadi in Munitibar, northern Spain, Cervantes suffered one of his worst results of the season and lost control of the championship lead. Revelling in the slippery, grassy conditions of the cross test, while enjoying the technically demanding forestry terrain in the enduro test, Renet delivered a stunning performance in Munitibar to grab a double win and with it take control of the championship.

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Arriving at the GP of Portugal in Torres Vedras in confident spirits Renet was surprised to play second fiddle to a rejuvenated Johnny Aubert – KTM. With the Frenchman putting his troubled start to the season behind him, he finally claimed his first win of the series. However, on day two it was Renet’s turn to stand on the top step of the podium. Matching the KTM rider in the cross test and the enduro test while bettering him in the quarry based extreme test, the Husaberg rider narrowly beat Aubert to claim the win and extend his points lead over his nearest rivals Juha Salminen and Spain’s Cristobal Guerrero – KTM. With the GP of Italy marking the start of the second half of an intensely competitive year, it was the consistent performances of Renet, Salminen and Guerrero that had enabled them to distance themselves from rest of their classmates.

© Dario Agrati

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In the incredibly hot and humid weather experienced in Italy, Salminen struck the first blow to Renet’s points lead with victory on day one. But on day two it was Renet himself who inflicted the most damage when he derailed his chain on the opening lap. Fighting back to a lowly 13th position, the Frenchman watched his lead evaporate. Breaking through to claim his first win of the season, Guerrero gladly established himself at the head of his class as the series headed to Scandinavia for back-to-back rounds in Sweden and Finland.

Admittedly struggling to cope with the pressure of leading the world championship and with both Renet and Salminen on top form, Guerrero failed to match the leading duo’s pace in Sweden while Renet grabbed victory on day two.

Knowing that the GP of Finland would be his greatest challenge of the series, the Renet delivered a stunning performance to topple Salminen on home turf and claim an all-important double victory with just the final round of the season remaining in France. Electing to race for the title and not the event win, Renet duly secured the 2012 FIM Enduro 2 World Championship with two committed performances at the season ending GP of France.

Overcoming a dislocated shoulder sustained prior to the GP of France, Guerrero produced a gritted performance to secure the runner-up position with Salminen ending his year in third place.

Unable to match the leading trio for the latter half of the season, Cervantes finished a disappointing fourth with Aubert enduring a dramatic year to round out the top five in fifth.

CHRISTOPHE FULL SPEED AHEAD!

/// Roller coaster rider Christophe Nambotin was no match for the competition.

Like his fellow countryman Antoine Meo in E1, Frenchman Christophe Nambotin – KTM was equally in a class of his own in the Enduro 3 category. Also making the switch to KTM machinery for the 2012 season, Nambotin was determined to establish himself as a creditable title contender for the coming year. Knowing that a strong start to the season would be crucial in placing himself among the leading riders, the Frenchman surprised everybody, including himself, with his sheer speed and consistency by easily topping both days of the series opener in Chile.

FIM M AGA ZINE . 8 4 /// O C T. NOV. D EC. 2 0 1 2

In what was a sign of things to come, the KTM rider backed up his impressive results with another commanding double victory the following weekend at the GP of Argentina in San Juan. But it was his absolute dominance at round three in the Basque region of northern Spain that clearly showed Nambotin was finally ready to take this year’s E3 world title.

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© Dario Agrati

standings

On the long and demanding forestry based enduro test, Nambotin simply outclassed all his rivals by a sizable margin to secure a comfortable double victory. Seven days later at the GP of Portugal, the Frenchman once again dominated his class and in doing so ended the first half of the season unbeaten.

With many beginning to wonder when Nambotin would not only win the E3 title but whether he could do it by producing the perfect season, it was his teammate David Knight - KTM that put a dent into his dominating run of form by winning day one at the GP of Italy.

After a troubled start to the year on fourstoke machinery, the Manxman switched to a two-stroke machine and instantly delivered a winning result. Capitalising on a fall by his French teammate on the opening lap, Knight steered his way to victory on day one at the GP of Italy.

Unfortunately thoughts of a repeat performance were short lived as Nambotin resumed his normal service and promptly won day two.

Earning his fifth double win of the season at the GP of Sweden, Christophe entered the GP of Finland in Heinola, poised to secure his maiden enduro world championship title. And by duly winning day one he finally realised his childhood dream and rode into the record books as the 2012 FIM Enduro 3 World Champion.

With the title secured, the fight for the runner-up position between Sweden’s Joakim Ljunggren – Husaberg and Estonia’s Aigar Leok – TM quickly took centre stage. With both riders producing their best season to date, Ljunggren eventually held off the late attack by Enduro 3 class rookie Leok to secure the runner-up position. With Leok ending his season just six points behind Ljunggren in third, Knight ended a difficult campaign in fourth with Spain’s Oriol Mena – Husaberg completing the top five.

/// Hard charger Mathias Bellino took gold for the first time in his career.

MATHIAS - YOUNG BUT DETERMINED! Upholding the French dominance of the 2012 season, Husaberg’s Mathias Bellino emerged as the FIM Enduro Junior World Champion. After a crash filled debut season in 2011, Bellino returned to the FIM EWC in 2012 determined to prove himself as a worthy title contender.

Immediately he placed at the top of his class with a solid double victory at the GP of Chile. Continuing to show both an impressive run of form and newfound consistency, Bellino clocked up a further eight wins to secure the EJ title at the penultimate round of the series in Finland.

He then capped off a successful junior career with a double win at the GP of France.

Behind Bellino the battle for the runner-up position proved to be a close one between Italy’s Jonathan Manzi – KTM and Great Britain’s Danny McCanney – Gas Gas. While Manzi managed to grab three wins

during 2012 compared to McCanney’s one, it was the EWC rookie’s consistent run of top five results that ensured the fight for second overall went down to the final day of the season. With McCanney crashing on day two in France, Manzi was finally declared as runner-up to Bellino.

With McCanney placing third overall and Argentina’s Kevin Benavides – KTM in fourth, Italy’s Rudi Moroni – KTM rounded out the top five.

ITALY FIGHTS BACK In the Enduro Youth Cup classification, Italy’s Giacomo Redondi – KTM won all but one day of the series he contested to secure the championship at round six of the season in Sweden. Ensuring an Italian 1-2 in the final finishing order, Matteo Bresolin – Husaberg placed as runner-up, while Great Britain’s Jamie McCanney – Husaberg recovered from a broken wrist sustained on day one of the season in Chile to end his year third overall.

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BATTLE OF THE AMAZONS The 2012 FIM Women’s Enduro World Cup will long be remembered for being a truly great title fight, between two of off-road motorcycle sport’s most celebrated racers. Rebranded and sporting a stylish new logo for 2012, the Women’s championship was held over four events and run in conjunction with the eightround FIM Enduro World Championship.

With the class continuing to grow in both riders and manufacturer interest, competitors visited the GP of Euskadi in northern Spain, the GP of Portugal and the GP of Italy before concluding with the final round of the season at the GP of France.

one of the FIM EWC’s most fiercely contested title battles.

As the defending champion, France’s

Ludivine Puy – Gas Gas entered the opening round of the season in Munitibar in northern Spain as the early title favourite. But despite having established herself as the queen of enduro during the last couple seasons in 2012 she would face her strongest challenger to date.

In total 17 competitors from six different nations competed in this year’s FIM Enduro World championship with riders travelling from far and wide including Australia and South Africa.

Spain’s Laia Sanz, teammate to Puy within the Gas Gas factory team, was eager to secure championship-winning success. The multiple FIM Women’s Trial World Champion had her sights set on conquering the world of enduro. And coming off the back of a winning ride at the Dakar Rally in South America, Sanz was in confident spirits.

But while the championship proved to be a growing success, the 2012 season will more importantly be remembered for

Immediately from the opening special test of the season, the Gas Gas mounted duo quickly detached themselves from the rest

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of their classmates. Although separated by mere seconds, the competitive struggle between both riders elevated them way beyond the reaches of their nearest rivals.

Throughout 2012 there were always two battles within the Women’s class – the one for victory between Sanz and Puy, and the one for the final step of the podium.

At the GP of Euskadi it was Sanz that struck first. In the wet and muddy conditions of northern Spain, Sanz matched Puy blow for blow on the slippery cross test and the technical enduro test. However, it was the challenging extreme test that favoured the Spaniard more than Puy. And by putting her vast array of trial skills to good use she was able to set times that ultimately helped her to win day one.

With confidence high, Sanz once again delivered another clinical performance on the heavily rutted extreme test on day two, securing a crucial double win at the opening round of the series. With

FIM M AGA ZINE . 8 4 /// O C T. NOV. D EC. 2 0 1 2

favour, Sanz upped her pace around the action-packed test to secure the win and enter the second half of the season with a promising six-point advantage.

However, it was at the following GP of Italy where the Spaniard faced her biggest test of the season. Arriving in determined mood, she delivered an incredibly dominant performance on day one. Proving simply unbeatable, she secured a massive five-minute margin of victory. Looking to deliver more of the same on day two, Sanz’ day took a turn for the worst when she hit her foot on a rock on the final extreme test, which resulted in a compound fracture of her big toe.

Although in immense pain Sanz refused to quit and instead soldiered on to claim a hard-earned victory.

/// Laia Sanz’ trial skills and determination were her trump cards in her Enduro adventure.

Puy twice finishing second, Sanz opened up a critical six-point lead on her Gas Gas team-mate.

With a couple of months to recover before the final round of the season in France, the Spaniard arrived in Brignoles on the verge of clinching her first EWC title. Settling for second on both days behind Puy, Laia Sanz finally realised her dream of becoming FIM Women Enduro World Cup Winner. For Puy, her double win in France was a fitting way to end her enduro career, while also ending the season just six points behind Sanz as the class runner-up.

“It’s very special to win this championship while having a rival as strong as Lulu, as well as overcoming the injury I had,” confirmed Sanz, the newly crowned champion. “I knew it was very important to win both races in Italy because there she was difficult to beat. This title completes

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a great year, it took a lot of courage to contest and win trial, enduro and rally in one year.”

Behind the leading Gas Gas duo, French rider Audrey Rossat – KTM, eventually won the battle for the final step of the championship podium after a season-long battle with Blandine Dufrene – Husaberg.

Capitalising on a double non-score by the Husaberg rider, Rossat ended her season third overall with Dufrene finishing fourth.

After a shaky start to the series, Australian visitor Jessica Gardiner – Yamaha rapidly improved as the season progressed.

Ending day one at the GP of Euskadi in a disappointing seventh position, followed by an unfortunate non-score on day two, Gardiner ended her year with a promising third place on day two at the GP of France to secure fifth overall in the championship.

Ensuring that the future of women’s evolvement in world enduro competition is bright, 18-year old British rider Jane Daniels – Husaberg, produced some stunning results in her debut season of international competition. Although only able to contest two rounds of the series, Daniels stood on the podium at both the GP of Italy and the GP of France by finishing in third place on the opening day of each event.

With the 2012 season producing some incredible battles and numerous breakthrough results form previously unknown talent, the stage is now set for the 2013 season to be even more competitive…

With the GP of Portugal hot on the heels of the Women’s series opener it offered little time for Puy to assess the damage.

Capitalising on a costly crash made by an over eager Sanz during the Friday evening Super Test, Puy put her motocross skills to good use on the high speed, hard packed motocross and enduro tests to maintain her lead. Only wavering to Sanz in the quarry based extreme test, the French rider held on to take an important but slender two-second margin of victory on day one.

The following day it was Sanz’ turn to top the podium. Knowing that the difficult rock steps in the extreme test would rule in her /// Enduro queen Ludivine Puy had to accept defeat but ended her career on a victorious note by taking the FIM’s Women World Trophy at the ISDE.

© FIM_Future7Media

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LE JOUR DE GLOIRE EST ARRI

FOLLOWING A TWENTY-THREE YEAR ABSENCE, THE 87TH EDITION OF THE FIM INTERNATIONAL SIX DAYS ENDURO (ISDE) RETURNED TO GERMANY FOR A HIGHLY SUCCESSFUL RUNNING OF THE 2012 EVENT.

With the FIM ISDE last visiting the Walldurn region of Germany in 1989, the race moved northwards to Saxony, Germany. Utilising the state-of-the-art Sachsenring race circuit, the Moto GP venue played host to the 437 competitors from 36 different nations that were entered in the event.

With the Saxony area rich in enduro history, the race tested all those entered to their maximum ability. Using the nearby Zschopau enduro district that holds a reputation for tough, old-school enduro riding, the organisers of this year’s FIM ISDE delivered a tough but extremely enjoyable week of racing.

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FRANCE - WHO ELSE?

Fielding a team in the FIM World Trophy that comprised of this year’s Enduro 1, Enduro 2 and Enduro 3 world champions – Antoine Meo – KTM, Pela Renet – Husaberg and Christophe Nambotin – KTM – plus two-time enduro world champion Johnny Aubert – KTM along with Rodrig Thain – Honda and Sebastien Guillaume – Gas Gas, the French World Trophy team entered the Saxony event as clear favourites for success. And they didn’t disappoint.

Instantly taking control of the proceedings from the beginning of the opening cross test at the start of day one, the French quickly set about establishing an early lead. Ending day one a comfortable four minutes clear of their nearest rivals Australia, they were off to the best start possible. And as the week progressed they steadily set about increasing their advantage. With Meo, Nambotin, Renet and Aubert all holding down the top four positions in the individual outright classification, France extended their

advantage to almost 17 minutes as the FIM ISDE passed the midway point in the race on day three. With such a sizable lead many would be forgiven for thinking that they simply cruised their way to victory, but with the leading riders battling among themselves to claim the individual outright honours, France eventually secured victory on the sixth and final day of the event by over 38 minutes.

Behind France it was a gritty performance

by Australia to secure the runner-up position. Starting the week in a promising second overall, they quickly ran into trouble when Toby Price – KTM suffered broken ribs on day two of the competition.

With Price determinedly continuing, they soon ran into further difficulty when Glenn Kearney – Husqvarna severely cut his knee.

Battered and bruised but with six riders still intact, they eventually secured the runnerup position before Chris Hollis – KTM crashed out of the final motocross race on day six with a broken collarbone.

Finishing a further ten minutes behind Australia, Italy finished the weeklong

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standings

along with the Yamaha pairing of Kevin Rohmer and Alexandre Queyreyre, the French looked tough to beat.

However, unlike their senior compatriots, the defending FIM ISDE champions immediately ran into trouble when Rohmer crashed out of the event on the opening lap of day one. With Bellino also suffering problems of his own and losing almost four minutes when he was forced to push his Husaberg across the finish line of the second cross test, the French ended the opening day of competition in a surprising fourth overall.

Grabbing an early lead, it was Italy that held a 70-second advantage over Great Britain with Australia in third.

VÉ!

competition third overall. Ending day one of the race in fifth position, Italy increased their pace to end day two in third overall.

However, they would suffer a serious dent in their progress when Oscar Balletti – Beta was forced to retire due to a mechanical issue. With closest rivals Finland and Spain also suffering retirements of their own, Italy were able to remain stationed in third overall and end the event on the third step of the podium.

With Italy completing the top three, Spain placed fourth, while USA narrowly beat Finland by just two seconds to complete the top five.

FRANCE - CHALLENGED BUT VICTORIOUS!

On day two the lead changed hands once more when Italy’s chances of a strong result were ended when both Thomas Oldrati – Husaberg and Gianluca Martini – Beta dropped out of contention. With Great Britain delivering another solid performance, they benefitted from Italy’s misfortune and gladly took control of the proceedings to end day two as the overall leaders. France regrouped from their day one problems to end day two in second position.

Now back up to speed, it was the turn of France to lead as they powered their way to the top of the standings at the end of day three, with Great Britain chasing them home in second place.

Firmly asserted at the front of their class, the young French quartet maintained their position for the remainder of the race to secure victory on the sixth and final day of the competition. With Great Britain ending

///

their week less than three minutes behind in the runner-up position, USA delivered an inspiring ride to complete the top three.

After a strong start to the event, Australia dropped back one position to place fourth with Portugal ending their week in an impressive fifth overall.

FRANCE - AND GAME OVER! In the FIM Women’s World Trophy team classification, the French trio of Ludivine Puy – Gas Gas, Blandine Dufrene – Husaberg and Audrey Rossat – KTM easily outclassed all their rivals. Making short work of the challenging conditions, the French riders quickly established a healthy eight-minute lead over Australia at the end of day one. Untroubled throughout the week, they never relinquished their lead and eventually secured victory in the 87th edition of the FIM ISDE by a massive one hour and fifty-two minutes.

Behind them, host nation Germany overcame a slow start to the week to work their way into second overall at the end of day four. Maintaining their position for the final two days of competition, Germany secured the runner-up result with Australia ending their week in third.

With the 87th edition of the FIM ISDE drawing to a spectacular and thrilling close at the Sachsenring race circuit in the heart of Saxony, Germany, attention now turns to 2013 FIM ISDE that’s set to take place in Olbia, Sardinia from September 30 to October 5.

by Jonty Edmunds

/// Christophe Nambotin outpaced 436 riders to win the ISDE scratch, proving his E3 crown was no fluke.

Like their World Trophy team counterparts, France started the Junior World Trophy team competition as prerace favourites. Fielding a team comprising of the 2012 and 2011 FIM Enduro Junior world champions Mathias Bellino – Husaberg and Jeremy Joly – Yamaha,

F I M MAG AZ I NE .8 4 / / / OCT. N OV. DEC. 2012 47

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ENVIRONMENT HAPPY ANNIVERSARY TWIN RING MOTEGI! A CIRCUIT WITH A GREEN VISION

project to be undertaken by a company in Japan at the time. And when Twin Ring Motegi opened in 1997, it became a place where everyone can enjoy the appeal of mobility to the fullest.

Those who are skeptical about the idea of harmonious coexistence between motor sport and nature will find it hard to believe that a circuit can be located amidst forested hills and completely integrated with an ecosystem in a very Japanese style, a Satoyama ecosystem where woods flourish close to human habitation.

This type of ecosystem - one that has allowed the coexistence of this temple of sport and the surrounding forest - combines upland forest with an abundance of trees and water, surrounded by inhabited areas and a lot of fauna.

Hello Woods is a forest covering 42 Hectares, regenerated and maintained

by Honda at the site of Twin Ring Motegi.

From the beginning, in the summer of 2000, the project was seen as a gift for the society of the 21st century, and its realisation became a shared dream of all Honda associates as they were encouraged to provide ideas and apply to work at the new facility. With a total area 137 times that of Tokyo Dome, the Motegi track was the largest-scale construction

As Mr. Ryuichiro Sakino, Hello Woods forest producer, expressed in an interview in World.honda.com, “Twin Ring Motegi provides an opportunity to think about what kind of relationship you’ll have with nature even as you enjoy the lifestyle afforded by civilisation. If we are to coexist with nature, we must strike balance in how we use it; if our relationship with nature is all take and no give, that relationship won’t last long. This forest is inhabited by northern goshawks, and the paddies where farmers are raising pesticide-free rice near its entrance are home to large numbers of mole crickets, giant water bugs, dragonflies, and water beetles. Some 2,500 species of plant and animal life have been confirmed to live in these mountains.”

Hello Woods is cooperating with the Ministry of the Environment’s “Monitoring Sites 1000” project. The purpose of the project is to collect data on the natural environment at a thousand locations of different types nationwide in order to detect changes in the environment.

In 2007, when the FIM celebrated World Environment day, several participants in the FIM Trial Word Championship at Twin Ring Motegi planted saplings in the Hello Woods.

During the 2012 FIM MotoGP Grand Prix event, one of the FIM’s Environmental Ambassadors, Takahisa .Fujinami, addressed an environmental message to the audience. This message was displayed on the main screen several times and the spectators were really delighted by this action in favour of the environment. Organised jointly by Mobilityland Corporation, which runs Japan’s Suzuka and Motegi circuits, the FJM and the FIM, it is a great contribution to the sustainability campaign, creating awareness among the spectators and encouraging the creation of more sustainable sports events.

Now, for Twin Ring Motegi’s 15th Anniversary, we want to dedicate this article to all these visionary people who have made a dream come true. Now people can listen to the sound of engines along with the sound of the wind passing through the forest. With this great example, we have living proof that nature and motor sport can truly be compatible.

by Kattia Hernandez

/// Trial riders and officials planting saplings in the Hello Woods (Twin Ring Motegi), in 2007.

F I M MAG AZ I NE .8 4 / / / OCT. N OV. DEC. 2012 49

© E.Bauer

///

standings

A FIFTH WORLD CROWN FOR MARC COMA!

/// Marc Coma in his favorite playground, the vast, empty desert.

THIS YEAR, FOR THE FIFTH TIME, MARC COMA HAS TAKEN THE FIM CROSS COUNTRY RALLIES WORLD CHAMPIONSHIP IN FINE STYLE. THE SECOND STEP ON THE PODIUM IS OCCUPIED

BY JORDI VILADOMS, WHO NEVER GAVE UP AND FINALLY HELD OFF HIS RIVALS JAKUB PRZYGONSKI, THIRD, AND PAOLO GONÇALVES, FOURTH. IN QUAD, LUKASZ LASKAWIEC CAME FIRST AHEAD OF RAFAL SONIK, AND CAMELIA LIPAROTI PLACED THIRD, WINNING THE WOMEN’S WORLD CUP GOLD MEDAL. 50

FIM M AGA ZINE . 8 4 /// O C T. NOV. D EC. 2 0 1 2

standings

After victories in the Emirates and in Qatar, the Catalan had built up a sizeable lead over his rivals. Once he got to Sardinia, a third place was enough to take him out of danger. “I won the Abu Dhabi Desert Challenge”, says the third-time winner of the Dakar with a smile, “then the Sealine Rally in Qatar, so in Sardinia third place was good enough. It was a tough race where you had to really stay focused, and in the first special I broke the brake. After that I decided not to take risks and go flat out to win, but to play it safe to ensure that I won the Championship.”

To clinch the World Championship title, a rider must be an athlete but he also needs a number of other qualities. “In Abu Dhabi, the dunes are huge and difficult to negotiate”, explains Marc Coma. “In Sardinia, you need to be a good navigator, as the little tracks wind through very dense vegetation and it’s not easy to find the right way. I think to get to the top, you have to be a good rider, but also a good navigator, know how to spare your motorcycle and read the terrain.”

/// Marc Coma and his KTM proved to be the winning combination in Cross-Country Rallies.

© E.Bauer

It was at the foot of the Pyramids, at the finish of the Pharaohs’ rally, that the FIM Cross-Country Rallies season came to an end. But Marc Coma (KTM) did not wait for this last event in the FIM Cross-Country Rallies World Championship to stake his claim to the World Championship title for the fifth time (2005, 2006, 2007, 2010 and 2012). He made his successful bid at the Sardegna Rallye Race back in June.

///

For this rider from Catalonia, the FIM Cross-Country Rallies World Championship title is very important, THE challenge of the season: “Being crowned World Champion”, says Marc Coma, “doesn’t happen every day. It’s the reward for the whole team for all their hard work for an entire year. And it’s no fluke that I have been able to win this title for the fifth time. I would therefore like to thank all my team, without whom this result would never have been possible. Being World Champion is also the highest sporting recognition, and to go out and try to in it every year gives me fresh motivation to do my very best.”

For the second step on the podium, Jordi Viladoms (KTM), Jakub Przygonski (KTM) and Paolo Gonçalves (Husqvarna) fought it out until the final kilometres of the Pharaohs’ Rally. Paolo Gonçalves had staked his claim from the start of the race, sticking close behind his team mate, Joan Barreda, who was in the lead. But on the fourth day, the Portuguese rider got lost and fell one hour and 14 minutes behind…

The second place in the Championship had eluded his grasp.

The silver medal finally fell to Jordi Viladoms (KTM) after a series of misfortunes. “In the Desert Challenge in

©Judith Tomaselli

/// The riders and their entourages enjoy a rare chance to share anecdotes and memories as they await the start.

F I M MAG AZ I NE .8 4 / / / OCT. N OV. DEC. 2012 51

standings

Abu Dhabi”, he says, “I came in fifth after a tough battle with Coma, Faria, Barreda, Gonçalves... There, navigating was easy and what counted was the starting order.

Then, in Qatar, I’d have finished third but I made a mistake and didn’t stop at a CP which was not clearly indicated on the trail. I got a two hour penalty and found myself in 13th place, earning just 3 little points. I was bitter because I was paying for the organiser’s mistakes. Otherwise I’d have been much closer to Marc in the Championship. But I put that result behind me and set off for the Pharaohs’ Rally. In Egypt, I really thought it was all over for me when I had engine trouble on the third day and then I fell and hurt my ribs. But I gritted my teeth and carried on regardless. I told myself that a race is never over till the flag goes down. I was right

52

© Edo. Bauer

///

not to let up, and I was amply rewarded when Paolo got lost and I was able to move up into third place overall. This second place in the FIM Cross-Country Rallies World Championship is a fantastic end to my year: fourth in the Dakar, a first win in Sardinia and now second in the Championship. It’s my best year since the start of my career in rally raids!”

Making up the Championship podium in third place, Jakub Przygonski (KTM) started the year with a sixth place in Abu Dhabi. “I love this race through nothing but dunes, explained the young Pole. But I had a little navigational hitch that made me lose time the first day. Next, in Qatar, despite the proximity of the dunes, we rode on stones a lot, and I don’t like that.

It was an easy rally to navigate but it was

dangerous, as we covered the same routes several times. It wasn’t a good rally but I came third.”

Back in Europe, the Sardegna Race was a nightmare for Jakub, who finished in tenth place. “In Poland, we don’t have any terrain like you have in Sardinia, with stones and narrow little tracks... and many of the riders are used to this type of slow and tricky routes”, Kuba goes on. “I was happy to be back in Egypt in October. No one ever goes there to train so we were all on an equal footing. I am happy to have finished this race in second place as I didn’t make any mistakes in this last event and a third place in the World FIM Cross-Country Rallies World Championship is crucial for my team and my sponsors. It has given me self-confidence and it’s an enormous

FIM M AGA ZINE . 8 4 /// O C T. NOV. D EC. 2 0 1 2

/// No woman blasts a quad through a turn like Camelia Liparoti!

///

seconds over Rafal in the last race. I am really happy. Now I shall have a bit of free time before the Dakar.”

Silver medallist Rafal Sonik plays it cool.

“It’s not that I lost, I just didn’t win, he says.

It really came down to the second day at the Pharaohs, when Lukasz, who was following me like my shadow, was unable to brake and went into me. I still have his tyre marks on my jacket. That’s racing… In 2012 I got seriously injured in the second special of the Dakar. It took me eight months to get fit again because I was in really bad shape, and it is a great source of satisfaction to be back. I did what I had to do to be at the start in Abu Dhabi. The first day I had an accident, but I was lucky and managed to carry on and finish seventh. In Qatar, I won, in Sardinia I was second and at the Pharaohs I missed the first step of the podium for just 30 seconds…”

A fine third place in the FIM Cross-Country Rallies Quad World Championship goes to Camelia Liparoti, who never lets the men in her discipline have it all their own way.

“Fifi Brindacier” has made another good showing. After leaving the Poles to fight it out in front, she made her way steadily along the trails and through the dunes of Egypt with obvious pleasure and talent.

“I had a great time from start to finish in this last FIM event, she says. Every time, I have made the podium (except the year I was injured) and I am also finishing with a nice medal. It’s fabulous !”

satisfaction to receive a medal from the FIM for the work we’ve done.”

In Quad, during the last two races, Lukasz Laskawiec stayed right on the tail of his fellow countryman and rival Rafal Sonik, and clinched the gold medal, which he took home in triumph. “It was a difficult season for me as I was under a lot of pressure”, the Polish rider explains.

I started the season well with a second place in Abu Dhabi. In Qatar, I had a broken engine and finished sixth, then in Sardinia and Egypt I won the race. The

duel between Rafal and me was very even.

We had the same equipment, the same speed, the same route… There were just seconds in it. Finally I managed to win the Championship with a lead of just 30

Today, the riders are looking towards South America and the Dakar, but next year will also see the dawn of a new season and a FIM Cross-Country Rallies World Championship just as thrilling as this one.

by Judith Tomaselli

/// The Queen of the desert receives her victory medal from Dr. Mohammed Ben Sulayem, President of the United Arab Emirates Motorcycle Club. © Edo. Bauer

standings

F I M MAG AZ I NE .8 4 / / / OCT. N OV. DEC. 2012 53

/ / / market place

MILAN SHOW

/// Suzuki C1500BT Intruder

VARIOUS NEW MODELS WERE SHOWN IN MILAN – NOTHING VERY SPECTACULAR, BUT CAREFULLY PLANNED. THE MOTORCYCLE MARKET SEEMS TO BE REACTING AFTER YEARS OF DECLINE. SOME COUNTRIES HAVE ALREADY REVERSED THE TREND.

54

Powered two-wheeler registrations in Europe were down -12.57% at the end of September 2012 in relation to the same period in 2011. However, global numbers do not show up the differing trends between countries. Austria, Norway, Great Britain and Germany show a (small) increase, while southern European countries are experiencing a drop in sales – largely due to the economic situation.

Greece and Spain are the countries with the largest decline, while in Italy and France sales are down less than in 2011.

/// Ducati Panigale 1199R

The US market saw a slight upward tendency in 2012 compared to previous years, after a constant drop since 2005 – and a heavy fall in 2008. As a general trend, off-road motorcycles sale are falling while scooter sales continue to rise.

The Motorcycle Shows in Europe at the end of 2012 nevertheless introduced a relatively significant quantity of new models – the right response to a recession, after all, is to continue investing in the future. On the other hand, there was a fall in the number of exhibitors, doubtless a result of the economic crisis. Milan welcomed a good portion of these new models – some of which had been shown earlier at the Intermot show in Cologne.

Of course, the Italian brands introduced several new models on their home soil, but other manufacturers also chose Milan to launch their latest creations. Honda introduced several totally new models such as a “vintage” version of the Honda CB 1100, and another design concept built up around one engine: this time they are offering a twin-cylinder 500cc in three

FIM M AGA ZINE . 8 4 /// O C T. NOV. D EC. 2 0 1 2

market place

///

versions: sport, cross-tourer and roadster.

Honda also unveiled a scooter with a single-cylinder 280cc engine, a revamped CBR 600RR and a surprise package: a modified Gold-Wing F6B, stripped of its seat back and top case, with a lower windshield, a reduced weight and a more aggressive look.

On the Italian side, MV Agusta has revisited some of the existing models such as the F4 and the Brutale. Some new models also showed up, built up around a threecylinder engine brought up to 798cc, whose roar will remind some fans of another motorcycle of another time…The engine will equip a Brutale 800, and also the new Rivale 800, with a new, beautiful design.

The Ducati Multistrada 1200 also has a fresh line of products (S Touring, S Granturismo, S Pikes Peak).

Besides the new Ducati Hyperstrada 848, there is a softer version of the Hypermotard, and some improvements have been made to the Ducati 1199

/// Motor Honda NC700 Panigale R ABS and the Ducati Diavel Strada.

Beside the Aprilia RSV4 Factory APRC, now with an ABS braking system, Aprilia has come up with a completely renewed version of the big trail Aprilia Caponord, crammed full of electronics (ride by wire, traction control, ABS, suspension system called Aprilia Dynamic Damping, etc.).

The main new BMW model was introduced in Cologne: the BMW R 1200GS, but in Milan, another new model showed up: the F 800GT with a new version of the twin-cylinder engine, now with 90 HP. Updated versions of the BMW S 1000RR HP4 and the BMW HP Competition were also on the stand.

/// Aprilia RSV4 ABS

/// BMW R1200RT

/// The 3-wheeled MP3 Business 500

/// Triumph Daytona 675

F I M MAG AZ I NE .8 4 / / / OCT. N OV. DEC. 2012 55

/ / / market place

/// Husqvarna Concept Baja

/// Ducati Multistrada

/// KTM prototype 1290 Super Duke R

/// Honda Gold Wing F6B

The new Triumph Speed Triple 675 (ABS, R, R-ABS) has been revamped as regards both the engine (higher revs, more horsepower) and the chassis (better weight balance, 1.5 kg lighter).

The Austrian brand KTM, which already dominates a large part of off-road competition, continues to expand its presence on the road with the KTM 690 and 390 Duke R and the top racer KTM Super Duke 1290 R KTM 1190 Adventure.

Also attracting attention on the stand were the Suzuki Inazuma 250 (a design that recalls the B-King Series) and a renewed Suzuki Intruder C 1500T. Finally, Yamaha showed us a well overhauled FJR 1300A with a lot of electronic equipment. Also, the XMax 125, 250, and Tmax scooters have been given a design makeover, as has the Yamaha XV 1900A Midnight Star CFD.

By investing in both technical innovation and design and revisiting old favourites, the motorcycle industry is once more proving its creativity and resilience at a time when everyone is eagerly looking for signs that our economic woes may soon be behind us.

Words & pictures Marc Pétrier

/// MV Agusta Rivale 800

Kawasaki is celebrating 40 years of the Z line – which started with the legendary 900 in 1972, and whose latest model was the Z 800. The ZX-6R 636 has been relaunched as a mid-range sporting motorcycle. In Cologne, in order to celebrate 25 years of the GSX-R line of motorcycles, Suzuki introduced new versions of the Suzuki GSX-R 600, 750 and 1000, as well as a new look for the Suzuki Burgman 650.

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FIM M AGA ZINE . 8 4 /// O C T. NOV. D EC. 2 0 1 2

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