2 ❘ MOTOR CYCLE NEWS NOVEMBER 26, 2008
NEWS
Aprilia plots V4
The RSV4 road bike is just the first in a family of V4s
Aprilia grants us exclusive access and reveals it is already planning an expansion of the V4 range – including a loony supermoto andy.downes @motorcyclenews.com
A
PRILIA’S new RSV4 superbike marks the start of a new era of motorcycles from the Italian firm that will see a naked V4 RSV4 Tuono next year and could include a 1200cc V4 super tourer and even an insane V4 supermoto. It’s going to be a busy time for Aprilia as it gears up to bring 12 new bikes to showrooms within the next two years, some using the V4 motor but others based around the existing 750cc V-twin, the 850cc V-twin twist-and-go motor and a new 1200cc V-twin. The RSV4 is expected to go on sale next September: ■ £12-£13,000 for standard bike. Unlimited supply to the UK ■ £15,000 for the Factory version (available in April) with 250 coming to Britain ■ Order soon through uk.aprilia.com or from your nearest dealer Aprilia is already hard at work getting the design of the new V4 Tuono just right – head of design not just for Aprilia but the entire Piaggio Group, Miguel Galuzzi confirmed the naked bike was a “completely natural thing for Aprilia to do” and was always part of the plan with the V4 engine. He wouldn’t be drawn on exactly when the bike would be ready but said the design department’s 27 staff are focusing on the project. During an exclusive visit to the Aprilia headquarters at Noale in northern Italy, MCN was granted access to an almost production specification RSV4 Factory to get the world’s first strip down shots of the road bike (see page four). We also got to talk to three of the most important men at the firm to find out about the firm’s plans. Then we got inside the Aprilia Racing department to watch as new graphics were stuck to Max Biaggi’s RSV4 World Superbike before it was
packed off in a truck for the latest pre-season test. Among the new models MCN had confirmed by Aprilia bosses, the naked V4 is the key one but it’s still some way off reality. Others we know about are the 1200cc V-twin Shiver and Dorsoduro. These will be ready late next year – preproduction models are currently pounding the test tracks at the testing facility at Nardo in southern Italy. Marketing chief Francesco Polimeni is the man who tells the engineering department what machines Aprilia needs to be selling in five years’ time. He said: “Aprilia’s brand values are Italian style, the racing spirit, technology which is a step forward from others and a School of Champions in racing from our 125 and 250GP efforts. “The RSV4 has taken a lot of work to get ready. But there is still a lot of work to do upgrading some existing
‘The RSV4 is vital to Aprilia – we cannot exist witout it’ FRANCESCO POLIMENI, MARKETING CHIEF models and adding some completely new ones to the Aprilia model range. Over the next two years we have 12 new models – as I said – some completely new, others an upgrade. “The RSV4 is vital to Aprilia – we cannot exist without the RSV which needs to be on track and winning races. We took the V4 option because it’s the best for winning races in the World Superbike series. It’s the best way of making a success of racing. We have no fixed numbers of bikes we have to sell but there will be around 1000 produced during the first year.” Romano Albesiano is Aprilia’s Technical Director for the road bike department
and has been closely involved in many new bike projects for the past few years at Aprilia. He said: “The RSV4 is vital for many reasons for Aprilia but mainly because of the business we can do directly with this product and the sales we will generate from it. This is a new engine, a new frame and we know we can build more motorcycles from this basis. This can help push the whole of the Aprilia range and help us to become a Serie A manufacturer – like the football championship! “The V4 engine will definitely be increased in the range of bikes available – we have to do it because of the costs involved in getting this project up and running. It’s not just in the top level sporting category because we have to grow. “The natural first child from the V4 is the naked Tuono but we have talked about a really high performance and extreme supermoto and an enduro bike with a V4 that would fit between a BMW R1200GS and a KTM 990 Adventure.” One class Aprilia isn’t too sure or keen about is the ferociously competitive 600cc supersports category. With Japanese manufacturers able to replace bikes every two to three years with completely new models and still charge around £7000, it’s not a place Aprilia feels able to compete. Albesiano added: “There are two markets within the 600 class – the Japanese bikes and the Ducati 848 and the new MV Agusta 675cc triple. I am not sure where Aprilia would fit in.” Aprilia’s Head of Design Miguel Galuzzi said: “We are playing with the naked V4 Tuono at the moment but you can see from the clean design of the engine and the rest of the bike that the RSV4 was designed to be a naked bike from the start. “We have learnt from previous mistakes that it’s easier to do it this way. This is a definite project for Aprilia.”
Marketing chief Polimeni says the fins resemble a Cadillac
Beautiful sculpted pegs (longest hero blobs since the SP-2?)
Top-quality Brembo brakes and upside-down Ohlins forks
The RSV4's engine mounting can be fine-tuned for racing
NOVEMB ER 26, 2008 MOTOR CYCLE NEWS ❘ 3
revolution!
IAN JUBB
www.motorcyclenews.com
This is chassis number 001, Aprilia gave MCN full access to the gorgeous new V4
Triple headlight harks back to the RSV Mille and its odd advertising slogan 'Open your third eye'
The Aprilia's roomy cockpit will accommodate taller riders
Double-sided swingarm is very similar to the race bike
Aprilia gave MCN exclusive early RSV4 design sketches
Biaggi's WSB bike was stickered up before going in its crate
THE PR MAN
TECHNICIAN
DESIGNER
Francesco Polimeni
Romano Albesiano
Miguel Angel Galuzzi
Job title: Category Management Motorcycles Manager, Product Marketing First bike: Cagiva 125 in 1986. Best riding moment: When there were no helmet laws in Italy – that was an amazing time to be a young rider. Of course safety is important but it takes away a little of the emotion. Dream bike: MV Agusta Brutale Favourite road or trip: The roads near where I was brought up in Tuscany – in the Chianti region – they are incredible. Favourite part of the RSV4: The tail unit with the double fins – reminds me of a Cadillac from the 1950s. Bikes currently owned: Sadly I don’t have any of my own at the moment but there is a garage full of Aprilia test bikes I ride all the time.
Job title: Technical Director, Road Department First bike: Gilera 50cc two-stroke in 1977. Best riding moment: There are so many. But I cannot say it was on a Suzuki GSX-R600 when I was racing because it wasn't an Aprilia! Dream bike: I have one I want to build but it’s a secret. In reality it’s the RSV4 Factory. Favourite road or trip: I live in Piedmont near Turin and the roads there are superb – especially in the Langhe area. Favourite part of the RSV4: It’s just so unique but it’s the packaging that is really saying something new. Bikes currently owned: I use the company bikes or those from competitors we have in for comparison testing – I love riding on the track and try to do at least two or three days each year when I can get the time.
Job title: Head of Design First bike: 1959 Kreidler 50cc. Best riding moment: Too many to mention just one. Dream bike: Vincent Black Shadow – they still look fantastic today. Favourite road or trip: The Los Angeles Crest Highway from the San Gabriel Valley up into the mountains. We used to get up early to go riding in the mornings to beat the cops. Favourite part of the RSV4: The size and the packaging of the whole bike keeps the small design but I am 6ft 6in tall and I still fit on it. Bikes currently owned: Nothing at the moment.
ONLINE
See exclusive pictures from our visit as well as a video tour of the new RSV4. Just go to www. motorcyclenews.com/ apriliaRSV4
10 ❘ MOTOR CYCLE NEWS NOVEMBER 26, 2008
NEWS
The Hairy Bikers get their choppers Bike-riding chefs unveil their new customs in time for a BBC Christmas TV cooking special... gary.pinchin @motorcyclenews.com
M
YERS Superior and Cosmic King. Those are the names of two custom bikes Norwich-based Hawg Haven have built for Hairy Bikers Dave Myers and Si King and they reflect their two very different personalities. Myers, the traditionalist, intellectual, thinking man of the biking duo, and King the happy-go-lucky, ageing hippy long-haired Geordie, will ride these bikes in their up-coming, hour-long BBC TV Christmas Special cooking extravaganza that’s due to be aired on December 23. But you will be able to see them, and The Hairy Bikers, this week at the NEC show when the bikes are
unveiled to the public for the first time. Myers and King, though, have already ridden both bikes to shoot footage for their TV special. The two hardcore bikers really do ride the routes laid out in their TV programmes so it means they’ve already clocked nearly 1000 miles in the far-from-ideal conditions we’ve been blessed with since September. But they’ve not just ridden them for ‘work’, they’ve also taken the opportunity to ride them whenever they get any free time. Hawg Haven built the two bikes in double-quick time to meet the Hairy Bikers’ punishing TV schedule so, after agreeing to the basic build on September 4, they had just four weeks to complete them for the initial
BBC publicity shots (see opposite). Both bikes feature Custom Chrome softail frames, huge 250-section rear Avon tyres on 18in x 8.5in rear wheels and 1638cc Rev Tech Xzotic V-tiwn engines. Myers’ bike is chopper take on a Brough Superior with a Springer
‘The final finish is all about that massive bowl of creativity’ fork and has a Knuckleheadstyle top-end of the motor on the generator-style bottom-end. King’s is a more traditional lowrider, with traditional forks, and a Panhead-style
top-end to his motor with generator-style cam cover. Both bikes have exhaust pipes polished by Crazy Diamond polishers. Myers said: “Both bikes are fantastic, absolute class. Mine looks so much better than I ever envisaged. It’s the Brough Superior on steroids I dreamed about. “Si and I both rode Broughs during one of our TV shows. Such a privilege. This hints at those bikes but just so much more so. Look at that colour – so rich, so classy.” While the Myers Superior has cool spring forks and a raked-out riding position, King’s lowrider has a more conventional front end and ape-hanger bars for that laid-back ‘Easy Rider’ style. But it’s the paint job that really carries his bike off,
King (left) and Myers hit the road for the first time
NOVEMBER 26, 2008 MOTOR CYCLE NEWS ❘ 11
www.motorcyclenews.com HAIRY BIKERS STUNNED SHOCK!
COSMIC KING
You know what it’s like when you first clap eyes on your new bike? That gushing flow of excitement. Well, The Hairy Bikers may be mainstream TV stars but they’re no different to us when it comes to bikes. We set the tape running from the moment the wraps came off the new bikes:
The Cosmic King is in a lowrider style with conventional forks and a Panhead-style top end
Paint inspired by King’s son
Generator- style cam cover
Wheels are laced items
MYERS SUPERIOR
something he and Hawg’s painter John Fox worked hard to achieve. King said: “Both bikes look the dog’s bollocks. I love the paintjob on mine. You know, it took one short telephone conversation with John for us to click. The final finish is all about that massive bowl of creativity and him totally getting it. “That’s what it’s all about. We had a series of mad rambles (on the phone) but look what came out of it. You hear a man (Fox) say, ‘I know exactly what you mean,’ and he did. You only get that with motorcyclists.” Against the theme of a spaced-out landscape, the collection of bubbles on the front mudguard might be a
little confusing but there’s a reason behind it. “The bubbles were Dylan’s idea,” said King (Dylan is his son). But that’s not the only influence his children have had on the project. Their mickey-taking of their dad drove the project. King said: “The kids came in when I was talking to John on the phone and it was like, ‘Oh, dad’s having one of those cosmic conversations again.’ “And that was it, the kids taking the piss out of me gave me the idea of the paintjob – but then I had to get that across to John.” ■ Check out the Hawg Haven-built Hairy Bikers bikes on the Carole Nash stand at the NEC Show.
Myers’ Superior has a raked-out riding style and both have frames from Custom Chrome
Badge in the Brough style
1638cc motors by Rev Tech
Pillion trimmed in leather
Dave Myers: It’s absolutely stunning. Look at that little light on the back. Look at that rear end. Thank you so very much. That tank. It’s gorgeous. The proportions are perfect. What do you lot think? Si King: (Hands across his mouth in awe) I can’t speak. I don’t know what to say. It’s completely mind-blowing. I can’t believe it. I don’t know what to say. What a job (very emotional now – long pause, tears welling up). Holy shit. It’s mental. I can’t even look at yours yet, Dave. DM: Have you seen the back end on this, Kingy? (Hugs everyone he can reach). SK: (Hugs everyone too – and has tears in his eyes but can’t speak). It’s perfect. DM: (Tries to take his jacket off so he can sit on the bike but in his frenzy, gets his zip stuck in his shirt) Oh no! SK: (Sits on the bike and grasps the ape-hangers) Oh yes... DM: It’s so comfy. Made to measure. SK: (Lounging back into the seat, while gripping the bars) I’m already there mate! It’s so beautiful. Boys you’ve busted a gut to do this. We gotta have a party! DM: Look at the lines on my bike. It just flows.
A nice cup of tea and a sit down. And what a place to SK: I can’t take my eyes off mine! DM: (To Hawg staff) I can’t thank you enough. (Points at tank) Myers Superior! Can you imagine thumping around the Lakes on that
‘Christmas has come early for both of us...’ DAVE MYERS (pointing at Si’s bike) for a Sunday ride out? The rack is perfect. I love that light. The paint – it’s so classy. SK: (Looking at his own bike) It’s absolutely a work of art. It just flows exactly right. I could not imagine it this good. Oh hell, look at the North Star constellation (air cleaner). There’s so much to take in. DM: Christmas has come early for us. Myers Superior. I’ll get some ribbing about that. (At Jon’s suggestion he thumbs the starter button). Oh hell, that sounds proper. There’s a mile-long causeway where I live. You’re going to hear this bike all the way along it. The bikes are fantastic. Like something someone from the Phantom of the Opera would sit down and play!
ONE MONTH FROM CONCEPT SKETCHES TO FINISHED CHOPS Apr 13: Hawg Haven meet The Hairy Bikers. Sep 4: Meeting in Shepherd’s Bush to finalise the design. Sep 12: Tanks fabricated. Myers’ one-piece tank is stretched and boxed. King’s two-piece tank is stretched.
24-hour shifts to do the job
Four days’ work done in two Sep 15: Dry build of both bikes is complete. Sep 20: Myers’ pillion seat, in matching leather to the saddle, is turned around in a day by GG Sergeant. Sep 25: Powder-coating done
Hairy Bikers take a first seat
in a day by Master Coat of Norwich. Wheels are laced. Oct 2: Both bikes are finished after Hawg staff work three 24-hour days. Oct 3: Hairy Bikers ride the bikes for the first time - in front of TV cameras.
30 ❘ MOTOR CYCLE NEWS NOVEMBER 26, 2008
ROAD TEST With 168bhp pumping out, front wheel lift is par for the course
Exquisite detailing and a powerful engine: everything you’d expect, including trapped hands against the fairing on full lock…
It’s bigger, but is it better? High-tech traction control means Ducati’s 1198 is much more than a 1098 with an extra 100cc trevor.franklin @motorcyclenews.com
T
WO years is a long time in the motorcycle world. New models come, some models go, and some just hang around for a little longer. But with Ducati’s 1098 range, it sure doesn’t feel like two years have passed since the Bologna marque stunned us with its introduction. With styling that easily eclipsed the 999 it replaced, and with engines that delivered like no other V-twin, suddenly Ducati’s sales of its superbike range went from a three millimetre plateau on a spread sheet to a Pyreneeslike peak. Just as we were all thinking the 1098 was the best V-twin ever, from out of nowhere Ducati’s 1198 appears and the deposed bike is consigned to Bologna’s museum. To look at the 1198 and 1198S, you’d think there is bugger-all difference between them and their 1098 equivalents. But that just goes to show how wrong you can be. There are only three things the 1098 and 1198 share: the brand name, bodywork colour and their amazing feat of trying to wrench your arms from their sockets and loop its front wheel over the rear wheel in first gear. I’m still quietly giggling to myself about this… and this
1198s on parade: As dream garages go, this one’s hard to beat is on the 1198S, the £14,950 spangled version of the common-or-garden 1198, which for £11,950 has exactly the same engine specification but none of the golden parts like Ohlins suspension.
‘The motor makes you wonder why in-line fourcylinder engines exist’ Second gear is a little more forgiving, because you’re expecting the same lunging delivery of stomp, so automatically position your body weight further forward in an attempt to pin the new seven-spoke MotoGP-repli-
ca front wheel to the tarmac. There’s enough room behind the Ducati’s headstock and in the seat pad area to do this, although it works against you when cornering because, although svelte and stylish, the tank isn’t big enough to wedge your legs against it for that secure feeling. By the way, it will still pick the front wheel up in second gear if you want it to. It’s hard to believe an additional 99.4cc over the 1098’s 1099cc engine capacity could be so noticeable, but it is. It doesn’t matter if you shortshift through the precise six-speed gearbox or rev the 1198’s 1198.4cc lump out to its 10,500rpm redline, it pulls so hard and strong it’ll get you wondering why inline four-cylinder engines exist – I did, when 164mph flickered up, seconds after toeing sixth gear on the start/
finish straight of Portugal’s latest race track, Circuito de Algarve near Portimao. This circuit was home to the exciting final round of the 2008 WSB season. Its up-hill and down-dale layout interspersed with fast and slow turns is a perfect arena to test every aspect of a bike – and rider. More importantly, it tests extensively Ducati’s Traction Control system (DTC), which has filtered down from the exclusive £24k race-ready 1098R. It’s a standard fitting, but only on the £14,950 1198S – the model supplied for this test. Quite simply, the system is brilliant (see Techwatch, right). Turn three is a first gear right-hander immediately followed by a left-hander – and both run uphill while on the gas. Essentially, the majority of the circuit is highside hell for a 168bhp bike – but even worse for a V-twin Ducati with a huge traction-smashing torque figure of 97ftlb. I’m still here in one piece, though, with the only scars of battle on the 1198S’s Pirelli tyres and my hard-compound kneesliders. The defining beauty of DTC is that it is hardly noticeable. Yes, there is a vague sensation of the bike stuttering when severe grip loss kills the fuel injection, but otherwise you rely on the dash-mounted warning
Fast, flowing corners are the Ducati 1198’s forte – but on tighter corners it tends to run wide
NOVEMBER 26, 2008 MOTOR CYCLE NEWS ❘ 31
MILAGRO/CHIPPY WOOD
www.motorcyclenews.com
TECHWATCH Kevin Ash explains how Ducati’s DTC traction control system works on the new 1198S
DTC can be set to eight different levels of intervention
D
There’s plenty of room to get settled and move around on the Ducati – even for a post-pie Trev
lights to show the system is activated. (Or rather deactivated, because by the time manic eyes focus on the dash, the warning lights are fading away). The system is unobtrusive at level four (of eight) and definitely doesn’t detract from your mission of a fast lap time or getting home early. Set at a keener rate of wheelspin detection, it will only frustrate fast riders, while leaving less experienced riders thankful they made it home. A good engine and brilliant electronics are the minimum requirements for a modern sports tool; the 1198S has both – and the Ohlins-shod
chassis performance isn’t half bad, either. The 1198S is noticeably easier and quicker to put into a turn and haul upright than the equivalent 1098S. This is probably down to the 1.6kg lower weight of the 1198’s new engine cases and 0.4kglighter headlamp assembly. Lighter wheels are the main reason why the 1198S is some 2kg lighter than the 1198. But weight saving has a trade-off, in that the 1198S chassis is more susceptible to tweaks of its Ohlins suspension. Small adjustments start to make big differences in the way the bike reacts to Continues over
UCATI’S traction control system (DTC) is unquestionably a major advance in motorcycle technology – and the 1198S’s DTC differs from the 1098R’s in one crucial aspect. The way DTC works is, on the face of it, straightforward. There are sensors on each wheel sending signals back to the DTC computer, which then calculates exactly how fast each wheel is turning. If it decides the rear wheel is starting to spin too much faster than the front wheel, it cuts in to stop the spin getting out of hand by retarding the ignition, reducing the amount of torque the engine is making. This works fine until the system wants to cut the torque by more than 20% (in which case the rider would have the throttle open much too wide for the situation on a non-DTC bike). If the ignition was retarded any further, the engine could be damaged because fuel would still be burning as it left the exhaust port. At this point on the 1098R, the system starts to interrupt the ignition sparks – maybe one in 10 at first, as well as retarding the ignition, but more than that if necessary to compensate for a wide open throttle. The problem with this is, the fuelling is still continuing normally, so unburnt fuel is spat out into the exhaust system. On a race bike this isn’t an issue, but on a road bike it would irreparably damage the catalytic converters. So on the 1198S, instead of stopping the sparks, the system interrupts the fuel injection instead. This also appears
to have the happy consequence that the injection-based DTC operates more smoothly than the 1098R’s, although there are other reasons for this, too. The complications are fiendishly difficult to overcome. First, the speed difference between front and rear wheels changes when the bike is banked over. As you lean, the bike moves on to a part of the tyre with a smaller circumference, so even at a steady speed, the wheels turn faster the further you lean. And they don’t change speed at the same rate: the tyre pressures and profiles each have an effect, which the DTC system
‘On the 1198S, instead of stopping the sparks, it interrupts the fuel injection’ must allow for. And on a bike rolling downhill at a steady 70mph, the rear wheel is spinning more slowly than a bike on the flat at a steady 70mph, while on a bike accelerating hard through 70mph, the rear wheel is spinning faster again. This is because the tyre creeps under load, and the more the load, the faster it creeps across the road surface. That’s why DTC also monitors throttle opening, gear selected, road speed, lean angle, etc. It then makes a split second decision to reduce the torque, or not... if it doesn’t and it should, your tyre will spin and you’ll be off. But Ducati is confident it always will.
46 ❘ MOTOR CYCLE NEWS NOVEMBER 26, 2008
SPORT Walker has been BSB runner-up no less than four times
Stalker back with Rob Mac rob.hull @motorcyclenews.com
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HRIS WALKER will return to BSB in 2009 with Rob McElnea in a bid to achieve his long-time goal of lifting a BSB title. The four-times series runner-up is hoping to re-ignite the form he had in 1997 riding under McElnea’s instruction when he finished runner-up to teammate Niall Mackenzie, taking three race wins and 14 podiums. It’s the 38-year-old’s third time in the British series after drifting between it, World Superbikes and 500GPs. His last appearance in BSB was a difficult season with Rizla Suzuki in 2007. A combination of problems with the new GSX-R1000 and re-learning British circuits resulted in Walker finishing seventh in the series, and scoring best results of third place at both the Oulton Park and Silverstone rounds. MCN spoke to Walker about his return to BSB, and rekindling the relationship with his former team boss.
Why did you feel it was time to return to BSB?
I always planned to come back. One of the biggest things in my career has been not winning a BSB championship and I feel like the time to make a return is perfect. Unfortunately, a lot of people thought the same and we’ve had a barrage of riders coming to BSB for next year. But I’ve secured a great ride with Rob – he gave me my big chance all those years ago. I’m 38 now, and unless you’re winning every weekend at the age of 40 like Troy Bayliss, you won’t get a factory ride. I still feel like I’ve got a good few years left in me yet and everything is still in the right place – more by luck than judgement with some of the crashes I’ve had. The British championship has always eluded me, so I couldn’t turn down the chance to ride for a team that will back me all the way.
You rode for Rob Mac in the early days. What’s it like to be back?
It’s very special. As well as Rob, I’m also working with a
lot of the people I worked with 12 years ago. Rob’s spoken to me over the winter every year for the past 10 but I’ve always pushed hard to try to achieve in WSB. Rob and I got on fantastic last time and I think he believes that if I’d stayed
‘It’s going to be great racing in front of British fans again... ’ CHRIS WALKER with him a bit longer I might have won a sight more than I have. It was a huge privilege to work with Rob and Niall [Mackenzie] in ’97 – at my age then they were two fantastic mentors to have. Maybe if I’d not left Rob I wouldn’t be as rough around the edges as I am now. I think he’s looking at me as unfinished business!
You’ve ridden pretty much everything out there in recent years but ’97 was your last
year on a Yamaha. What are your initial feelings about riding the new R1?
That Yamaha in 1997 might have just been a 750 but it was one of the best little bikes I’ve ever ridden. I’ve actually still got bits and pieces of fibreglass from that bike in my home office to remind me of some of the huge crashes I had on the thing. But next year the new R1 is going to be the bike to beat. Rob has got the bit between his teeth because there’ll be more Yamahas on the grid to beat than ever before. I know I’ve got to step up because BSB has certainly moved on.
You had a difficult season with Rizla in 2007. What makes you think it’ll be different next year?
The Rizla team were a fantastic bunch of guys. Behind the scenes it was really hard work, though. The machine wasn’t 100%, however, and it’s never easy when the bike is working perfectly, let alone when you’re not comfortable with it.
DOUBLE RED
Chris Walker returns to BSB with Yamaha and plans a full title assault in 2010... Walker and McElnea shake hands on their 2009 deal
You’ve been a fans’ favourite for well over a decade – are you looking forward to riding in front of British fans again?
People have asked me why I’ve come back to British Superbikes when I could stay in World Superbikes and travel the world to places like Phillip Island and Monza? The truth is there is no greater feeling than racing in front of the British crowds. It’s going to be a great feel-
ing to be able to see British fans every week again. The amount of support they give me is fantastic. And I haven’t really put a time scale on my racing. In 2007 I’d had seven years away from British circuits. Some I clicked with again right away and others I struggled with. So I’m not saying I’m going to be quick out of the blocks straight away, especially with a brand new bike. But I want to keep going as
long as I can and I hope I can stay with Rob into 2010 with a season behind me in 2009 and then go on to mount a serious title bid.
ONLINE EXCLUSIVE CHATS
Go online to watch videos of MCN’s exclusive chats with Hydrex Honda signings Karl Harris and Guy Martin
NOVEMBER 26, 2008 MOTOR CYCLE NEWS ❘ 47
Walker with Yamaha boss Rob McElnea in his best whistle
Walker was a two-times runner-up with Kawasaki
The engine blow-up which cost Walker the 2000 BSB title
NORTH West 200 Ducati will run the only factorysupported Ducati 1098 in BSB next season, but Michael Rutter won’t be riding it. Rutter had looked a firm favourite to stay with the Alastair Kennedy-backed team to build on this year’s sixth place in BSB, including four podiums and a race win at Mallory Park. But with Ducati intent on developing the career of a younger rider like 2008 FIM Superstock Champion Brendan Roberts, Rutter has been sidelined, although he has been offered a deal to stay with the team in a management role and to compete in selected road races. Rutter is so desperate to stay in BSB he’s willing to help finance his own racing programme in 2009. The Leicestershire man, on holiday in Thailand following the Macau GP, told MCN he has turned down Kennedy’s offer of remaining with the team in a management role, even though there would be a chance to race a factory Ducati at the North West 200 and TT. Rutter said: “Alastair’s offered me more money than I’d have got racing for him in BSB but it’s not about the cash. I’m not ready to quit BSB yet and I’m looking into setting up my own team. “I’ve already talked to some personal backers and they’re willing to help out, and I’m prepared to put some of my own cash in. “I’ve talked to Jack Valentine (Crescent Suzuki racing manager) about the possibility of buying Tom Sykes’ 2008 Rizla Suzuki. I’ll do all my own bike preparation and then get some people to
I can’t believe it’s not Rutter
DOUBLE RED
WALKER’S BSB HIGHLIGHTS
Star sidelined to make way for younger rider
Rutter took four podiums and a win on the Ducati help out at weekends.” Rutter only discovered he didn’t figure in Kennedy’s plans after the race at Macau but doesn’t bear any malice towards the Irishman.
‘I’m not ready to quit BSB – I’m looking at setting up my own team’ MICHAEL RUTTER “My only argument with Alastair is the timing of his decision. It’s come so late that any other opportunities are gone. But he’s been so good to me in the past and now he’s come up with a brilliant package of racing on the roads, and a team role. “But it’s not what I want to
do. I’m not done with BSB yet and if I take Alastair’s offer I’m scared I’ll look back in five years and regret missing a few more seasons on the short circuits.” Kennedy was in a difficult position with the offer of factory Ducati support that comes with Roberts. But with the deal looking done late last week, Kennedy hit a block on Saturday when he received an email from the factory in Italy saying Roberts had been offered an improved World Superbike deal, reportedly from the American-based Boulder Ducati team. Kennedy, who has become team owner as well as title sponsor for 2009, told MCN: “By running Brendan we get full factory backing and support. When an offer like that is thrown in it’s not a difficult decision to make. “But we’ve hit a few last minute glitches and Brendan has received an improved offer from a team in WSB. But if it’s not Brendan then we will run John Laverty. The factory in Italy has an issue about age and, like Brendan, John won a championship for them last year. Ducati want to look more to the future. “We’re still waiting on Ducati for a decision on running a second bike.”
Rutter has been sidelined from the NW200 Ducati squad
Easton in limbo over Hydrex/Jentin squabble
2007 season in BSB with Rizla Suzuki was a difficult one
LINFOOT ON ROB MAC R6 McElnea is expected to confirm a second British Superbike rider next week but is also continuing in the Supersport championship with former 250GP rider and 2008 double European Superstock 600 race winner, Dan Linfoot. McElnea said: “Dan’s a very capable rider and he’s desperate to get onto a Superbike. He did a great job for us out in Macau and he’s a real one for the future.” TT winner Ian Hutchinson
is expected to lead a Rob Mac Racing road assault in 2009.
Dan Linfoot will be on a Rob Mac Yamaha in ’09
STUART EASTON faces an uncomfortable seven days as offers to ride for both Hydrex Honda and Jentin Yamaha have yet to amount to the Macau GP winner signing a contract. Hydrex boss Shaun Muir has signed Karl Harris for BSB and Guy Martin for British Supersport and the roads but had to retract a contract offer to Easton after failing to secure funding for a second superbike. The news came as a blow to Easton who had previously agreed to ride for Lloyds British Jentin Yamaha before jetting off to ride for Muir’s team at Macau. But with Jentin also reportedly struggling with funding, and without a confirmed chief technician, Easton has not signed for them either. Easton said: “I verbally agreed to ride for Bernie (Toleman – Jentin boss) before Macau. But after I won out there, Shaun said he wanted me as well.
PACEMAKER
MCN ARCHIVE
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‘Jentin aren’t moving fast. It all comes down to money’ STUART EASTON “Shaun has since said he is lacking something like £100K but Jentin aren’t moving particularly fast either and it all comes down to money.” Muir is confident he’ll get the cash to run Easton but Toleman remains adamant he’s got the 2002 British Supersport Champion.
Easton, who gets married on Saturday, fends off Michael Rutter at last weekend’s Macau GP “Stuart had a real huge success at Macau, but we’d already pretty much sorted a deal before he went,” Toleman said. “We’ve been talking to a few riders for
2009, but we and Yamaha both really wanted Stuart. We’re still going to be a oneman team but this means it’s all going to be based around Stuart. He’s not had lady
luck on his side for the past few years but hopefully the win at Macau will change that. There are plans for a TT appearance, but our main focus is BSB.”
48 ❘ MOTOR CYCLE NEWS NOVEMBER 26, 2008
GOLD & GOOSE
SPORT ROSSI’S YAMAHA M1 The M1 may be a pure racing prototype, but it shares some technology with the R1 WSB bike
THROTTLE SYSTEM
Sensors, including gyroscopes, measure the bike’s precise track position and attitude to help the ride-by-wire throttle system provide exactly the right maximum amount of power for the conditions.
CLUTCH
Dry slipper clutch is needed to help reduce rear wheel ‘hop’ under shut throttle conditions. The dry specification clutch keeps worn clutch plate material out of the oil and allows better cooling.
CRANKSHAFT
Irregular-fire crank mimics the effect of a V4 engine by delivering a smoother spread of power, to improve rear tyre grip. The 90° crankshaft means it doesn’t slow down every time the conrods are at the top or at the bottom of the stroke.
CRANKSHAFT
Yamaha use a reverserotating crankshaft – a big, wide four-cylinder crank can slow turn-in to corners. Gearing the crank to spin backwards saps 2% of the engine’s power but its effect is to reduce the gyroscopic effect that slows turn-in.
CYLINDER HEAD
Four-valve heads have a pneumatic valve recovery system (PVRS). To improve fuel consumption, while slightly improving power, the valves are opened and shut more aggressively than would be possible with steel valve springs.
SWINGARM
The swingarm is fabricated from part machined billet and part stamping. It is also tuneable for feel and can have different internal braces and welds designed to flex in a different way.
FRAME
To get the best grip while leaned right over, the chassis must be able to bend slightly in a controlled manner. By using different thicknesses, the M1 frame is ‘tuneable’ for flex.
Is MotoGP doomed?
PART TWO: MotoGP has traditionally been a test-bed for technology to filter down to road bikes, but has its relevance been eclipsed by the latest developments in WSB? by Michael Guy and Neil Spalding
T
HE technology gap between MotoGP and World Superbikes is narrowing. That is obvious from the 2009 WSB race bikes from Yamaha, Aprilia and BMW. The comparison above between Yamaha’s M1 MotoGP bike and its R1 WSB bike is living proof. So we asked top team managers from MotoGP and WSB how they view the narrowing gap, if technology is exchanged and which series is more relevant in terms of its effect on road bikes.
PAUL DENNING, MOTOGP TEAM MANAGER, RIZLA SUZUKI
“MotoGP – and 500GPs before it – is the racing testbed for road machines.What was learnt in the two-stroke era of the RGV500 in GPs, in terms of aerodynamics, weight distribution and chassis geometry in 1994 gave us the GSX-R750 SRAD road bike in 1996.
“With the current fourstrokes it’s unlikely that some of the technology such as pneumatic valves will make it in the foreseeable future, due to cost and practicality. “However, things like flyby-wire, variable air intake lengths and electronics and rider aids are already being seen on road bikes. “It is logical that BMW, Aprilia and KTM are either already in WSB or aiming to be because technically it is more of a level playing field. It would be very difficult for a new manufacturer to compete against the big four Japanese and Ducati in MotoGP.”
HERVE PONCHARAL, MOTOGP TEAM MANAGER, TECH 3 YAMAHA
“From the outside the two championships are difficult to differentiate. If you take a standard R1, a WSB R1 and a MotoGP M1, then put them together in black carbon, it would be quite hard for a non-expert to tell one from another. “This creates confusion
when we talk to potential sponsors. Often we have to say the world championship we are talking about is the one Valentino is racing in. “A sponsor can look at our bike and seem unimpressed because it looks a bit like an R1 you see in front of a cafe on the street. When you see an F1 car, it is a magic vehicle you can’t see on the street. “But MotoGP and WSB are eating each other. I’m not saying one must die, but clearly MotoGP is the championship with the most spectators, most publicity and biggest investment from the factories creating the fastest bikes on the planet.
MOTOGP vS WSB: THE STATS Typical budget Engines and chassis Electronics
Weight limit Horsepower Tyres
MOTOGP
WSB
£25m for two-rider team Prototype State of the art, F1-inspired and multi-adjustable for traction control and fuelling 148kg for four-cylinders
£2.5m for two-rider team Production-based State of the art, F1-inspired and multi-adjustable for traction control and fuelling 162kg for 1000cc fours, 168kg for twins 220bhp Pirelli since 2004
220bhp Bridgestone for 2009
NOVEMBER 26, 2008 MOTOR CYCLE NEWS ❘ 49
www.motorcyclenews.com
SPIES YAMAHA R1 2009 R1 shows how WSB bikes are no longer the unsophisticated relations to MotoGP bikes
TWIN-SPAR CHASSIS
Part cast, part stamped from sheet. Through careful pressurised casting techniques, the R1’s chassis has been set up for the best mix of flex for both road and track use.
RONALD TEN KATE, WSB TEAM MANAGER, TEN KATE HONDA
SWINGARM
Fabricated by welding several castings together. Tuned for the best feel, with internal bracing and welds designed to make it flex in the right way. WSB and BSB teams sometimes use different swingarms to suit the rider’s feel. MotoGP has more freedom, so they are working on things that are further up the road – maybe five to 10 years in the future.”
MASSIMO MEREGALLI, WSB TEAM MANAGER, YAMAHA ITALIA “We don’t really share any technology with the MotoGP project [the two teams use different suspension and electronics]. But MotoGP bikes influence street bikes and we then take a street bike and turn it into a World Superbike. So, in a way, the technology from MotoGP is coming our way, step by step. “In the last two years, WSB has stepped up in terms of competition and development. It is a very good territory for the R&D departments to develop new machines and try stuff out to bring to the next level. “WSB and WSS is more relevant to the mass production right now, whereas
CYLINDER HEAD
Four-valve heads with steel valve springs. Until two years ago, Yamaha pursued a five-valve head design, but the four-valve system gives a better combustion chamber for high rpm. The new bike continues this trend. is no sharing of data. “Most of our development is done in-house, we keep the factory in Japan informed on what we are doing. “Most of this is one-way information – sometimes we need to ask them specific questions and we get an answer, but we generally solve problems by ourselves.”
DAVIDE TARDOZZI, WSB TEAM MANAGER, DUCATI CORSE “The only thing I know is that the firing order is similar between the R1 and M1. Our MotoGP and production department work in a different way. The experience learned in MotoGP goes to the standard bike – but I do not exactly know how this happens. “MotoGP is like a dark world to me. Our workshops are next door [to the Fiat Yamaha MotoGP workshop]. I get to see their show bike, but we never discuss technical matters and there
“The influence of MotoGP in WSB and on our road bikes is huge. The level is very high in MotoGP and this is then transferred to WSB, which is then transferred into Superstock racing, then to our road bikes. “The proof of this is our DTC (Ducati Traction Control), which is on the 1098R
CRANKSHAFT
Irregular-fire crank, as per the M1 – and for the same reasons. This has an effect, even on partthrottle down at 6000rpm, with the crankshaft sending less of a ‘shake’ to the rear tyre, to give better grip. road bike [and now the 1198 – see page 30]. “Sometimes the technology in MotoGP and WSB is very similar. The development of electronics is similar – we can share this information even if we don’t have the same number of cylinders. “Technology is tested and proven in MotoGP, which means we [the WSB team] don’t have to test it ourselves. There is very good communication between the engineers, so whatever the GP team develops, the WSB team will get – this saves us a lot of money. How else do you think we are able to compete with the big four Japanese manufacturers?
ONLINE HAVE YOUR SAY
What is the future of world championship racing? Go to motorcyclenews.com/ racingfuture and join the debate
CRANKSHAFT
Normal power take off, with the crank driving the primary gears and clutch directly. This negates a power-sapping extra shaft but means the bike can need more effort to change direction in corners, especially at high rpm.
WET SLIPPER CLUTCH
To keep the noise and maintenance down on the road bike, Yamaha employs a wet clutch. It still incorporates a slipper mechanism, helping the bike go into corners more smoothly.
THROTTLE SYSTEM
Yamaha’s ride-by-wire road system is ahead of the race bike in one area: a variable-length inlet for mid-range flexibility. The ECU controls the length of the trumpets based on the rider’s request for power.
THE FUTURE OF WORLD CHAMPIONSHIP RACING
MCN’s MotoGP technical expert Neil Spalding predicts the future “Critics say the new 800s have killed the close racing we saw with the 990s, but engine capacity isn’t really an issue. They all make around 220bhp – still a whole lot of power on a bike. “For spectators, part of the entertainment is seeing bikes that are only just under control, but there’s no sliding due to the need to make bikes finish the race on 21 litres of fuel. “If you are trying to win, wheelspin is simply a waste of fuel. But by halfway through this year, all the bikes were finishing races
without cutting back power to save fuel, so sliding may make a comeback. But it’s unlikely ever to match the first couple of years of MotoGP, when electronic rider-aids technologies were in their infancy. “Thanks to its draconian fuel limit, MotoGP can at least justify its existence on
‘The next set of rules might encourage hybrid power’ the CO2 emissions front. The next set of rules, maybe in three years, might encourage hybrid power. How else will we be able to make bike racing environmentally acceptable? “So how about this for one
single world series in 10 years’ time: MotoGP 800cc prototypes with hybrid power assistance (two races), MotoGP 600cc prototypes (open class, 250cc replacement), Supersport 600cc (restricted tuning), GP125 (emissions regulated, direct injection, two-stroke singles). Plus support classes that could include electric bikes. “All classes would need fuel capacity restrictions to reflect the real world. Getting bikes to go as fast as possible on a reduced fuel load is as big a competition as going as fast as you can on a restricted engine size. “Perhaps in the long term we could even bin engine capacity restrictions. How about a three-class series based on 10-litre, 15-litre and 20-litre fuel capacities, leaving manufacturers to build whatever they want?”
50 ❘ MOTOR CYCLE NEWS NOVEMBER 26, 2008
SPORT
Toseland: ‘I’ve learned hard lessons in GP’
JT reveals what it takes to race with Rossi and Stoner – and reacts to story of rift with Edwards
Toseland and Rossi enjoy a joke together – on track the GP rookie has been quick to learn from the eight-times world champion by Mike Nicks
J
AMES Toseland has had a tough first season in MotoGP - and it didn’t finish with the final race in Valencia. There were highs, like his battle with Rossi in Phillip Island, and the fact that he finished in the top six on six occasions. But there have also been times when he’s struggled to finish in the top 10. JT admits he has to improve his consistency, especially if he intends to end up in the top 10 next year after finishing 11th overall this season. Off-track, too, there have been issues. Only last week a row erupted within the Tech 3 Yamaha camp when it emerged that Tosleand has Colin Edwards’ former crew chief working for him next season (see panel, right). MCN spoke to JT to find out exactly what he’s learned from the past year:
The hardest thing about MotoGP is maintaining your mental strength and keeping positive in hard times.
It’s hard to keep focused. There have been times this year when we’ve been a bit lost with the settings or the brakes. But I’ve been really pleased with the way I’ve kept chipping away at the problems.
For seven years I adapted my style to get a superbike to the front of a race.
That’s not necessarily the right thing to do on a MotoGP bike, so Yamaha gave me all the data from Valentino, Colin Edwards and Jorge Lorenzo to tell me what to do to improve. I’m the second youngest Yamaha rider: they employed me as an investment for the future, so they want me to learn as quickly as I can. There’s no
better person to be guided by than Valentino Rossi. When I was completely new to the bike, I was surprised at what he was doing – and how late he was on the brakes. I was braking almost 20 metres earlier than him going into corners. The biggest thing was adjusting to the capability of the MotoGP bike, to have the confidence to push to the next limit.
I didn’t know how tough it was going to be on tracks I hadn’t been to.
But I set myself up for a tough season. Every track I go to, whether I’ve raced on it or not, I run around it two or three times and then do a
‘There’s no better person to guide me than Rossi’
few laps on a scooter. But I never felt uneasy or nervous on the grid of a MotoGP race. I knew that at some tracks I wasn’t going to be competitive. But I had to push as hard as I could on every lap. I wanted to be consistent and keep learning. I’m not afraid of going into corners at 110mph on new tracks, because I’ve got enough control of a motorcycle to do that without any problem.
The biggest problem I’ve had this year is that there’s been rain during the weekend at 15 of the 18 races.
That meant there was little time to fine-tune the bike in race conditions. It’s no coincidence that when the weather’s been good during a weekend I’ve often had my best results. And I had to learn eight circuits that I hadn’t previously raced or tested at.
I had an opportunity to overtake Valentino in Australia, and whether it’s him or anyone else in the championship I’ll take any opening.
It was a pleasure to be near the front, battling with Valentino. To race with him and see why he is so smooth and fast was a great experience.
I wasn’t intimidated by racing so closely with Valentino.
If he hadn’t wrapped up the championship the week before in Japan, I might not have done the second passing manoeuvre on him at
Phillip Island. But he had already won the title, my overtaking was fine, and I held him up for nine or 10 laps. I was pleased with my concentration level to be able to do that.
I don’t believe that I raised everyone’s expectations too much before Donington.
I was sixth in the race before at Catalunya, and just after that I was third quickest in a test session. We were doing a great job at that point. What messed Donington up was the weather again – and me being over-anxious on
the throttle and crashing on the last lap of qualifying. It put me on the back row of the grid, and that was what ruined race day at Donington Park – not playing in the band, or anything else. I pushed too hard at the start to try and make up ground and I went down.
Maintaining that level of self-belief is all about how you deal with every situation.
Disappointment and hard times make me more determined to succeed. Real personal difficulties early in my life helped to form my
JT’S ROOKIE SEASON IN MOTOGP: A YEAR OF HIGHS AND LOWS March 9: Toseland, right, is sixth in Qatar – his first MotoGP
June 8: Sixth again after a great performance at Catalunya
July 20: Disappointment at Laguna Seca, finishing ninth
NOVEMBER 26 2008 MOTOR CYCLE NEWS ❘ 51
GOLD AND GOOSE
www.motorcyclenews.com TOSELAND: ‘COLIN EDWARDS AND I HAVE NOT FALLEN OUT’
MCN broke the story of JT’s split with team-mate Edwards
HIGHLIGHT OF THE YEAR Toseland does battle with Rossi in the Australian GP
character and deal with disappointment. The difficulties that I’ve had personally are 100 times greater than any disappointment I could feel after a race [Toseland’s father left when he was young and his step-father committed suicide].
At Valencia in the final round, I was pushing to overtake Lorenzo in the early laps, but he was braking late and I ran wide three times. NIGHTMARE OF THE YEAR JT crashes on the first corner at Donington Park – he picked up his bike and finished 17th
Later in the race I knew that someone was behind me, but I didn’t know who [JT held off Sylvain Guintoli on the
‘All I want to do is improve and win the championship’ Alice Ducati, Chris Vermeulen on the Rizla Suzuki and John Hopkins on the Kawasaki in a battle for 11th place]. Once again, we got hit by a lack of dry track time in practice. I didn’t have the right set-up for the race
With a one-tyre rule in WSB, I won the
championship twice.
So I’m quietly confident that when everyone has the same level of grip in MotoGP next year, we can do a similar job. We’ve been lucky to have Valentino on Bridgestones this year – that’s developed the Yamaha in the right way for next year. In 2009 it will be all about fine-tuning the bike to be quickest on race tyres. You won’t have someone on the first or second row just because they did well on a qualifying tyre.
If everything had gone my way, I could have finished sixth.
To improve on that, I have to think about getting in the top three in 2009. All I want to do is achieve my ultimate goal of winning the title.
ONLINE MOTOGP TEST NEWS
October 5: JT’s second overtake on Rossi at Phillip Island
April: Signs extended contract with Tech 3 Yamaha
Get the latest news from the Jerez MotoGP test at motorcyclenews.com/ jerez
LAST week, we broke the news of a rift between James Toseland and Colin Edwards in the Tech 3 Yamaha camp. The row erupted when Toseland persuaded team boss Herve Poncharal to switch Edwards’ crew chief Gary Reynders to the Brit’s side of garage. Naturally, Edwards took the move personally and has vowed never to speak to his team-mate again – but Toseland hopes Edwards’ feelings of betrayal will quickly be forgotten. Toseland said: “I’ve said my part and Colin has said his, so I feel that all the facts are out. As we know, Colin doesn’t sit on the fence and he was always going to have his opinion. “Because it all happened at the end of the season, myself and Colin didn’t have time to actually sit down together and discuss the whole situation, and we don’t phone each other anyway. “It looks like we’ve fallen out, but this is not the case. The dust will settle – and I want that to happen sooner rather than later, because we’ve got a test next week, which will be the first time I work with Gary [Reynders –
‘It was a team decision to swap. There was no plan to upset Colin’ JT’s new crew chief}. “Gary had received a number of offers from within the paddock for next year. He wants a long career in MotoGP and he’d expressed an interest in working with me. I’d voiced the problems I was having to Herve [Poncharal – Tech 3 team boss] and the team came to the decision to swap things around. There was no plan to upset Colin. “Gary felt strongly enough to make the change. He’s a great asset to the team, but it’s obviously going to cause friction now that he’s working with me. “I’ve got a job to do, I’m confident the dust will settle so I’m going to carry on working hard. Tech 3 had a great year this year to finish fourth ahead of Suzuki in the team championship. Now we need to build on this and get even better results with the new structure.”
Edwards and Toseland in happier times earlier this year