The FIM Magazine - Ride With Us - N° 78

R I DE F I M

M A G A Z I N E

WITH US!

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T H E

RYAN VILLOPOTO

MONSTER ENERGY AMA SUPERCROSS AN FIM WORLD CHAMPIONSHIP

FIM INSIDE

LAUNCH OF THE FIM HOSPITALITY!

WOMEN’S ENDURO INTERVIEW LUDIVINE PUY

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APRIL /MAY 5

Editorial STANDINGS SUPERCROSS

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2011 Season Review AMA Supercross, an FIM World Championship Ryan Villopoto round by round STANDINGS X-TRIAL

12-15 17 Publishing Director: Guy Maitre

Photos: Simon Cudby FIM/Good-Shoot G2F Media/Ray Archer Oliver Franke-IFMXF KTM/Ray Archer Robert Murphy Ed Chamberlain Tricia Robinson Mark Walters Pep Segalés Luc Jennepin Youthstream/Snowcross Don Morley Eric Malherbe Lay-out & Printing: OIKO SERVICE srl via Po 74 66020 S.Giovanni Teatino Chieti (Italy) FIM Magazine n°78 Issued April May 2011

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The content of this publication is based on the best knowledge and information available at the time the articles were written.

Interview Marko Manthey & Jörg Hotzel FIM INSIDE gallery MOTOCROSS

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Fast Kid on the Block Ken Roczen GALLERY WORLD RECORD

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Salt addiction!

Rocky Robinson

FIM INSIDE LAUNCH OF THE FIM HOSPITALITY GALLERY SIDECAR

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Adolf Hänni FIM Sidecar World Champion FIM INSIDE RIDE WOMEN’S ENDURO

Past issues available on request The articles published in this magazine do not necessarily reflect the official position of the FIM.

FIM INSIDE GALLERY FREESTYLE

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

Bou has the X-Factor SPEA FIM X-Trial World Championship

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Ludivine Puy Turning heads in World Enduro GALLERY SNOWCROSS

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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).

Meet the one and only Tucker Hibbert…

VINTAGE

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Trial – Chapter 2 Entering the modern era GALLERY SUPERBIKE

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Joan Lascorz The man & the cheetah

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ROAD BOOK JUNE/JULY

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WAS THE FUTURE MORE ENTICING ONCE?

editorial

Modern motorcycle riding was born fifty years ago. Things have changed since then, many many things. New specialties have been born and motorcycles have undergone a metamorphosis due to the never-ending evolving technology.

And with it the safety of the riders. Our world has evolved and during the last twenty years the speed of change has been unstoppable.

These changes could turn out to be threats or opportunities for our sport. Being able to protect it and further develop its growth relies on the ability to resolve problems we encounter and the cleverness to seize new opportunities. Maybe in the past the obstacles were more obvious and the opportunities scarce. Our progress was slow and goals seemed hard to reach.

Today in our global world, the threats have multiplied and so have the opportunities. We must be aware of the myriad of paths opening up in front of us and make our choices intelligently.

The world of motorcycle sport or pleasure is very sensitive to this reality.

Many of you could very well pinpoint what were the threats of the past and which the ones of the present. Maybe the future was more enticing once? I don’t think so. Even if the only way we can move forward is to try to choose the best way possible, today the future is much more enticing. The more challenges we encounter mean more ways to channel our energy and let our creativity expand.

During the last three years the FIM has dedicated all its life force to the creation of a Strategic Plan, with the intention of guiding and arming this institution, to be one with the times, now and in the future. All the competitive riders and touring bikers, as well as all of those who are involved in this vibrant world of motorcycling, await our answer. For there is one important ingredient in the work in which we are all taking part, an ingredient I would like to change into a plea: Let’s work together, let’s all go in the same direction towards a brilliant future, our future.

Vito Ippolito FIM President

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S TA N D I N G S

ONE FOR THE AGES THE 2011 MONSTER ENERGY AMA SUPERCROSS SERIES, AN FIM WORLD CHAMPIONSHIP, PROVIDED CLOSE RACING FROM START TO FINISH.

The winner takes it all! "V" for "Victor", "V" for "Villopoto"! .///

It was billed as the “greatest season ever” before it even started. The 2011 Monster Energy AMA Supercross Series, an FIM World Championship, was primed to be a classic from its opening night back in January, as every top athlete in Supercross arrived fit and ready at Angel Stadium in Anaheim, California, the cradle of this championship circuit. Former champions James Stewart and Chad Reed were back from injury-riddled seasons, as were Josh Grant and Ryan Villopoto. Lites SX champion Trey Canard was new to the class, while the popular veteran Kevin Windham was back for another run at an elusive championship. All primed to challenge #1 plate holder Ryan Dungey, the leader of not only the 2010 Supercross chase, but also the domestic motocross champion and FIM 6

Motocross of Nations winner. With so many past winners and champions on the starting line, the hype and intensity were unmatched in Supercross history.

Dreamt up by a rock-n-roll promoter in the early seventies, this uniquely-American, globally-appealing form of motocross, with its razzle-dazzle laser shows and fireworks, plays out in full stadiums all across the U.S. Even in difficult economic times such as these, the Feld Motorsports-produced tour hums along on all cylinders, with capacity crowds at Olympic-sized stadiums that stretch from Southern California to Toronto in Canada; from the Sunshine State of Florida all the way to Seattle in the Pacific Northwest.

As Dungey’s mentor at Suzuki, Ricky Carmichael, once told him, it’s much harder to defend a title than it is to win one in the first place. Stewart and Reed certainly knew that, having both failed-twice-to defend their own AMA/FIM Championships. The added weight of the #1 plate, along with the deeper field of contenders, seemed to weigh on Dungey and his team in the early going, and he was forced to take a back seat in the early weeks to others. And when the chain snapped on his Rockstar/Makita Suzuki at the sixth round of the series (and second visit) at Anaheim, he appeared to be out of the championship hunt all together.

Momentum shifting to the likes of Villopoto, who seemed to gain confidence with every passing round, the self-employed Reed, who put together his own team at the

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STENDINGS

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Chad Reed is back as a privateer beating all the factory riders, except one... to finish second in the best season ever! .///

eleventh hour after being coming up short on the free-agent market, and Canard, the Honda-backed 450-class rookie who won three main events before bowing out with an injury.

For James Stewart, the former twotime series champion, it was a series of explosions. The San Manuel Yamaha rider from Florida was everyone’s favorite going into 2011, having missed most of last season with a wrist injury. He’s often called “the fastest man on the planet,” and he rode like it for much of the early series. But a couple of spectacular crashes while leading races like Atlanta and Daytona kept him from building any momentum. He struggled off the track as well, suffering through the embarrassment of being arrested for

impersonating a police officer by using a flashing blue light on the dashboard of his truck to get past traffic while running late to the Orlando Airport.

Yet Stewart was somehow still in contention going into the grand finale in Las Vegas, only to once again crash spectacularly while leading. He brought down the popular veteran Kevin Windham with him, robbing the GEICO Honda rider a great opportunity to get his one and only win of the season.

Stewart, who was still within striking distance of the title when he crashed out of the leader, said after the race that he was parking his bike for the summer rather than attend either the U.S. Grand Prix at Glen Helen or the opening round of the AMA Motocross tour at Hangtown.

Stewart’s Vegas crash almost took out Ryan Villopoto, riding in third, down as well, and after having a front-row seat to the carnage, he did the math in his head and then wisely backed down the throttle on his Monster Energy Kawasaki and allowed the last two contenders with a chance of beating him for the championship-Chad Reed and Ryan Dungey-to go past. Even if Reed won and Villopoto finished third, the Monster Energy Kawasaki rider would still be four points ahead in the standings. So he calmly rode out the last of the twenty laps, knowing that his first title for Monster Energy AMA Supercross, an FIM World Championship, awaited him at the checkered flag.

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Alone in the crowd in Las Vegas 1: defending champion Ryan Dungey staring at Chad Reed.

Where is that "killer look"? The picture says all about the other Ryan's season .///

“Our main goal was always to win the championship, and the best way to do that is to minimize your mistakes on the bad weekends and winning races when you can,” said Villopoto after securing the title in Las Vegas. “This is something I have worked for my whole life, and to finally have earned the Supercross Championship, it’s just an awesome feeling.”

James Stewart is definitely is the "fastest rider out there" but he knocked himself out of the Championship hunt with some severe crashes. An injured Stewart leaves the scene... .///

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“We started the season behind the eight ball, but each and every race we got better and better,” said Reed, who almost became the first privateer rider in the history of Monster Energy AMA Supercross, an FIM World Championship, to win the title as a true privateer. “In the end we were consistently on the podium and able to win races. We fell four points short, but there’s nothing I would have changed – it was an awesome season and I had a lot of fun. I felt like I achieved a lot.”

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Alone in the crowd in Las Vegas 2: Reed got better and better every race. And it shows; the body language is one of confidence and determination... .///

As for Dungey, his third-place finish in the championship points was a disappointment, but he was also proud in the defense he and his team put up for their #1 plate.

“I certainly would have liked to have had a different outcome, but I am proud of the way me and the whole team kept fighting and working hard,” said the Suzuki rider.

“We learned a lot together, and I hope that next year we can get the #1 plate back on the front of my bike.”

Las Vegas was a fitting end to a great season for the sport’s biggest stars, and it also provided the perfect stage for Germany’s teenage sensation Ken Roczen to announce his arrival as a bonafide stadium contender.

The FIM MX2 World Championship favorite had been commuting back and forth across the Atlantic Ocean, learning the trade of stadium motocross while also trying to prepare for his summer assault on the

Grand Prix tour. Of course the learning curve is steep on this circuit, and the KTM rider ended up on the ground more often than on the podium. But in Vegas he rode a superb race, serving notice to the series regulars that he will be a force to be reckoned with in future years.

Roczen’s victory was also the saving grace for his brand as another year passed without a podium in the premier class for KTM-an unfortunate streak that dates back to the beginning of series’ history, and is something that new team manager Roger DeCoster, himself a former five-time FIM 500cc World Motocross Champion, means to erase in 2012.

So was it the greatest season ever for Monster Energy AMA Supercross, an FIM World Championship? With its record crowds, multiple race winners and dramatic finish, absolutely!

But maybe only until 2012 rolls around.

Then Ryan Villopoto will be the one to find out how heavy lay the crown, and he will have renewed competition from not only veterans like Stewart and Reed, but also Dungey and a healthy Canard, an inspired Windham, and many, many more. While 2011 was a great season, it seems like the best is yet to come!

Our main goal was always to win the championship, and the best way to do that is to minimize your mistakes on the bad weekends and winning races when you can.

- Ryan Villopoto

by Davey Coombs

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standings

RYAN VILLOPOTO, ROUND BY ROUND championships are never won easily!

R1 – Anaheim 1 / USA RR: 1 // CP: 1 // PT: 25 // PA: + 3 Ryan Villopoto: One of the big goals for the weekend was to leave Anaheim 1 healthy. I felt really good in the main and did not get tired. It’s a good way to start the season.

I know it’s a long year, but if I could put together more wins, that would put myself in good position for a championship.

R2 – Phoenix / USA RR: 2 // CP: 1 // PT: 47 // PA: + 2 R.V.: I really felt like I had speed to win. The track was tough tonight and I ended up making a mistake that cost me a lot of time.

From there, I knew there was no need to ride over my head to try and catch Stewart. This is a long season and every point is valuable.

R3 – Los Angeles / USA RR: 1 // CP: 1 // PT: 72 // PA: + 5 R.V.: It’s great to be able to be the first winner at this event. This race did not start out the greatest for me and I had to work my way up. The track was a little tricky because moisture started to come up and you really had to be smart. It’s nice to come back after finishing second last week.

R4 – Oakland / USA RR: 4 // CP: 2 // PT: 90 // PD: - 2 R.V.: It seems like the past few rounds, I would make a mistake then the next race, Stewart would make a mistake. I would not say it was a terrible weekend because we left here healthy and my first and foremost goal is to stay healthy, followed by winning races.

R5 – Anaheim 2 / USA RR: 2 // CP: 2 // PT: 117 // PD: - 5 R.V.: I know it was not my best race, but there is still a lot of racing left in the season. I just need to stay close and be there at the end.

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R6 – Houston / USA RR: 3 // CP: 1 // PT: 132 // PA: + 9 R.V.: I could not seem to get a good start tonight and I had to come from the back in both my heat race and main event. I knew I did not want to do anything that could cost me. It’s hard to come through the pack when the track does not have much room for passing. I always wish I could be collecting wins, but at this point, I am happy to get the points lead back.

R7 – San Diego / USA RR: 7 // CP: 1 // PT: 146 // PA: + 3 R.V.: I did not get a good start and I ended up getting hit from both sides on the first lap. I came in since my rear fender was hanging and went out in 20th. I did what I could to make up time and just put in solid lap after lap. I knew I wanted to push as hard as I could to make up as many points as possible.

R8 – Atlanta / USA RR: 1 // CP: 1 // PT:171// PA:+ 10 R.V.: Sometimes it’s not about being the fastest. You’ve got to be smart too. I figured Stewart and Reed would do that (collide together), but not with a lap-and-a-half left.

We still have a lot of racing though. I’ll just go back home and keep my program going and take it one race at a time.

R9 – Daytona / USA RR: 1 // CP: 1 // PT: 196 // PA: + 23 R.V.: This track was pretty difficult and it only got more difficult as the track went away later in the race. I tried to be smart and ride a pace that I was good with even before I went into the lead. My team did a great job helping me set-up my bike for this track, since it’s pretty different compared to a normal supercross.

R10 – Indianapolis / USA RR: 1 // CP: 1 // PT: 221 // PA: + 26 R.V.: The track was pretty technical and ended up getting pretty rutted towards the end of the race. You really had to stay on top of your game once the track started to break down a little bit. I knew I had a decent lead and I just tried to make sure I did not make any big mistakes.

R11 – Jacksonville / USA RR: DNQ // CP: 1 // PT: 221 // PA: + 7 R.V.: I am very disappointed with how tonight went. I have been feeling really good and tonight did not show it at all. I still have the points lead and I’ll be looking to make up the points next week in Toronto.”

R12 – Toronto / CAN RR: 9 // CP: 2 // PT: 233 // PD: - 3 R.V.: I am very disappointed that I am not riding to my potential. I know I can win and I am not going to give up this championship until Las Vegas. I am only three points out and ready to bounce back. I am not done fighting for this championship.

R13 – Arlington / USA RR: 2 // CP: 1 // PT: 255 // PA: + 6 R.V.: Tonight was crazy! I got an ok start.

There was a little problem with my bike, but nothing major. I just kept plugging away and things worked in my favor. The track was really tough for 20 laps, so sometimes you just got to sit back and let things happen.

R14 –St Louis / USA RR: 3 // CP: 1 // PT: 275 // PA: + 5 R.V.: I am definitely looking for another win. A win would help the last few races and take a little stress off the race in Las Vegas. Right now I am going to concentrate on practicing starts and if I get that, I know we should be okay.

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R15 –Seattle / USA R.V.: 4 // CP: 1 // PT: 293 // PA: + 6 RV: The race did not start how I was hoping and I had to work my way through the pack.

I almost had third, but I made a mistake and was thankful that I was able to get up quick and get fourth. I really wanted to get a win here for my family and friends. I am happy to get one more point in the championship, which is my main goal right now.

R16 – Salt Lake City / USA RR: 1 // CP: 1 // PT: 318 // PA: + 9 RV: I knew that I did not have to win for the championship, but I really wanted to give myself a better cushion going into Las Vegas. It is nice to head into the last round with a little bit of a gap. If the opportunity presents itself, I want to go after the win, but I know what I have to do for the championship.

R17 – Las Vegas / USA RR: 3 // CP: 1 // PT: 338 // PA: + 4 R.V.: To win during a season that has been marked the greatest season ever is an amazing feeling. I put into this season and to see the hard work pay off is awesome. It’s really hard to describe just how much this means. I know I have won championships, but this one feels just as special as the ones before. I am so grateful for all the people that are behind me and have supported me.

Note: RR: Race Result CP: Championship position PT: Points total PA: Points advance PD: Points deficit DNQ: Did not qualify

by Dirk de Neve

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As the FIM X-Trial World Championship tipped over the halfway mark, the series landed in Geneva, Switzerland for the first time in eleven years .///

BOU HAS THE X-FACTOR THE HIGHLY ANTICIPATED 2011 SPEA FIM X-TRIAL WORLD CHAMPIONSHIP CONSISTED OF SIX ACTION PACKED ROUNDS OF NAIL BITING COMPETITION. TRAVELLING THROUGH FOUR DIFFERENT COUNTRIES OVER FIVE MONTHS THE NEW FIM X-TRIAL SERIES FEATURED THE WORLD’S MOST TALENTED RIDERS ALL FIGHTING FOR THE UPPER STEP OF THE PODIUM. ULTIMATELY IT WAS SPANIARD TONI BOU – REPSOL MONTESA WHO CAME AWAY WITH TOP HONOURS AFTER DOMINATING THE SERIES FROM START TO FINISH, CLAIMING SIX STRAIGHT WINS. SECOND AND THIRD POSITIONS IN THE CHAMPIONSHIP WERE MUCH MORE CLOSELY FOUGHT WITH A TRIO OF SPANISH TITLE CONTENDERS IN THE FORM OF ALBERT CABESTANY – SHERCO, ADAM RAGA – GAS GAS AND JERONI FAJARDO – OSSA ALL WELL WITHIN A CHANCE OF CLAIMING SILVERWARE AT SEVERAL POINTS THROUGHOUT THE SERIES.

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Cabestany was declared Vice World Champion, courtesy of his three runners up finishes, compared to Raga’s two .///

The ancient and culturally rich city of Genoa, Italy played host to the opening round of the 2011 SPEA FIM X-Trial World Championship where reigning and four times FIM Indoor Trial World champion Bou instantly made his intentions clear. With only five marks separating the top three riders the competition was close, however the unstoppable Bou eventually moved clear of the chasing pack, leaving Cabestany and Raga to fight for the runners up spot. A slip on the final hazard saw Raga relegated to third whilst Cabestany’s calm composure saw him take second place. Whilst the marks in the final had been close, it was the title defender Bou who had set the bench mark for all others to follow.

After an eight-week interlude in the championship calendar, the series resumed in the French southeast city of Marseille for round two. Following on from his opening success Bou once again proved why he has captured four indoor titles in a row, as he claimed a dominant victory over countrymen Raga and Cabestany. Meanwhile Marseille marked an important point for Jeroni Fajardo – Ossa, who debuted the new Spanish machine after months of anticipation.

Despite going clean through the first two sections of the semi-final and threatening to spoil Bou’s chances, Fajardo failed to keep his good form and left the competition earlier than he would have hoped and finished in fifth position first time out.

Filled with confidence and holding a thirteen point lead over his closest rival, Repsol Montesa’s Toni Bou arrived at the third round of the SPEA FIM X-Trial World Championship, held in Barcelona, Spain as the clear favourite to take another win in front of an adoring home crowd. Whilst ex outdoor champion Takahisa Fujinami – Repsol Montesa struggled to find his form after sustaining a neck

injury at the previous round of the contest, his teammate Toni Bou experienced no such problems, taking a commanding and convincing win.

Both Cabestany and Gas Gas Raga were more than up for the challenge, but where Bou managed to tame the huge hazards, his rivals were forced to drop valuable marks and could only look on as Bou claimed his third win in as many starts. 2011 marked the first full season of SPEA FIM X-Trial World Championship competition for Britain’s Jack Challoner - Beta and although his first two rounds produced disappointing results, the young pretender made his mark on the series in Barcelona. Having fallen from the tallest point in one of the zones Challoner remounted, going on to claim fifth overall – beating his more experienced countrymen Michael Brown – Gas Gas and James Dabill – Beta in the process.

As the series tipped over the halfway mark the series revisited an old haunt by landing in Geneva, Switzerland for the first time in eleven years. With a massive twenty-three point advantage over his nearest challenger, defending champion Bou was under no pressure to perform, however that didn’t stop the skilful Spaniard claiming his fourth consecutive victory. In yet another show of utter brilliance the twenty-four year old wowed the crowds by cleaning the seemingly impossible sections. Sherco’s Albert Cabestany also made the most of the technically demanding Swiss hazards by claiming second spot, leaving Fajardo to give the new Ossa team their first ever podium finish at World level. Taking his second runners up position in as many rounds saw Cabestany move nine points clear of Raga’s grasp in the overall standings.

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Vice World Champion, courtesy of his three runners up finishes, compared to Raga’s two.

The 2011 SPEA FIM X-Trial World Championship proved to be a huge success with both the riders and spectators alike. Bou claimed his fifth consecutive indoor (now X-Trial) title in spectacular fashion as the trials legend made each and every round his own. Always calm under pressure the multi FIM Trial World champion has certainly secured his name within the history books.

Takahisa Fujinami was a long way off the pace in fifth spot in the championship .///

Heading into the penultimate round of the championship, Bou found himself in a position to claim the 2011 SPEA FIM X-Trial World Championship with a round to spare, however longstanding rival Raga would not let him take the crown without a fight. As it turned out the Gas Gas teamster returned to form and almost matched Bou mark for mark throughout the final. Performing in front of an electrified home crowd for the second time during the series, both Bou and Raga used the atmosphere to really raise their game.

With a fifth consecutive title in this modified discipline within his grasp, Bou edged out a small lead over Raga and approached the penultimate hazard with caution. Despite momentarily looking like he was going to come crashing back down to earth along with his title dreams, the World number one held his nerve, kept his feet up and cleaned the section. Bou was the victor on the night and in doing so claimed yet another FIM World Trial title, incredibly with a round to spare. Raga took a well-deserved runner up spot and in doing so closed the gap in the championship standings between second placed Cabestany and himself.

With the title already decided, all eyes were firmly focussed on the Spanish duo of Albert Cabestany and Adam Raga by the time the tour reached the final round in Milan, Italy. As we had come to expect Bou’s riding was impeccable and with the pressure of a championship off his shoulders he made even the biggest obstacles look easy. Meanwhile after fighting so hard over the previous five rounds of the series Cabestany failed to find his form in Milan, subsequently being relegated from the event at the semi-final stage to leave him in fifth place..

Fajardo’s season had consisted of a mixture of highs and lows on board the new Ossa, although Milan will always be remembered as an outstanding moment when the twenty-six year old Spaniard put the machine on the second step of the podium. With Raga rounding out the top three, he and Cabestany were now locked on seventy-five points a piece in the final championship standings.

After momentarily consulting the rulebook, Cabestany was declared

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Raga took a well-deserved runners - up spot in the championship standings .///

Gas Gas Adam Raga came so close and yet so far from taking the runner up spot in the series, though ultimately it was a case of too little, too late from the three times Indoor World champion and he was forced to settle for third overall. Cabestany was the man to beat behind Bou and took a well-deserved second place in the general standings in a close fought contest. Jeroni Fajardo and his Ossa machine proved to be a real threat, particularly towards the end of the campaign, claiming a pair of podium finishes along the way.

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With four Spanish riders packing the top four places in the series, it was left to Fujinami from Japan and three young British riders to occupy the remaining positions amongst the eight permanent contestants. Takahisa was a long way off the pace in fifth spot in the championship, yet still ended up ten points clear of Challoner in his rookie season. Dabill endured a disastrous campaign from start to finish, whilst Brown failed to shine at any of the six rounds.

BOU – THE CHAMPION TALKS It still seems incredible, at the age of just twenty-four Toni Bou – Repsol Montesa has now taken his tally to nine FIM Trial World Championships, the latest of these being the 2011 SPEA FIM X-Trial World Championship. Bou wrapped up his latest campaign in some style by taking the title with one round still remaining and having not been defeated during the 2011 series. Despite there being no sign of an end to his winning in sight, Bou remains a modest champion.

“This championship feels fantastic, perhaps even better than last year, as each competition has been difficult. I think the races in Barcelona and Madrid have been the toughest, and especially Madrid as I wanted to win in front of my supporters. I put extra pressure on myself, as I wanted the victory so much, as I knew it was so important for Repsol, the team and me, although we could have still won it at the last round in Milan. Now I can enjoy the occasion and the next few days with my friends and family, and although I want to win in Milan to protect my unbeaten record I know I will be more relaxed there, so the other riders could take their chances. Anyway the most important thing is the title and to be happy once again with this success in this moment.”

Having won the title with a round to spare, the five-times indoor / X-Trial champion looked relaxed, and often played up to the vocal crowd in Milan. In the previous two seasons it was Albert Cabestany – Sherco who defeated Bou, once in 2009 and again once in 2010, each time spoiling his otherwise unbeaten run.

Fajardo’s season consisted of a mixture of highs and lows on board the new Ossa.///

With the warmer months now ahead of us the comfort of the European stadiums has now been left behind, with the action having now shifted outdoors for the more traditional SPEA FIM Trial World Championship that will take place from May through to September. Although the backdrop may have changed Bou remains the favourite to continue his winning ways.

“I had a good time in Milan,” said Bou. “It felt different because some of the pressure had been lifted. I was having a lot of fun and the sections were good. The crowd got behind the riders and I really enjoyed the trial. I did make one little mistake and I crashed spectacularly,” continued Bou. “Luckily that was my only big error all night. At the beginning of the series I wanted to win all six rounds and it feels good to have achieved my goal.”

2011 SPEA FIM X-TRIAL WORLD CHAMPIONSHIP STANDINGS 1.BOU Toni (ESP) - 120; 2.CABESTANY Albert (ESP) – 75; 3.RAGA Adam (ESP) - 75; 4.FAJARDO Jeroni (ESP) - 60; 5.FUJINAMI Takahisa (JAP) – 35; 6.CHALLONER Jack (GBR) - 27; 7.DABILL James (GBR) - 25; 8.BROWN Michael (GBR) – 22; 9.GUBIAN Loris (FRA) - 7; 10.GRATTAROLA Matteo (ITA) - 2.

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Fim inside

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ENVIRONMENT FIM ATTENDED THE 9TH WORLD CONFERENCE ON SPORT AND THE ENVIRONMENT

One of the fundamental objectives of the FIM participation at the 9th World Conference on Sport and the Environment recently held in Doha, Qatar, was to keep informed about the latest innovations and to share experiences in terms of sustainability with other members of the sporting world.

This year, accompanied by the FIM Executive Director - Operations, Mr Steve Aeschlimann, a CIE Member, Mr Sultan Zaher Al Muraikhi, and the CIE Coordinator, Mr Alex Goldenberg, the FIM delegation met other International Sports Federations, UNEP representatives and NOC delegates.

More than 650 participants gathered together under the same theme „Playing for a greener future“ that reiterates the general concern about the environmental degradation and reaffirmed the committment for sustainable development.

Mentioned in the Doha Declaration as a result of this Summit are several interesting topics: to share a vision on a sustainable sport, to showcase sport as a catalyst for change and inspiration supporting one of the millennium goals, to engage the

Katia Hernandez (FIM CIE Director), Achim Steiner (UNEP Executive Director), Steve Aeschlimann (FIM Executive Director, Operations).///

youth for a greener future and promote partnerships amongst others.

Playing for a greener future can be translated into Ride Green, the name

of our awareness campaign that was launched in 2006, and we encourage our community to play this role by considering the environment when riding.

by Katia Hernandez

5 JUNE - 2011 WORLD ENVIRONMENT DAY

Involving the riders, teams, organisers, promoters, local authorities, National Federations and Continental Unions, the FIM aims to show the world the commitment of the motorcycling community facing environmental issues and promoting sustainability.

World Environment Day (WED) is an annual event that is aimed at being the biggest and most widely celebrated global day for positive environmental actions. WED activities take place all year round but climax on 5 June every year, involving everyone from everywhere.

Since 2007, and following the signing of a Memorandum of Understanding between the FIM and UNEP (United Nations Environment Programme), FIM has been celebrating every year the World Environment Day at all FIM events taking place around this date.

Actions such as planting trees, awareness campaigns, recycling campaigns, signing of an environmental charter will be carried out at FIM events.

by Peter Gregory

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WORKING FROM TOP TO BOTTOM Ever tried to build a house from the roof to the basement?

Impossible? Not when you combine German efficiency with the upside down world of FreeStyle Motocross!

JĂ–RG HOTZEL IDENTITY CARD Born: West Berlin in 1967 Studies: studied Sport teacher / Diploma Sport- and Touristic Manager Marital status: married Hobbies: traveling Professional career: Teacher for sport students / Hotel manager / Event manager Director of IFMXF and now SportPlus.

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MARKO MANTHEY IDENTITY CARD Born: West Berlin in 1970 Studies: Diploma Wirtschafts Ingenieur / Marketing - Controlling / University Degree Marital status: Married Hobbies: Bicycle, Golf Professional career: Professional BMX & Downhill Rider / Siemens Electrician / Entrepreneur and Director of SportPlus.

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Spreading the word: Marko Manthey explain all about FreeStyle to a selected group of VIPs. ///

FIM: Who are marko manthey and jörg hotzel? Tell us something about yourselves.

MARKO MANTHEY: I spent my entire life more or less on two wheels: BMX, Downhill Mountainbike etc. I used this opportunity to finance my studies by doing BMX and Mountainbike shows. When I finished the studies I started to run a serious event business with all kinds of action sports which resulted in our first FreeStyle motocross (FMX) event in 2000.

JÖRG HOTZEL: I am a sport connected enthusiast. I have done a lot of things. I was a castle and hotel owner, I was teaching kids and students, I worked as an event manager and I found my life assignment in the world of FreeStyle Motocross.

FIM: How and when did you get involved in freestyle motocross?

J.H.: First we started by organising BMX and Mountainbike events like the “European King of Dirt”. We always followed the development in FMX and decided to take the step and to organise FMX events.

M.M.: Yes – but we have learned a lot since then. Our very first FMX event was such a financial disaster that it took us almost 4 years to pay all the bills. This business is tough. But I still can remember the day when we realized that we “got” the visitors and they enjoyed what we were doing.

FIM: Tell us about the “early years”, that is, before the FIM. M.M.: It was a circus but we realised that this kind of image had no future. So we were looking from the very beginning to have rules, judging etc. We then developed the whole system together with the riders.

J.H.: The early years were the “wild” years of FreeStyle Motocross. It was a long way to turn the image of the “Freakshow” of FMX into an accepted motorsport discipline. You do not want to know about the costs we had for repairs in hotels after hotel room parties (smiles).

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FIM: And then, during the 2004 fim congress in paris, the fim decided to include the freestyle motocross within its wide range of motorsport disciplines. What was it that triggered your decision to join the fim ranks?

J.H.: The intention was to raise the quality of a consistently growing FMX sport. Even though the sport continued to grow, it was not yet recognized as the intensive motorsport that it has become now. The connection with the FIM should change that image.

M.M.: We knew that someone would do it anyway and we felt that with the kind of structure we had at that time, the FIM was the next logical step to develop FreeStyle. So we gave it a try.

FIM: The freestyle motocross community must have been in shock when the fim stepped in. Tell us about the reactions?

J.H.: There were a lot of internal discussions. Many people argued that this was FreeStyle and it did not need any new FIM Rules or Sporting Codes. But once we got the ball rolling, they realised that all the FIM rules were developed together with us and based upon the existing Night of the Jumps rulebook.

M.M.: There have been a lot of non-supporters and disbelievers but after the first events, the majority of riders were in favour of our decision.

FIM: In your opinion, what is the difference between "freestyle" before and after the fim? m.M.: Apart from the regulations which have been developed together but put on paper by the FIM, the difference was not that big. The main change was the licencing system with national, international and FIM World Championship licences which was a source of trouble because no-one was used to it. We already had the insurances, marshals and safety regulations, you know.

J.H.: I think there was no big difference because we had a process in raising FreeStyle from 2000 on. So when we started working together with the FIM, we already had 6 years experience and FIM M AGA ZINE . 7 8 / / / A PRI L MAY 2 0 1 1

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Do not be mistaken; Jörg Hotzel may be a quit person but he knows what he wants. FreeStyle is to conquer the world! .///

we were able to move FMX into a certain direction and use that experience when we developed the rules together. As for the event itself, there was no real difference. But the media coverage and the reputation and status of FreeStyle at official or governmental level has been raised to a higher level.

FIM: Now, something about today’s sportplus: home base, departments, number of staff, etc.

J.H.: We have our home base in Berlin. From there we manage our business all around the world. We have 20 permanent staff members and at events this number rises to 60.

M.M.: Generally speaking, we have two main departments. One is events-related which includes riders, promoters, the warehouse, logistics, etc. and the other one is marketing-oriented which includes all kinds of media, sponsorship, hospitality etc. and of course we also have an accountancy and legal department.

FIM: Explain to us your roles during a fim freestyle motocross event?

M.M.: I - together with our media staff – supervise the press releases and TV production. Before that, I am out there to check that all the agreements with our partners and sponsors have been respected.

J.H.: First of all, I have to say that since we have such a great team at the events, my role in this team is kind of a supervising position. I am in close contact with the local partners and I also try to spot the little obstacles in the preparation of the event, before they can cause any trouble.

FIM: Freestyle motocross is a relatively young sport compared to other more traditional motorcycle sport disciplines. What are the major hurdles you are facing in organising the fim freestyle motocross world championship?

M.M.: Contrary to a lot of other motorsport disciplines which are organised, i.e., on circuits or existing MX tracks, we are building the

full setup at each event including dirt, lights and sound, ramps, pits, timekeeping, TV etc,. The rent of the arena venue is very expensive and thus we have only one day for construction, one day for the event and 12 hours for deconstruction. So, time management is the major issue!

J.H.: … and never forget FreeStyle Motocross has no structure like all the other sports within the FIM. When we joined forces to promote FMX inside the FIM we started from top to bottom. We organised a FIM World Championship without the basic support from continental and national championships.

M.M.: Furthermore, we compete on the highly competitive sector of family entertainment. Only the smaller part of our audience is motorsports related; the major part is families and groups of friends looking for a special experience on Saturday evening.

FIM: How are you intending to overcome these challenges?

M.M.: In terms of ticket sales: with our special mixture of high class sport – real judging – state of the art hospitality areas and side shows which generate drama, glamour and excellence.

J.H.: We are working with a few national federations (Russia, Germany, France,) to help them to set up their own national championship and we hope to create – together with the respective Continental Unions - more continental championships in addition to the UEM European FreeStyle MX Championship in the future.

FIM: FAmous last words: what is your freestyle message to the fim community?

M.M.: No lap times, no start and no finish line but for sure real sport.

If someone has any doubt about that, he is invited to see us and the riders at one of the next events.

J.H.: As stupid as it may sound - the main thing is always health!

by Dirk de Neve

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TOURING AND LeISURE 2011 FIM RENDEZ-VOUS MERITUM

Welcome to the Czech Republic!

The 24th annual FIM Rendez-Vous Meritum event will be held in central Bohemia, surrounded by forests on the banks of the river Sázava only 40 km from Prague, in the picturesque town of Kácov.

From 7 to 10 September 2011, you can enjoy the traditional hospitality of the Czech Republic, Czech cuisine spiced with local folklore and traditional Czech drinks. The programme will give the opportunity to see the attractions of the region and not only look into the history of the region but also see the present.

Info: www.fimmeritum2011.eu email: cmf@cmf.cz We are looking forward to seeing you. The Czech Organising Team

by Maggie Sutton

PUBLIC AFFAIRS FIM SUPPORTS THE DECADE OF ACTION FOR ROAD SAFETY

May 11th saw the launch across the world with the new symbol and slogan "Wear, believe, act“ Events were held in capitals across all continents including New York, Washington DC, London, Beijing, Nairobi, Hanoi, Sydney - so the new campaign is well launched now.

Naturally the EU joined in too, with an event in the EU parliament in Strasbourg hosted by the Parliament President Jerzy Buzek.

FIM‘s ambassador was former motorcycle world 250cc champion and road safety expert Christian Sarron. - Seen here alongside Michael Schumacher from F1.

Michael Schumacher said: "A good driver is someone who drives safely which means driving with the brain rather than showing that you drive fast. Nobody really cares about that. There is no point. There is no prize money. Better to take care of people - that is what really counts!"

Christian Sarron added: "I am delighted that the FIM too is getting in on this. - Such as the rider training event later this month in Canada as part of the actions for this work. I know with the rider training I do how important it is to pass on skills that can really help street riders to ride safely."

Our thanks to our friends and colleagues in the FIA (Brussels office) for heading up the organisation of this event, and for the photograph of Michael and Christian.

by John Chatterton-Ross

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FAST KID ON THE BLOCK: KEN ROCZEN

"The perfect race" by Ken Roczen: "grab the holeshot" and "smoke them all"... .///

KEN ROCZEN’S RISE TO THE TOP OF THE MOTOCROSS PYRAMID AS HE ENTERS HIS EIGHTEENTH YEAR IS THE KIND OF WHIRLWIND EMERGENCE ONLY POSSIBLE WITH A ONCE IN A GENERATION DEGREE OF TALENT. THE GERMAN TEENAGER HAS A FORCEFUL FAMILY SUPPORTING HIM AND IS FIERCELY DETERMINED AS WELL AS ANALYTICAL OF HIS ENDEAVOURS. SO FAR SO NORMAL FOR AN ASPIRING CHAMPION. WHERE ROCZEN DIFFERS FROM THE ELITE OF MOTORCYCLE RACERS AT THE TOP OF THE TREE IS IN HIS ATTITUDE, APPROACH, SHEER YOUTH AND BLINDINGLY OBVIOUS DISPLAYS THAT HE IS AN INDIVIDUAL WHO IS A MASTER OF TWO WHEELS.

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Roczen won his first GP (his home event no less) in just his fifth world championship appearance. In his second GP season – his first full term – Roczen pushed Marvin Musquin all the way for the MX2 crown and perhaps could have shaken the Frenchman further if it hadn’t have been for several mechanical problems. During the winter of 2010 a move to become a Red Bull Teka KTM rider also brought about a scenario that would enhance Roczen’s profile and potential. The terms of his deal with the Austrian team meant that the rider from Mattstedt would be the first to attempt an AMA Supercross Lites series (which he later adjusted to encompass AMA SX class turnouts) from January to April as well as a full-time FIM MX World Championship. After a bumpy beginning Roczen grabbed a podium and then also victory as the Indoor arena schedule neared its conclusion. His ascent on a stage at which he desires to excel was just as swift and conclusive as his Grand Prix explosion.

In the space of two years Roczen has gone from a skinny but highlyrated adolescent in Europe to purveyor of all he sees, whether it is the triples of Salt Lake City of the fast turns of Bulgaria or Glen Helen - two of three Grands Prix he has won in 2011 already.

“Going to America for supercross is exactly how I thought it would be,” he says during a rapid and brief interview during a chaotic U.S GP in California. “I kinda got used to it and all the crowds. It was great for my profile even if I had a couple of bad races at the beginning. I think the fans liked it and my style on the track.”

“Supercross is very different to a GP. It is a different world: the people, the track, everything. It was pretty strange at the beginning because that new experience was bigger for me as I also had a new bike, new crew totally new team. When I went to Anaheim 1 my eyes were everywhere apart from the track. I seriously tried to make this place my home and I was open to many things and tried to talk to a lot of people.”

A very concentrated Roczen prepares for MX-battle... .///

Since his GP debut (as soon as he had reached fifteen years of age before the Grand Prix of Portugal, round five of the 2009 FIM Motocross World Championship) Roczen has openly spoke of his desire not of ‘winning’ but of ‘having fun’ on the track.

Much in the same way as the all-conquering Tony Cairoli; whose loose and flamboyant style the youngster partially imitates and exaggerates to powerful visual effect. With his baby-face, Californian-surfer blond hair, association with key dynamic brands like Red Bull and Fox, good English and sense for the mischievous, Roczen is a typical teenager in one hand who rides like the epitome of a new-breed of motocrosser in the other. Roczen attacks race-tracks, never lets up, whips his 250SX-F KTM like a BMX bike, crests jumps like they are speed-bumps and rapidly hones his weaknesses – like sand riding – until they become another part of his arsenal.

“It was quite early when I said my wish was to have a go at Supercross in the US,” he reveals. “I did not say I wanted to be ‘world champion’, I said I wanted to be the best rider in the world. With my family, when I was younger, we never talked about taking up motocross as a profession, we just kept on racing and travelling and seeing where we could go. A lot of guys have the talent to ride a bike but they don’t have the support behind them, usually from parents.

Mine were fully behind me. I was fast and they could see that, and took the decision to help me get better.”

Like most of the newest generation used to the hype and hyperbole of the AMA supercross scene – one of the most-watched motorcycle racing series in the world – Roczen had his eye on the land of opportunity. And like many before him chose the route of Grand Prix racing to establish his name and make the top American teams consider the services of a German above their own depthless talent pool.

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G allery

KEN ROCZEN - HIGHLIGHTS Nationality: German

2007: FIM Junior 85cc Motocross World Champion

Place of birth: Apolda

First MX2 GP raced: 2009 GP of Portugal, Agueda.

Date of birth: 29/04/1994

2009: First GP win in MX2 GP of Germany, Teutschenthal.

Website: www.ken-roczen.com

2010: 2nd FIM Motocross MX2 World Championship

“America is the heartbeat of motocross,” he says. “The USA is the best place for kids wanting to do motocross, simply because of the tracks and the attitude. I think you can become better and faster earlier just by being there.”

“Supercross is very good for your technique. I started out with some crashes but then had a fourth in Oakland and the podiums came.

Being out there racing is such a different world because in practice you don’t have someone on your rear wheel or someone trying to make block passes. I was nervous but the experience was pretty amazing. In Vegas, where I won, I was eight-tenths of a second off in practice. I thought ‘what?!’ because eight tenths is a lot. But I got the holeshot, got my heart rate up and was comfortable racing. It was an amazing feeling.”

The relentless discipline of supercross is risky and punishes the slightest mistake but the advantages in terms of development is visible and its no co-incidence that Roczen’s first race on European soil in 2011 – the season-opening Grand Prix of Bulgaria in mid-

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April – saw him dominate from gate to flag. “SX is good sprint practice and you have to be perfect with your timing. I learned a lot,” he admits. “You have to be quick and have tight lines because there is a lot going on and the track is so compact. Outdoors you can try something and if it doesn’t work then that’s fine but in supercross if you are not committed to the jumps and the lines then you are not fast enough.”

The world, quite literally, lies at Roczen’s feet. He is the new darling of the American arenas and at the time of going to press was the undisputed leader of the FIM MX2 World Championship. The only downside for European fans, and his growing legion of supporters in Germany, is that Roczen is unlikely to grace these shores for long.

With attention, adoration and even an entourage, Roczen is now on the rocky road of sporting destiny and is well situated to place his name on a good many lips in the motorcycle racing community through the years ahead.

by Adam Wheeler

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SALT ADDICTION: ACK ATTACK WORLD’S FASTEST HAVING RACED EVERYTHING FROM FLAT TRACK TO TRIALS, ROCKY ROBINSON NOW PILOTS STREAMLINERS AT THE BONNEVILLE SALT FLATS WHERE IN 2008 HE BROKE THE STANDING MOTORCYCLE LAND SPEED RECORD AT 361 MPH. WHILE THAT RECORD HAS SINCE BEEN TOPPED, ROCKY STILL BATTLES FOR THE TITLE OF THE FASTEST MAN ON TWO WHEELS.

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Like a favorite Spaghetti Western, Mike Cook’s Loctite 2010 Bonneville Shootout presented the Top 1 Ack Attack team with bouts of good, bad and the ugly. On the bad list we wasted three days fighting a batch of new Mickey Thompson rear tires that deformed once they reached operating temperature and moderate speeds. The right side grew in circumference over an inch larger than the left, causing the streamliner to turn left at speed.

Before realizing what was causing the problem, Ack Attack team owner Mike Akatiff and the crew checked wheel alignment, removed the rear tail doors (which we hoped would give us an aerodynamic advantage over previous years), and readjusted the steering linkage.

It was only then that we noticed the true culprit and replaced the faulty rubber. After a couple more attempts with the bike veering left we decided to regroup and figure out what to do next. The new tire we’d just installed was no better than the original. The handling was so bad that I had to lean the bike hard right just to stay on course; it was a struggle just to keep the wheels under me. That was ugly…

Mike jumped in his plane and flew back to San Jose to pick up the same tire we’d ran in 2008 to 361 mph. He didn’t make it back to Wendover until 11:30 p.m. A couple of crew members returned to the salt to install and balance the tires that evening, returning to their rooms around 2 a.m. This was the second late night excursion,

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the first being an unscheduled top end repair when a handful of valve springs gave up the fight and needed to be replaced and reshimmed.

The next morning I noticed an immediate improvement in handling.

Had we not just lost first gear in the front motor I’d say things were starting to take a turn for the better. After a few more stabs at taking off in low gear, we tried starting off in second. It worked, but clutch troubles and odd readings through the data acquisition had us back in the pits yanking out the front motor. About this time we were also having trouble getting the bike to shift out of fourth gear. Our crew would burn the midnight oil once again, but at least we had the parts to make the corrections and continue our quest for speed.

I might add at this point that from the beginning of the meet we were carrying along a mascot of sorts for the Rice brothers of Chronologic Timing. Speedy is the world’s fastest stuffed gerbil.

Aside from going for a ride with John Noonan setting a sit-on bike land speed record, or riding shotgun with Tom Burkland on his 425 mph run in the familiar number 411 streamliner, Speedy has gone 822 mph in a rocket headed for outer space, he’s been caving in Guatemala, and been on world class scuba diving expeditions. He even crashed at the famed Talladega Speedway, and in true racer form, he continues to push the envelope to this day.

It was an honor to take Speedy along, and besides, he didn’t say much and we didn’t have to feed him…

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Now on the last day of the meet, the tension was thickening; we were running out of answers and time. Technically, the meet was already over. Friday was to be the last day of speed attempts.

That is until we heard of Bob Cleveland and his lawnmower racing team. They were fine with us sharing the salt on Saturday. Thank you Bob and crew!

I made a couple more passes Saturday morning, a 326 down run and a 330 return. If only the darn thing would shift into high gear!

To be honest, by now the moral was slipping in the Top 1 Ack Attack camp. We’d chased tire issues, top-end failures, motor swaps and now a transmission that refused to let us into fifth and sixth gears.

We still needed another 40 mph. Things weren’t looking good.

With no new direction to go, Mike and most of our crew members headed down course to watch Bob and the mower team’s record attempt. They’re really a fun bunch and everyone was tickled when they set a new home improvement speed record of 96.529 mph.

They then installed the cutting blade and pulverized the mandatory patch of sod in .065 seconds! Good job guys.

While the crew was gone I shared my thoughts with our engine guy (Bob Wirth) about an idea I had that made sense, if only in my own mind. What if we changed the gearing dramatically so that fourth gear was tall enough to run over record speed? I could almost see his gears turning inside his head. He pulled some gear ratio charts, 30

did some calculations on rpm needed, boost amounts, etc. “It might be possible.”

That was all I needed. I called Mike on the cell phone and told him what I had in mind. He liked it, and he and the crew high-tailed it back to get to work on making the changes. Several teeth were changed on the rear sprockets as well as the motor. The Ack Attack is chain driven from both sides so it was no small task. Bob raised the rev limiter so I could rev the motors higher to hopefully assist in pulling such a tall gear. He also leaned on the boost giving us still more horsepower.

My first run down the course after the changes was in the early afternoon. The clock was ticking. We had to get it right and soon.

When I released from the push vehicle, the “skewer” that inserts into the back of the bike got hung up and nearly pitched me into the salt.

It took me a while to recover but I pinned the throttle as soon as I was pointed in the right direction. The bike took off. I could hear the turbo whine as I made my way through the gears. It felt fast for the first time since we arrived at the salt flats. My mile speed was 366 with a 373 exit. There was still hope!

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Final group photo behind the world's fastest motorcycle! .///

My return run was another disappointment. Heading in the direction from floating mountain to the highway the salt is much looser and rutted pretty good in places. I struggled with wheel spin and loose salt making it really difficult to stay in the throttle. My speed through the mile was a heart-wrenching 365 even though I had a 369 exit speed. I drove the bike to the pits and got out. There was no high-fiving going on, in fact it was quite somber, not what we were expecting. It was now almost 5 p.m.

The bike was wheeled under the pop-ups. The near-boiling water was recycled with cold water while a brief inspection of the overall condition of the machine took place. I spoke with our engine guy once more. “Is there anything left?” What I was asking was if we were already running maximum boost. If we were able to make another run and if I could get a hold of the salt, and if the wind held out, and if the gearbox didn’t let go, was there anything left on tap to give us a little extra top speed?

Bob kept his cool while looking at the data. “I’ll give you as much as I think the engines will tolerate.” It was that simple. He dialed in more boost. How much, I didn’t want to know. There was a good chance the motors would self destruct on the final run. There was also a slim chance they’d stay together and we could go home with smiles on our faces. We didn’t have anything to lose. Landracing.com kept those less fortunate to be here a play by play of our attempts from

day one. If you listened close enough you could hear Denis Manning pulling a Tums from its wrapper and choking it down…

We arrived at the start running from highway 80 toward floating mountain. It was my favorite direction at this event, especially with the sun lowering just behind us. Mike gave me the thumbs up and jumped inside the push vehicle and mashed the pedal. For the second time when I tried to separate from him we got hung up and again, I was pitched to the side and nearly went down before I could get going. I steered hard left to right the bike and get the wheels back under me. As soon as I regained control the drag race began.

The little tweaking Bob did made a huge difference. The extra boost, the leaner fuel curve, all things that take away durability but add to the big number seemed to be working. There was zero wind and for whatever reason, almost no wheel slip as I managed to steer between the ruts and loose salt. The motors screamed. My poor start meant I had to drive as aggressive as possible if we were to have any chance at all.

I did just that.

The throttle was pegged nearly the entire run. I think I only blipped it one time when the rear tire got loose, but for the most part it felt like the bike was on rails. I needed to be above 10,000 rpm entering

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Rocky Robinson receiving his FIM World Record Diploma presented by Road Racing Legend Giacomo Agostini during the FIM Gala Ceremony. .///

I needed to be above 10,000 rpm entering the mile. 10,000 rpm was exactly 367 mph; we needed to be above that. As I entered the mile the shifting light lit up; I wasnít thinking shift into 5th gearóthat wasnít an option anymore.

No, that beautiful glow of yellowish orange meant I was already at 10,300 rpm, which meant I was entering the measured mile well above the record. I kept the throttle wide open throughout the mile waiting for the thing to grenade but instead it just kept going faster - Rocky Robinson

the mile. 10,000 rpm was exactly 367 mph; we needed to be above that. As I entered the mile the shifting light lit up; I wasn’t thinking shift into 5th gear—that wasn’t an option anymore. No, that beautiful glow of yellowish orange meant I was already at 10,300 rpm, which meant I was entering the measured mile well above the record. I kept the throttle wide open throughout the mile waiting for the thing to grenade but instead it just kept going faster…

From the timing tower: “entry speed, 379.3 mph; kilo, 387.1; mile speed, 386.9,” there was a brief pause and then a snicker from James Rice of Chronologic Timing before continuing, “exit speed, 394 mph,” wholly sh*t!

The reunion at the far end of the track was surreal. My wife Tricia was the first to greet me once I got the motors turned off and the wheels finally to rest. Knowing what we’d been through and how hard everyone worked at getting us here, it was very humbling. As much as I like to think of myself as somewhat of a tough guy, I was pretty choked up as I climbed from the bike and hugged my wife, followed by my kids, Mike Akatiff, the crew, and anyone else within reach. Mike and I got to shower everyone with champagne before getting that final group photo behind the world’s fastest motorcycle.

What a ride…

by Rocky Robinson 32

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FIM HOSPITALITY THE

FÉDÉR ATION

I N T E R N AT I O N A L E

DE

MOTOCYCLISME PROUDLY L AUNCHED

ITS

NEW

HOSPITALITY UNIT ON THE OCCASION OF THE FIRST EUROPEAN ROUND OF THE FIM

MOTOGP

WORLD

CHAMPIONSHIP IN JEREZ (SPAIN). THE UNIT WILL BE

Guy Maitre (FIM CEO), Vito Ippolito (FIM President) and Carmelo Ezpeleta (Dorna CEO).///

PRESENT AT A NUMBER OF S E L E C T E D E V E N T S AT VARIOUS DIFFERENT FIM WORLD CHAMPIONSHIPS THROUGHOUT THE 2011 SEASON, TO ENHANCE AND STRENGTHEN

THE

REL ATIONSHIP BET WEEN THE

FIM

AND

M O T O R C YC L E

THE

R ACING

COMMUNIT Y. THIS NE W FACILITY WILL GIVE THE FIM A CENTRAL AND RECOGNISED BA SE TO MEE T WITH VARIOUS PARTIES WITHIN THE PADDOCK IN ORDER TO DEVELOP AND PROMOTE ALL ASPECTS OF MOTORCYCLE SPORT.

Jean Todt (FIA President) & Michelle Yeoh (Actress).///

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Vito Ippolito (FIM President) & Giacomo Agostini, 15 times World Champion in Road Racing.///

I think that this is a big and important step for the FIM, and one that we believe is a priority, if we are to work more closely with the championship organisers, promoters, teams, riders and media in the future. This new unit now gives us a clear identity, so everyone knows that we are here and that we are available to meet and talk. – Vito Ippolito, FIM President

Trial World Champion Toni Bou and Takahisa Fujinami .///

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Adolf Hänni

FIM Sidecar World Champion aged 55 years The story of the sick little car workshop owner who became the world’s best “monkey”.

Adolp who considered himself to have a suspended death sentence 28 years ago became the world's best "monkey" in 2010 .///

It is the last week of June 1983. In his little car workshop in the “rue des casernes” in Thun (25 km south of Bern, Switzerland), Adolf Hänni broods, walks around in circles, asks himself questions, too many questions. He has just become 28 years old, but doesn’t feel like having a birthday party. A couple a months before, the doctors’ verdict just fell, cruel, abrupt: the tumour found in his throat is malignant: cancer.

An urgent operation was carried out successfully, but this Berner guy with a walrus moustache knows that no one is completely cured from this terrible disease. However, he is convinced he is in remission while being so young and having his life in front of him, with his little business getting better each day, still being a feared, forward player of the Thunerstern HC team (Swiss Ice Hockey, third league). So why this disease?

Why him? Why now? Why so soon?

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On that day in June 1983, fate would strike. Adolf Hänni saw arriving in front of his workshop a young guy from Australia. His name was Chris Graf; he had left his island, convinced that he would make a fortune on the Old Continent. He was carrying a racing sidecar on an old trailer, but unfortunately his world also seemed to have collapsed.

The car pulling the trailer - which was taking him from one circuit to another, from a country to another, from one small wage to another - had just died on him. This all happened precisely on the day he had received such a long-awaited telegramme from the organisers of the Belgian Grand Prix in Spa-Francorchamps: his entry request had been accepted. But how would he go from Switzerland to Belgium? Worse: how could he take part in a Sidecar Grand Prix… without a passenger? The double solution was standing just in front him. Adolf Hänni could repair the vehicle and could also be in the sidecar: “I was interested in the races, because the Swiss people were brilliant, but

I didn’t know what was waiting for me”, he says today. However, his decision was final.

To his mom, Adolf Hänni explained that, having to leave this world sooner or later, it would be better to be in a race, suddenly, rather than suffering from illness for many long months.

Amateur football player in the Champions’ League

A little like a football player who

would play the first match of his life in the Champions’ League, here was our man, wide-eyed, discovering the GPs and his kings of that time: Kenny Roberts, Freddie Spencer, and – of course – Rolf Biland, almost his neighbour, in the Sidecar class.

“I still did not know what to expect when we started the first practice lap. Going down the pits’ straight, passing the Eau Rouge, flying up the hill, changing gear, throttle wide open and suddenly, there was only green around me. The sidecar was spinning around for a long, long time until

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After 30 years racing and 28 years of trying to win the World Title, finishing second many times, Adolf Hanni got his first Gold Medal in 2010.

The FIM Sidecar World Championship is a spectacular discipline that started in 1949. ///

it stopped and other competitors joined us”.

The organisers had just forgotten to advise them that the circuit had been modified compared to the previous year and that a slow-down chicane had been installed.

First curve, first fright. Adolf Hänni thought he had entered a very strange world, but that he was slowly starting to appreciate it. He even became proud of it, him, with a suspended death sentence, proud because he was in the World Championship, proud because, thanks to racing, he was getting out of his depressive state. He would be cured.

Same moustache, same pride

Twenty-seven years and two months

later, last September, he was crowned World Champion. His well-cut moustache is still there. He is 55 years old. In Great Britain, where Sidecar is still an institution, he is a star, because the man who dreamed of becoming the best “monkey” (a term which describes the passenger because of

his constant movements in order to keep the sidecar balanced) in the world, built up an efficient structure throughout the years.

He also re-launched racing careers, such as that of British competitor Steve Webster, one of the historic adversaries of Rolf Biland – and started up others. It always cost him dear, with some accidents, of course, such as a terrible one in Brno in the eighties; a wheel broke at almost 200 km/h, and he was ejected from the (so uncomfortable) sidecar, hit the wall of a house before being thrown back on the middle of the track and being run over by an opponent. Multiple fractures, injured vertebrae, Adolf Hänni lost all sensation in his lower limbs for two days.

But he would walk again, he would win again - later, because now he wanted to sell everything, to stop this madness. He would not do anything like that; he would soon put his material at the disposal of several riders. On paper, he became the team boss; in reality he would very often replace the passengers of these gentlemen.

25 fractures, only one passion

From this whole story – which will

continue this year, with the number one on the beautiful bodywork - Adolf Hänni has had 25 fractures. “I must do sport all the time, because if I stop for a few days, I cannot stand up anymore”. It is in racing that he met the girl who would become his wife in July 2004 – and the honeymoon?

A couple of laps on the Sachsenring, in Germany! Thanks to racing, he has become the father of little Julia who is now five years old.

The man who considered himself to have a suspended death sentence 28 years ago has become the best monkey in the world.

And he has decided he will not relinquish this status.

by Jean-Claude Schertenleib

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Fim inside

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PUBLIC AFFAIRS 6TH EDITION OF THE FIM EXPERIENCED RIDER TRAINING SYMPOSIUM As this edition was going to press came news of the latest event in Canada. A full report will be produced in the next edition with interviews from participants but here are a few notes so that you are not kept in suspense!

The 6th edition of the FIM Experienced Rider Training Symposium (ERTS), organised by the Canadian Motorcycle Association and the Canada Safety Council, took place on 25-27 May in Niagara Falls and at Toronto Motorsport Park in Cayuga, a race track located at about 1½ hours from Niagara Falls.

More than sixty rider training specialists from 11 countries - all continents except Africa were represented – participated during 2 ½ days in a series of riding modules, experiencing different types of motorcycles and training techniques used in Canada.

The programme included: police bike training on real police Harley-Davidsons with the police trainers from Deeley-Harley Davidson, Canada, Canada Safety Council style training on BMW motorcycles from BMW Canada, scooter training (Kymco), cruiser style training (many different motorcycles), three-wheelers (Can-Am Spyders), and electric machines (ZERO).

Off–Road training, a course designed to

help road riders improve their skills, was provided by Clinton Smout using Yamaha motorcycles from his school, “Riding Adventures.”

In order to take full advantage of the time available, participants attended short and very interesting presentations during lunch breaks, in particular one on – anti lock braking – systems by Bosch one on children’ training (aged 6-12 years) on offroad motorcycles. This is another service delivered by the “Riding Adventures” school.

The event was also supported by Bosch (North America) and by the FIA Foundation.

FIM Director of Public Affairs John Chatterton-Ross said, "This was a great contribution to the recently launched Decade of Action for Road Safety. FIM will continue to use the ERTS format to promote the training of more experts to deliver safety across all our continental unions. It was particularly encouraging to see attendance from FIM Asia and FIM Latin America."

by Anne-Marie Gerber

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LUDIVINE PUY TURNING HEADS IN WORLD ENDURO

TWO FIM WORLD CUPS, TWO DAKAR VICTORIES AND TWO WINS AT THE FIM ISDE AS WELL AS VARIOUS FRENCH TITLES. ‘LULÚ’ IS THE CURRENT STAR OF ENDURO ALONGSIDE GREAT RIVAL LAIA SANZ... THE 28 YEAR OLD CONTINUES TO SHINE IN EVERY RACE AND THEN SOME. LUDIVINE, A POLICE WOMAN BY TRADE, TRANSFORMS INTO ‘LULÚ’ WHEN THE HELMET IS ON AND THE GOGGLES TUCKED INTO PLACE. PEP SEGALÉS: So, Lulú, Or Do You Prefer Ludivine?

LUDIVINE PUY: Ludivine is my name but at the race-track I prefer Lulú.

P.S.: You’ve won two stages of the fim international six days’ enduro, the world championship and now you are favourite this year to do so again…

L.P.: Yes, when you lift that number one plate it is confirmation that you are the best but to keep on holding it up time after time is the really hard part. To give myself the best chance of doing that I worked really hard this winter and now I’m starting to enjoy the fruits of that effort.

P.S.: Last year you were complaining that you weren’t 100%. How were you for the beginning of the world championship this year? Sufficiently prepared?

L.P.: Yes, after the close of the season at the six days in Mexico I got back on the bike in January and worked hard at my riding, so I arrived at the first races in good shape. I feel really confident with what I can do. It’s true that last year didn’t start so well, with a lot of doubts due to a problematic winter.

In truth I did not know where to start at the time. Mentally I was still conscious of the fact that I had recently lost my mother and that affected me for the races. I got lost and headed down a path that wasn’t right. It wasn’t a good time.

P.S.: Your back injury problems are more or less over?

L.P.: Yes, I was in a lot of pain with that and I wasn’t able to do much training or sport. All of this was compounded because I suffered a major illness and the medication didn’t help...but this is in the past and I was able to

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turn the page and really get down to work last winter so I could be as fit as I could.

P.S.: Last year a new, skilled, competitor arrived in the fim women’s enduro world championship. Did she make things difficult?

L.P.: Yeah, yeah, a novice who happens to be really good on the bike! It’s true that Laia came into the sport fairly new last year but also that she took to it really well particularly in the extreme and technical sections. She was good in these zones, somewhere where I feel I have to take risks and for that I worked on this area during the winter, doing trial and improving on this type of terrain we find in Enduro. The goal is to not lose many seconds in the Extremes.

P.S.: So thanks to laia being there you were able to improve your riding even more?

L.P.: Yes and I am proud about that because I hate the idea of finishing second. In everything I do I hate it when other girls get in front of me and I know that Laia’s objective is to do exactly that! I know I have a lot of work to keep in the number one spot and one of those things I needed to get better at was trial.

P.S.: Did you follow any kind of special training programme? Were you riding with people who have extreme sections in their practice tracks?

L.P.: No, I did everything at home. I live in Var (near Toulon in the south of France) where there are a lot of beaches and

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mountains close by. I’m next to the town of Hyères; there are a lot of free-ride and small tracks where I can train by finding tough ground, elevation and step-ups... I’d never done trial and now I am beginning to understand some things because up until now I really didn’t know so much about it!

P.S.: You’d never done trial?

L.P.: Never! I had done a lot of time training because this is the first place where I can mark a difference. When Laia appeared I knew I needed something more in the technical sections. I made myself accept the fact that doing this discipline would only assist me, and now I actually like doing it and importantly I don’t arrive at the specials feeling quite so tired.

P.S.: Laia does well in the extreme sections but she has to develop her speed and also her pace through the specials.

This year we will see who has learned more than the other…

L.P.: (smiles) Yes, I was thinking exactly that just before the start of the world championship: ‘who has taken on-board more than the other?’

We will see the answer at the end of the year.

P.S.: Staying with laia…this year she attempted her first dakar and won the women’s category.

Did you follow it?

L.P.: Yes, of course. I have done the Dakar three times in Africa and won the Women’s category twice; for sure I’m interested in Dakar!

I am still thinking about competing in the rally.

This year also, seeing how Laia got on, made me think about what I could have done there. I’m really interested, and fascinated even, about this race.

P.S.: So a return to the dakar could be on the cards?

L.P.: Yes for two years I have been thinking about it but it wasn’t the best time. Also with work it is not so easy to find the time to do everything. However, I’m motivated. To do the Dakar always gives you motivation.

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P.S.: There’s a good chance we might see you in the raids in south america then?

L.P.: Who knows? Maybe, but I also don’t want to do the Dakar just for the sake of it. Without the correct backing or approach it isn’t possible. There are a lot of risks and I know the pain you have to go through! I have been on the bike for 23 years now, I get aches all over my body and I’m totally sure that I don’t want to make it any worse!

P.S.: What did you think of laia’s efforts in the 2011 version then?

L.P.: To be honest she really surprised me. I saw that she was always riding with Jordi Arcarons and I thought it was good luck that he was there because when I did it I was alone and I know how difficult the Dakar can be by yourself…but she had a great rally.

P.S.: And because she did well will that help with her enduro riding?

L.P.: No, I don’t think there is any comparison. I did the Dakar three times and when I went back to riding Enduro I was really conscious of the differences. On a rally bike you have the roadbook and you can look far ahead with your riding but Enduro is not like that. It is totally against the clock not the rest of the field.

I don’t think there is much that can be taken of one to the other; the bikes are different, the way to prepare and train is different and even the style of riding.

P.S.: As an official gas gas rider has it not been possible to do some work with renowned trialists like say adam raga?

L.P.: (smiles) Yes, they suggested the idea but the truth is that I am a little bit hesitant of trial and those set-ups...I think I have to get over that fear factor but I am not sure how to do it... I am getting older and the fear doesn’t go away (smiles).

P.S.: You’re not that old…

L.P.: Thanks but soon I’ll be 28. I know that what I have done is improve my technique in a smart way. In trial I don’t have the firm base to be able to do the zones but I’m also not too worried.

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LUDIVINE PUY Born on 30 June 1983, France 2005: French Women Champion 2006: French Women Champion - 2nd European Women Champ.

2007: French Women Champion - European Women Champion 2008: European Women Champion - FIM ISDE Women Team winner 2009: European Women Champion - FIM ISDE Women Team winner 2010: FIM Women’s Enduro World Cup winner (GasGas) – FIM ISDE Women Team winner

P.S.: There seems to be a lot of riders from various disciplines who keep or use a trial bike to help with their training…

L.P.: Me too, but I use mine for excursions or trails or for very stony paths. Overall I have made some progress compared to last season but at the same time I cannot say that I am a ‘trials rider’. I’m happy with how it is, hitting the mountain paths, and nothing more.

P.S.: Last year laia did two out of the three races in the championship. This year she will do all of it and will be joined by other spanish girls. This has to be good for the sport…

L.P.: Yes, it’s very good. It is a championship that is running and prospering. This year we have three events and next year even more it seems. When it comes to the other girls I hope we have more still despite the fact that it is difficult to find sponsors. The level of the world championship is going up and you only have to look at what is happening on the track to see that. I’m really happy that more girls are finding a way to come and compete.

P.S.: Are the fim doing a good job or should they be doing more?

L.P.: They have turned it around quite a lot.

They have listened to us and this is always 42

a good thing. The best thing for everyone is that the girls are there and there’s space for us. For now they have done a good job and the promoter has also worked hard to present a good image. I have to say that it is positive that some clubs organise Enduro stages for the girls so they can improve their level bit-by-bit. In France we have 15 women in the championship. The ISDE was a fine example of seeing the progression of the girls and this means a bright future for the category.

P.S.: You’re one of the girls who seems to care more about her image…

L.P.: Nowadays it is important. When I arrive home I put the bike to one side. In fact, when I’m at home there are hardly any signs of bikes around: no trophies, no shirts, no helmets, nothing you can imagine... I’m just a girl. I get dressed and made-up because I like to present a good image. And I know how to separate the two parts of my life: Ludivine, day-by-day, and Lulú, who works in the conditions that they are. For me it is important to present an image of a girl who looks after herself. On the other hand I have no problem with getting in the mud and going through whatever is necessary. Every job has its own requirements.

P.S.: What about indoor enduro? Have you been to see one?

L.P.: No, I spent the winter at home with my boyfriend. Doing sport, riding the bike, hanging out with friends... Apart from the training I was looking forward to a preseason that was slightly different. By that I mean enjoying what I have and the life around me because, unfortunately, for a few years that wasn’t the case.

P.S.: Does your boyfriend also ride?

L.P.: No, he lives close to me and has been on a bike but is nothing like a professional.

He has a Gas Gas 300 and also a trial bike but he likes the bicycle…

P.S.: One day do you think you will start a family?

L.P.: Not this year or the next but I am looking forward to having a family. I have been thinking about it and also talking with my boyfriend but I think we are a little while away; I think I have a couple of good years of Enduro left in me. Then again, every time comes.

by Pep Segalés

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A LEGEND IN HIS OWN TIME!

MEET THE ONE AND ONLY TUCKER HIBBERT… IN 2010, THE FIM STARTED THE ONE SINGLE EVENT FORMULA FOR ITS FIM SNOWCROSS WORLD CHAMPIONSHIP IN MALÅ (SWEDEN). RUNNING THE EVENT AFTER ALL THE NATIONAL CHAMPIONSHIPS WOULD ALLOW THE BEST RIDERS OF THE WORLD TO BE AT THE STARTING GATE. ONE OF THEM WAS US BOY TUCKER HIBBERT, THE REFERENCE IN TODAY’S NORTH AMERICAN SNOWCROSS. NOT ONLY DID HE WIN THE FIM WORLD TITLE, HE ALSO ADDED CREDIBILITY TO THE FIM CHAMPIONSHIP. SO, WHO IS THIS GUY?

FIM: You come from a snowcross racing family. Your father, Kirk Hibbert, is a sports legend. Tell us something more about him.

Tucker Hibbert: My dad definitively is a legend in snowmobile racing. He raced competitively from a young age until his mid forties and won a lot of Championships in America. He also did many forms of racing: snowcross, cross-country, hill climb and ice Le Mans racing. So, he had a wide range of experience through a very successful career in each discipline. I was able to grow up around his racing and learn from him; you know, there was not so much helping or asking, just experiencing, watching and learning. Now that he has finished racing, he helps me race and I am able to learn a lot

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from him. He helps me with his experience and knowledge in racing. There was even a time when he and I raced against each other; at the beginning of my professional career and the end of his. He has been working as an engineer for Arctic Cat since the nineties. He helped develop their racing snowmobiles but is no longer quite as involved. We go to races; we race and try to make the snowmobiles better and faster. He is then able to take what we learned back to the factory and then implement these things into the production.

FIM: Rumour has it that you were on a snowscooter as of the very young age of 6 months...

T.H.: I was riding a three-wheeler in

the summer at 18 months and then snowmobiles from about 2 years. I started very young and learned quickly that you have to have respect for the snowmobile; I had quite a few crashes early on. It is very difficult to tell a small kid what to do, you have to experience it for yourself and learn from your mistakes. I did that and it helps me a lot now since I know the limits.

FIM: And then you got your first own scooter at the age of two? Any recollections about that time?

T.H.: I definitely have some memories obviously not from real young but mostly stories that my dad tells me that I did. I had my first snowmobile at the age of two and I would always crash and break the hood and

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Broadening your horizons... Snowcross meets MotoGP. Tucker Hibbert attended the Spanish FIM Road Racing Grand Prix in Jerez and was a welcome guest in the FIM Hospitality .///

the windshield and he would fix it all up. And then I broke it again and again. So finally, he decided to take it all off because I would just break it. With neither hood nor windshield, I just went…

FIM: Was it just to “be like dad” or was your father pushing you?

T.H.: My dad never pushed me as a kid. He never told me I had to this, do better, go practice… He left it up to me to decide if I wanted to race or how serious I wanted to take my racing. In the beginning for me, it was just fun; I just wanted to ride. Growing up around my dad racing, that is what I wanted to do. I wanted to race and be like my dad but he never pushed me!

FIM: Was it difficult racing the Junior classes being the “son of...” and the pressure that came with it?

T.H.: I was always Kirk Hibbert’s son but that is not a bad thing; I was proud of that because my dad was so good.

People respected him a lot and it gave me sometimes an advantage. I had good equipment and I had my dad behind me to make sure that my snowmobiles worked right and were fast. So, it was not a bad thing at all. It was something I was used to and I think it helped me. The pressure was not bad until I started racing more seriously later as a professional racing at the X-Games and the national races. I had some pressure then just like anybody who is racing professionally and having success.

It is just something that comes with racing and with success. I was fortunate to have great people around me; my family and my team were great helping me making sure that I had what I needed and it took a lot of the pressure away from myself.

FIM: In 2000, at the age of 15, you started making a name for yourself...

T.H.: In 2000, I was a Semi-Pro Racer and was able to get a licence to race at the X-Games; a year earlier than I was supposed to. They allowed me to race and I won the event which came as a surprise to me. Since it was my first Pro event I did not expect to win and that put my racing on the next level.

It was exciting for me to be able to do that but kind of scary at the same time because

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Snowcross racing is serious and professional but also a family sport. Tucker's dad, Kirk (centre) is never far away. Together, they have come a long way... .///

now I was this good and I had to keep it up.

It was definitely exciting and fun but also put more pressure on me.

FIM: You “retired” from the sport in 2003. Why was that?

T.H.: At the end of the 2003 season I retired to focus more on racing motocross and supercross. I started racing motocross professionally in 2000 at the same time that I started racing snowmobiles professionally and I had grown up riding motocross my entire life: motocross in the summer, snowcross in the winter. I had a lot of love for both sports and in 2003 I decided I wanted to try motocross more seriously, put more time and energy in there and see if I could do better at that. And in order to do the best I could in motocross – and also in supercross – I needed to stop racing snowmobiles.

I raced motocross and supercross more seriously for 4 years and then slowly started to get back into snowcross a little bit more.

FIM: Did Motocross and Supercross help you to be the Snowcross Champion that you are today?

T.H.: I think it helped me a lot. It taught me how to train better and be more prepared and more ready for racing. For me,

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motocross and supercross were a lot more challenging and I had to work hard to get the success I had. Also the supercross riding made me a better rider on snowmobiles: the techniques, being real smooth and efficient on a motorcycle… I carried that over to the snowmobiles and I think it changed my riding and made me faster. So, I am very happy about my decision to do that.

I had a lot of fun and some success riding motorcycles and I still plan on continuing to do a limited number of motorcycle races now that I am racing snowmobiles more.

FIM: Comparing the FIM World Championship to the American scene, what is the biggest difference?

T.H.: It is hard for me to say because I only did the one FIM World Championship event last year but based on that event, the course was longer, the races were slightly longer, the track was more motocross style, big jumps, more high speed and more rough.

A different riding style and track conditions and a different format which I thought was cool. I would not say one is better than the other, they are just different. And that difference makes it fun to experience both; it is challenging.

FIM: And in the scooter set-up?

T.H.: In America, we have a different setup for our snowmobiles and suspension is one of the main things. We have a lot stiffer suspension and last year during testing and preparation for the FIM World Championship we put a lot of effort into figuring out how to make our snowmobile work better. We made the suspension softer and different. Then once on the Malå track we went back to my regular stiffer settings There are also some technical items we have to modify such as traction, studs and the track of the snowmobile. All that changes the way the snowmobile handles and works which makes you ride differently but it is not a problem. Our engine set-up is also quite different with different fuel and sound restrictions. In America we race two classes: a stock and a modified class. The FIM event is more like the modified class but our setup falls right in the middle – half stock, half modified – which last year made us spend quite a lot of time developing an engine package that fitted the FIM rules. It worked well and we were happy. It was a challenge that turned out really well in the end.

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FIM: How much time does it take to prepare for that single FIM event?

T.H.: Last year it took about two months of testing and preparation but since I was not racing for the Championships in America I had a lot of time to test and prepare and we used as much time as we had; mostly to make the snowmobile work well and to practice in different race conditions. This year I raced our entire national series and our last race was one week ago. So, we did not spend as much time preparing but we also did not need as much time because we knew what we had to do from last year. It was a lot easier this year. I also like the oneevent format after most of our national championships at the end of the season because it brings all the best riders together to see who the best is. I think it is a good formula. Moving it from country to country makes it exciting.

FIM: How did winning that FIM World title compare to the other titles you have won?

T.H.: It is big and very exciting to me.

Before the event I did not realise how big, professional and organised the event was going to be and the impact it would have on me, my sponsors and my fans.

After the event, after I won the FIM World Championship, I realised that it was a big deal! That helped us to make the decision earlier this year that I wanted to come back and do it again. It has been a really cool experience for us, our sponsors and our fans.

Everyone is very supportive. I do not have any plans beyond this year but I hope that I can continue to come and make the event bigger.

FIM: Will you be racing Motocross again this summer?

T.H.: I do not have a schedule set yet but I would like to do 4 to 6 AMA Nationals. I have been so busy racing snowmobiles that I haven’t had any time to plan motocross racing but it is a big part of my life. Last year, I was injured in the summer and I was not able to compete at all. I am excited about getting on a motorcycle. In the past I raced the Lites class on a 250cc 4-stroke and now I am ready to move to the 450cc class.

FIM: Will Tucker Hibbert’s kids also ride with their dad?

T.H.: Obviously, Mandy and I want to have

GRACIOUS IN DEFEAT! Tucker Hibbert came back this year to defend his number one plate. He was the dominant rider blasting through the snow until a mechanical breakdown (belt drive failure) took away his chances of winning a second FIM World Championship. “It is part of racing”, one would say... Well, he still managed a third. Here is what he had to say “the day after”: “It was a fun event in Tuüri and mostly successful for our team. We came to this event with the goal to win. We were able to win two out of three races; the first and the third one. Unfortunately, in the second race we had a mechanical issue with our snowmobile that took us out of the race but we are still happy with our overall experience in Finland. We are thankful for the opportunity and happy about the race. We hope to make it to more events in the future.

Third place… I am a little bit sad losing the FIM Championship and the number one plate but there is always next year.”

kids but we do not have any immediate plans. I also do not have any plans for my kids. What they want to do will be up to them. I think about it and I hope they will not race snowmobiles or motorcycles so that I can relax a little bit. You know, it has been my entire life but I am sure that when the time comes I will feel differently. That is what is exciting about life; you just never know. I never thought – when I was younger - that I would be a professional snowmobile racer and would be travelling to places like Sweden and Finland and race for a World Championship event.

FIM: Finally, do you plan a “life long career” in Snowcross like your father or do you have other plans?

T.H.: I enjoy graphic designing and things like that. I am able to do that through my race team. We own and operate our own team in America and we have full control over all the elements of our team. So, I do design work for our team’s snowmobile graphics and gear which I enjoy doing. It is a cool opportunity to do something that I like.

by Dirk De Neve

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/ / / VI NTAGE

Malcolm Rathmell had a long career in Trial, starting in the 60s until the 80s.///

TRIAL – CHAPTER 2 ENTERING THE MODERN ERA A PERIOD OF ECONOMIC CRISIS DURING THE SIXTIES, TOGETHER WITH A LACK OF TECHNOLOGICAL EVOLUTION IN THE UK MOTORC YCLE INDUSTRY SINCE THE END OF THE SECOND WORLD WAR WO U L D R E S U LT I N B I G CHANGES IN THE WORLD OF MOTORCYCLING, WITH ITS CONSEQUENCE S ON THE (LITTLE) WORLD OF TRIAL.

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Big British machines with 4-stroke engines had had their day and would quite quickly give way to 2-stroke machines that were lighter and more efficient. As from 1967, and the first European Individual Trial season, there were no longer any motorcycles with 4-stroke engines. There was still a British bike with a 2-stroke engine, the Greeves, with which riders such as Gordon Farley and Bill Wilkinson achieved good results.

The best riders of that time, all citizens of Her Gracious Majesty, then started to evaluate the possibilities which were proposed from outside the country. Sammy Miller, Don Smith and Mick Andrews were hired by the young Spanish factories (Bultaco, Montesa and Ossa, respectively), on their way to the conquest of new markets. From their entry in the discipline, the Spanish manufacturers brought a new technology for Trial enthusiasts. Sammy Miller, expert rider on his 500cc, 115 kg, HT5 Ariel, worked on

the development of a prototype known under the name of Sherpa which, as from its first version, had nothing to do with the machines used up until then – for a start, it weighed some twenty kilos less and had a single-cylinder, 2-stroke engine which had several advantages in terms of handling and mechanical simplicity.

The man who had favoured this changing process and who would surely develop a great passion of so many Spaniards for the motorcycle sport was the late Don Francisco “Paco” Bultò, the boss of Bultaco, a man driven by an unlimited will and who would enter a still new sport in the Iberian Peninsula of that time. Don “Paco” Bulto had left Montesa and created Bultaco in 1958, concentrating on the production on 2-stroke engine machines. He then created a machine for Trial riding – but also cross and road racing machines. Spain, until then rather discreet in competition, would emerge at international level – not only in

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V INTAGE

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Martin Lampkin (father of Dougie) was a Bultaco rider for many years. He clinched an European title in 1973 and the first World title in 1975.///

Trial: Derbi and a certain Angel Nieto won the first title in a long series of Road Racing Grand Prix in 1969. Bultaco’s first title of in road racing would come in 1976 in the 125cc thanks to Angel Nieto. But let’s come back to Trial.

riders, six were British, and three of them (Farley, Wilkinson and Weller) were riding the 250cc 2-stroke Greeves. The others rode the 250cc Bultaco (Miller and Smith), and the Suzuki (Gaunt). The German Gustav Franke finished second on a Zündapp.

CHANGE OF MACHINES AND TECHNIQUE

The following season was also a bridge over two years, 68-69. The countries visited were the same as during the previous year with the addition of Sweden. Six events were on the calendar of which four would count towards the Championship. Don Smith (on a Montesa, after having ridden for Bultaco) succeeded Sammy Miller – who only rode in two events of which he won one – and finished in third, the second being Dennis Jones (on a 128cc Suzuki, with two wins).

Miller would win the crown back in the 6970 season which had nine events: Spain, Finland and Poland had entered the calendar, and names of riders started to appear who would meet with glory in the years to come. Mick Andrews won the first Trial of

As from the end of the sixties, with the withdrawal of the British 500cc, most machines had a cubic capacity of 250cc – Bultaco would launch a 325cc later.

Zündapp also showed up with 175cc and even 125cc machines – the German brand was racing in Enduro in all the small cubic capacities and used the same machines, slightly modified, in Trial, and sometimes even the same riders, such as Josef Wolfgrüber. There were also a 175cc Honda (the only four-stroke!) and even a 128cc Suzuki. All the events of the first season, 6768, were won by Sammy Miller on a 250cc Bultaco. From the seven best classified

Sant Llorenc del Munt near to Barcelona, riding the 250cc Ossa. In the classification one can find the names of Charles Coutard, Ignacio Bulto, Pedro Pi, JeanMarie Lejeune, Yrjo Vesterinen and Martin Lampkin, among others. Sammy Miller dominated with six wins out of nine events.

One British rider left, another arrived: Mick Andrews, Ossa factory rider, took the two European titles in 70-71 and 1972. In 70-71 his main opponents were Malcolm Rathmell on a Bultaco, Dave Thorpe (Ossa), Gordon Farley, Alan and Martin Lampkin (Bultaco). The dates of the Championship were then modified: as from 1972 it was held from January to August. Beside the already named riders, some new names appeared: Rob Shepherd, Fernando Muñoz, and the Scandinavians Ulf Karlsson and Yrjö Vesterinen. Then Martin Lampkin, riding a 325cc Bultaco, took the last European title in the 1973 season, against Rathmell and Andrews. That same year Mick Andrews

F I M MAG AZ I NE .7 8 /// APRIL MAY 2011 49

/ / / VI NTAGE

was hired by Yamaha, a newcomer in Trial.

Andrews won various events on the Yamaha but did not succeed in taking the title. In 1974 the Championship became “EuroAmerican” in order to include a round in the United States, and to allow American riders to participate. It was the turn of Malcolm Rathmell (Bultaco) to clinch the title.

Then the FIM decided to change the status of the Championship, which became a World Championship in 1975. The winner was British rider Martin Lampkin, still riding a Bultaco – one point ahead of Yrjö Vesterinen and two ahead of Malcolm Rathmell. This was an important coronation as he would be the last British rider World Champion

for more than 20 years, the British riders thus losing their dominant position in this discipline. They would recover it only many years later thanks to Martin Lampkin’s son Dougie, who would fly high over Trial as of 1997.

1976: A NEW ERA

The second half of the seventies saw the arrival of non-British riders at the top, and the real golden era for the Spanish brands.

At that time, everything that counted in terms of Trial came from that country. The best riders, in order to remain competitive, had to ride for one of the three Catalan brands, which confirmed the Barcelona region as the world center for Trial. This period of stability for the Spanish motorcycle industry was also marked by the arrival of great new riders. The Championship would then develop very fast in several countries notably France and Italy, but first there was a Scandinavian intermezzo. It is true that Swedes and Finns were really catching on to this sport. The Trösa Trial in Sweden notably had formed young Swedish riders; Hans Bengtsson at first, then Benny Sellman and Thore Evertsson, among others, and the Finns were not far behind. It was one of them who would soon become one of the greatest riders of all times – in any case the first non-British: Yrjö Vesterinen. Pure talent, technical precision and perfect riding, together with a Scandinavian-type coldblood, Vesterinen, who was already among the best riders, dominated the opposition as from 1976 and took the World title for three consecutive years. He was the first to achieve this performance. He was also the first “foreigner” to win the Scottish Six Days Trial in 1979. This was like a thunderstorm in the Scottish sky, which was entering an “international” period.

One day a young rider from California came to Europe and went knocking on Bultaco’s door, to talk to Mr Bulto. This young guy – coming from a country where Trial was barely known – was called Bernie Schreiber.

He was looking for a way to progress in Trial.

He would actually be the first rider at world level to introduce a new, different riding technique: a better control of the bike, more acrobatic riding and more use of the clutch, an element which was practically banned in the “holy canons” of the British riders. In 1978 he finished second, two points behind The best Trial rider in the 70s and one of the best Trial specialists of all times: the Finn Yrjö Vesterinen.///

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V INTAGE

Vesterinen, but in 1979, this young American inscribed his name in the Golden book of the World Championship, winning a long battle against Vesterinen, the Swede Ulf Karlsson and Martin Lampkin.

Nevertheless, for the three “sisters” of Spanish Trial – Bultaco, Ossa and Montesa – a serious crisis was about to happen, because of a serious drop in sales on the European market, and also because of a national political situation that was undergoing a significant transformation. This time it was the Italian factories who were arriving in Trial. However, Montesa still won the 1980 Championship thanks to the Swede Ulf Karlsson – who took advantage of two DNF results of Schreiber (2nd); Vesterinen finished 3rd. The following year, it was the turn of a young French rider, Gilles Burgat, the official rider of an Italian factory called SWM, who took the title with 35 points in front of Karlsson, 36 over Vesterinen and 37 over Eddy Lejeune. Then it was the turn of Eddy Lejeune – son of Jean-Marie – to arrive at the top, riding a 360cc 4-stroke Honda. This machine,

Bernie Schreiber came from California, was hired by Bultaco and won the 1979 Championship, introducing new riding techniques.///

///

tested in previous Championships by Rob Shepherd, allowed Eddy Lejeune to clinch three consecutive titles (82 to 84). As from 1985, two riders shared the laurels of World Trial. First the Frenchman Thierry Michaud arrived, riding another Italian machine, the Fantic, and won in 1985 and 1986. In 1987 a young Spaniard named Jordi Tarrès, riding a Beta (also Italian), surprised everybody and clinched his first title. 1988 would remain historic thanks to the fight between Michaud and Tarrès until the last event, won by the Frenchman who won his third title, but afterwards Tarrès would win not less than six World titles (only leaving the 1992 one to the Finn Tommy Ahvala and his Aprilia). Tarrès dominated Trial until 1995. After the title of Marc Colomer in 1996, it was then the turn of Dougie Lampkin (Martin’s son) to dominate the World Trial. The following is still news, not yet history …

by Marc Pétrier

Mick Andrews, Ossa factory rider, won two European Championships in 1971 and 1972. Then he was Yamaha rider, before coming back to Ossa (pictured here 1979).///

F I M MAG AZ I NE .7 8 /// APRIL MAY 2011 51

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JOAN LASCORZ THE MAN AND THE CHEETAH

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DISCREET AND TALENTED, THE NEW OFFICIAL RIDER OF THE KAWASAKI FACTORY IN THE FIM SUPERBIKE WORLD CHAMPIONSHIP, JOAN LASCORZ IS ESSENTIALLY NOT AN ORDINARY GUY. AN UNE XPEC TED PORTR AIT OF A SURPRISING AND SOMEHOW SAVAGE RIDER. I park the car in front of number 16. At 50 km south of Barcelona, along the Costa Daurada, it is 9.00 a.m. and I have an appointment with Joan Lascorz. Joan who? Lascorz! He is a Spanish rider who has spent the last 3 years making progress in the FIM Supersport World Championship. In 2011, he is an official Kawasaki rider in the World Superbike with Tom Sykes and Chris Vermeulen.

Beyond this rough sporting profile, Joan is an exceptional guy, difficult to make out. I needed three years of patience for him to decide to open up to me a little bit of his hair-raising world.

The sun is rising over the Mediterranean Sea and has not yet blown away the humidity of the night. Vapour coming from his mouth, Joan quietly gets out of his 4x4 and comes forward. Average hair style, discreet smile, shy glance, hands in the pockets of his blackand-green Kawasaki jacket covered with dog hairs, he looks like a peasant who does not care about appearances. Stature of an introvert, designed like an “I” from the shoulders to the ankles, he disappears into his Baggy jeans, the only concession to a fashion he seems to follow by obligation. He is 25, not well-known and he has talent and a stunning personality. A man of very few words, like those who prefer solitude in large spaces to glitter, flash and glamour imposed by the “sport system”, Joan Lascorz does not have the range of the athlete who controls his communication but he is selfconfident like someone who does not have to justify himself. We are in front of Mom and Dad’s house. “Nobody rides motorcycles in my family. My father is a car-body builder and some years ago his workshop was just beside a small karting circuit. To have fun we tried a pocket-bike together. I was 8 years old. In two months I was faster than he was. The rest came normally, like a hobby”. Anyway this hobby took him within a couple of seasons to the Spanish 125 Championship with Alberto Puig. He was teaming with Pedrosa and Stoner. “To continue, I had to pay. I did not have any money, nor did my parents”. Just before his 20th birthday, Joan was a messenger in Barcelona, without any money and with broken wings.

Nevertheless, one of his uncles helped him to enter the Supermoto Championship in a Cup organised by Honda. Driver, mechanic, cook and rider, the Spaniard had that year a providential meeting with Guim Roda. “I did not have anything and Guim was starting from nothing. We both brought to each other what the other one needed and the adventure started. We spent two years in the Spanish Supersport Championship, three in the World Championship of

F I M MAG AZ I NE .7 8 /// APRIL MAY 2011 53

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CAREER HIGHLIGHTS Born on 27 February 1985 (25 years) Nickname: Jumbo One older sister and two younger brothers Started in Pocket Bike at 8 years 1995: Catalunya Pocket Bike Champion 1997: Catalunya 50cc Scooter Champion 1999: Catalunya F1 Scooter Runner-up 2000: Selected for the second edition of the Movistar Cup (125) 2001: He is one of the 8 selected riders for the 3rd edition of the Movistar Cup with Stoner, Simon, Davis… but he stops in the middle because of lack of financial means.

2004: Honda SuperMoto Cup 2005: 5th in Spanish Supersport Championship (Honda) 2006: 4th in Spanish Supersport Championship (Honda) 2007: 18th in FIM Supersport World Championship (Honda) 2008: 5th in FIM Supersport World Championship (Honda) 2009: 4th in FIM Supersport World Championship (Kawasaki) 2010: 3rd in FIM Supersport World Championship (Kawasaki)

which the last two as Kawasaki official rider, Guim as team manager and I as rider”.

Going around the family house, I realised the path that Joan had taken in the World Championship: one win and fifth place in the 2008 Championship; one win and 4th in the 2009 Championship; one win and third in the 2010 Championship. It could have been much better in 2010 without this terrible accident in Silverstone at the beginning of August. Lung and shoulder injuries, Joan saw his season cut. Pity, he would have fought for the title with Laverty and Sofuoglu. Suddenly my questions stop…

54

ANIMAL INSTINCT

Duma is here. Behind a tiny wire fence, a male cheetah of two and a half years is staring at me with the intensity of a big cat who has his prey in sight. With this relaxing quiet which comes both from strength and humility, Joan explained to me: “I don’t fear anything, but you are on his territory”.

I got the message and I left the property, during which time the master put his big cat in a converted trailer hooked to the 4x4. I followed them towards a karting place a few kilometres away. It was ten a.m. in the middle of the week with nobody around. One of Joan’s mechanics brought a Supermotard bike. “It is the first time we will take pictures with Duma”. The cheetah

is walking freely around us and he comes close to me and brushes against me. It is a surrealistic scene under the fixed eyes of the mechanic and the owner of the karting place, protected behind the glass of the track office. Joan is gently cursing at his dog. “I have more problems to bring my dog back than my cheetah”. I pretend not to understand. “I do not live here usually. I just bought a house in the mountains near Girona. There is a lot of space and very few people. I am quiet and we hunt rabbits with Duma. Before, I had a falcon with which I hunted. But he needed a lot of attention and I did not have much time to take good care of him because of the rhythm of the races and my travelling. I had to separate myself from him.” And Joan keeps on passionately:

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Joan feels more at ease on two wheels than on his legs! His objective is to win and he refuses everything that may divert him from this objective... ///

“At the time of their greatness, the Egyptians and the Mongols were using cheetahs for hunting. I had the opportunity of buying Duma when he was three months old and since then, we have always been together.” Observing the osmosis between the wildcat and the rider, the idea of instinct imposes itself. “I am more at ease on two wheels than on my two legs” says the rider. “My objective is to win and I refuse everything that may divert me from this objective.” The hunter, the instinct, the cheetah, the rabbit, the rider, the number one place. Futile but essential to run fast to eat or to win, each one pursues the same target, the man and the animal; the man learns from the animal. Joan remains a very discreet person about his deep thoughts, but his philosophy reaches in certain aspects the mystic, the animal as a totem which guides him in competition and in life.

Nevertheless, Joan has both feet firmly on the ground, his values and his loyalty are already much appreciated. “I had a proposal from Honda Ten Kate two years ago. I would have had without doubt chances to win the Supersport title by accepting the best team in the Championship. But for which project? With Guim, who is now

my manager, and Kawasaki, I have a long term project, motivated by something which goes beyond the Supersport Championship.

This year I am racing in the Superbike with Kawasaki. It is a logical follow-up. The first months will be difficult because I still have to recover physically. But only one thing interests me: to win.”

And, sensing my next question concerning his possible future in MotoGP, Joan cuts in: “I don’t want to go to MotoGP. I had a good proposal from Gresini to go to Moto2 in 2011. But I preferred to stay in Superbike. It is more interesting. People working in this Championship fit better with my personality and my values. I don’t care about going to MotoGP. The only thing I am interested in is to win”. Lying down, calm and attentive, the cheetah licks the rider’s hand: “He understands everything”.

“I am more at ease on two wheels than on my two legs”.

by Eric Malherbe

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road book

JUNE 19

04

FIM SUPERBIKE/ SUPERSPORT WORLD CHAMPIONSHIPS & FIM SUPERSTOCK 1000cc CUP

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Rijeka CROATIA

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Vantaa FINLAND

FIM MX1/MX2 MOTOCROSS WORLD CHAMPIONSHIPS

St Jean d’ Angely FRANCE

08 - 10

FIM MOTOCAMP

Glastonbury GREAT BRITAIN

10 – 11

MAXXIS FIM ENDURO/JUNIOR ENDURO WORLD CHAMPIONSHIPS & MAXXIS FIM YOUTH ENDURO CUP 125cc 2-stroke

Fethiye TURKEY

11

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11 – 12

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Abensberg GERMANY

17

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18

Misano SAN MARINO - ITALY

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Pobladura SPAIN

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25

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JULY

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RED BULL FIM MOTOGP ROOKIES CUP

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FIM ROAD RACING WORLD CHAMPIONSHIP GRAND PRIX

Senkvice SLOVAKIA

Penza RUSSIA

FIM FREESTYLE MOTOCROSS WORLD CHAMPIONSHIP

RED BULL FIM MOTOGP ROOKIES CUP

12

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St Macaire FRANCE

18 – 19

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Meteora GREECE

24 – 25

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/ / / road book

JULY 24

09 – 10

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02

14

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16

03

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23

Aduard NETHERLANDS

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UNITED STATES

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