INSIDER Summer 2005 Issue three
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INSIDER T h e o f f i c i a l Ya m a h a r a c i n g m a g a z i n e
The official Yamaha racing magazine
50th anniversary special edition Summer 2005
INSIDER Publisher Yamaha Racing Communications by Design/production Peter Henneman Additional design Xavier Tassin
Welcome to the third edition of Insider, Yamaha’s official racing magazine. Dear Insider, I’m glad to have the opportunity to contribute to the third edition of Insider magazine. The reason for me addressing you is our 50 year anniversary, which we celebrate in 2005. I’m sure you will come across many festive activities that Yamaha will organise around the world. It is amazing to see the techno-
Distribution Isabella Marcis
logical development we have achieved, just compare the YA-1 with Rossi’s 2005 YZR-M1. This engineering progress has brought us many joyous and victorious moments both in
Contributors Matt Allard, Paul Barshon, Graeme Brown, Matteo Cavadini, Gary Freeman, Tom Jacobs, Jan Hese, Frank Hoppen, Henk Keulemans, Pixelpony, Martin Port, Gordon Ritchie, Gigi Soldano, Paul Taylor, Massimo Zanzani
the market and in racing, but that is not the point I want to make here. We endeavour to stay at the forefront of the motorcycle industry and I get very excited imagining what our steep rate of technical development will bring us in the next 50 years to come. We will continue to excite you with new groundbreaking motorcycles in the next half century, and you might not have to wait that long, so keep an eye on us!
Printing Habo DaCosta BV, Vianen, The Netherlands Insider is produced on behalf of Yamaha Motor Europe by Yamaha Racing Communications, a service of p’ZAZ, Hoogte Kadijk 61hs, 1018 BE Amsterdam, The Netherlands. Telephone +31 20 62 56 539. Reproduction of any text, photograph or illustration in this magazine is prohibited without permission from the publisher. While care is taken to ensure that the content of Insider is accurate, the publisher can not accept any liability for errors or omissions.
Masahiro Inumaru President - Yamaha Motor Europe NV
Yamaha closed its first half century with the most successful racing season in its history, winning the MotoGP world championship, the MX1 world championship and the Enduro 1 world championship, just to name a few. It will not
©2005 Yamaha Motor Europe NV On the cover: Six Yamaha champions from the ages: Stefan Everts, Stephane Peterhansel, Wayne Rainey, Phil Read, Kenny Roberts and Valentino Rossi.
be easy to achieve the same amount of success in 2005, but I’m confident that we can challenge for victory on all fronts again. With our official return to the Superbike World Championship we even have one extra challenge to chase. We’ve got the bikes, teams and riders as well to make it happen. I hope you will support Valentino, Stefan, Noriyuki and all our other riders to defend Yamaha’s honour around the world’s race tracks. Enjoy reading this third issue of Insider, with lots of nice pictures, news and interesting background stories from Yamaha’s racing world.
Laurens Klein Koerkamp, Racing Division Department Manager - Yamaha Motor Europe NV
ENJOY YOUR FAMILY. see more on acerbis.com
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INSIDE... 12
Pitlane New race replicas, chat with Ruben and Toni, new YZ models and even a DIY M1. The latest Pitlane is so packed it could go on holiday
18
R1 Exposed With Yamaha returning to the Superbike World Championship for 2005, Insider took a look under the skin of Nori Haga’s trick new wheels
24 28
Yamaha – 50 years of racing heritage 2005 marks the 50th anniversary of the Yamaha Motor Company and the 50th year of Yamaha’s racing history. We took a look behind some of the men and machines behind the undeniable success story
44 52
Edwards – tried and tested Mat Oxley puts Colin Edwards under the microscope and finds out more about that black art they call testing
Aussie, Aussie, Aussie Yamaha’s Australian world supersport and superbike stars strike up the barbie and spin us a few yarns about life as a professional racer Aldo Drudi - Design Guru Aldo Drudi is the man behind some of the leading designs on the racetrack. We spoke to him about his career and about working with a certain Mr. Rossi
40
Big boys’ toys Success has certainly brought its rewards for Stefan Everts as Insider found out when it took a peek inside his rather large toy box
Rossi’s posse It takes more than one man to make a world champion, as we discovered when we talked to Valentino’s secret army
48
56
Vuill throttle As a kid growing up in France David Vuillemin always wanted to be a top supercross racer. And as he told Insider, the reality is just as good as the dream
59 Database Our indispensable eight-page guide to the officially-supported men and machines that line up in Yamaha colours for 2005
Jarno Saarinen races to victory at the 1973 500cc French Grand Prix at Paul Ricard, Yamaha’s first win in the class and the first 500GP won by a two-stroke machine.
Back on track Yamaha is back in world superbike and the R1 is proving a popular choice with around a third of the 2005 grid being Yamaha mounted. Leading the armada are the officially-supported entries from Yamaha Motor Italia and Yamaha Motor France. You can bet your last dollar that Nori Haga will be desperate to remain ahead of team-mate Andrew Pitt and fellow Japanese Norick Abe when the season climaxes in France in October. PICTURE: MATTEO CAVADINI
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Blue thunder! Yamaha’s YZ250F has dominated early proceedings in this year’s MX2 world championship. At the time of writing no less than five Yamaha riders have won a heat or overall Grand Prix with seven of the top 10 riders in the championship running blue bikes. This is heat one at Bellpuig in Spain with Andrew McFarlane (7), Antonio Cairoli (3), Alessio Chiodi (5) and Davide Guarneri (39) leading the pack into the first turn. Cairoli won the race but Chiodi won the Grand Prix after finishing second to another Yamaha man, Billy Mackenzie, in the second heat. Who’s going to win the title? Pick a number and place your bets! PICTURE: PIXELPONY 8 INSIDER
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Island cruise It’s not hard to see why the beautiful Phillip Island circuit is a favourite with riders around the world. But no one knows the Australian track better than Yamaha Motor Germany’s world supersport star Kevin Curtain. The multiple Australian champion is one of the form men in the Supersport World Championship. Here he is taking his YZF-R6 to second place at his home round in April. PICTURE: GRAEME BROWN
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Pitlane
YZs go light for 2006
Quick news
Race replicas ready to rock the roads
CHECK OUT YAMAHA’S online giftshop for the new range of official Yamaha merchandise. Once again Yamaha Racing is working in cooperation with Alpinestars to bring you an exclusive and stylish collection. The final line-up was still to be confirmed as Insider went to press. Visit www.yamahamotor-giftshop.com for further information. UNLESS YOUR NAME
Marking Yamaha’s success in the MotoGP and motocross world championships, the company has joined forces with its star riders to introduce an exciting range of themed scooters and small motorcycles for the 2005 season FOLLOWING YAMAHA’S HUGE success on the 2004 MotoGP circuit, two of the most popular 50cc machines are getting a racy new livery for 2005. The entry level machine in the R-series range, the TZR50 sports moped, will be offered in the distinctive blue and yellow colours of world champion Valentino Rossi’s YZR-M1. Mechanically the TZR50 remains untouched, meaning it features the same lively 49cc two-stroke engine with its six-speed manual gearbox, disc brakes and sports suspension package. Also coming in MotoGP livery is the ever popular Aerox Race Replica scooter, which features updated graphics commemorating Valentino’s success in the 2004 MotoGP World Championship. The sharp looking scooter, like the TZR50, features Rossi’s signature, ‘46’ and ‘The Doctor’ logos. Dirt fans haven’t been forgotten about either, as Yamaha is celebrating its fourth consecutive world championship with Stefan Everts by launching the DT125R MX Everts. This special version of the legendary on/offroad 125 pays tribute to the awesome
victories achieved by the equally legendary Everts, who has delivered a world title every year since joining Yamaha in 2001. The DT125R MX Everts boasts a cool factory paint job, just like Everts' YZ450FM race bike, plus the Belgian superstar’s autograph and famed number 72. As seen in the last issue of Insider, there is one other special edition racing inspired machine in the 2005 Yamaha range. The R46 is a limited edition YZF-R6 designed by none other than Rossi himself. Mechanically identical to the standard R6, the black and yellow machine features a unique paint job with one side painted black and the other in yellow, reflecting the two sides of the world champion’s personality. As expected Rossi’s trademark graphics appear on the R46, while track day aficionados will be pleased to find a Termignoni race exhaust is supplied along with the standard road legal item. Visit your local Yamaha dealer or www.yamaha-racing.com/replica for more information
BW’s - it’s MotoGP! YAMAHA WILL HAVE a larger than ever presence in the MotoGP paddock after signing a deal with championship organiser Dorna to become the official MotoGP scooter supplier. The arrangement will see series officials using specially liveried BW’s scooters as paddock transport in 2005 and 2006. The good news is that you too can buy the BW’s MotoGP model, which features a race-inspired colour scheme with maps of all the MotoGP circuits. See www.yamaha-motor-europe.com for further information. 12 INSIDER
Yamaha's four stroke motocross bikes have made a significant impact in the off road world. Since the new millennium Yamaha's YZF models have dominated motocross at every level – and the factory version, which is actually a modified production bike, has taken the legendary Stefan Everts to four world championships in a row. For the 2006 season the new Yamaha's YZ450F benefits from radical changes to the engine and chassis. Powering the second generation YZ450F is a new engine equipped with a five-speed transmission and a compact new dry sump lubrication system for even higher levels of race-winning performance. This 450cc engine is housed in a totally new factorybike derived lightweight aluminium frame that elevates handling performance to a whole new level. Stylish new bodywork gives the YZ450F a more radical and aggressive factory bike look, and improved ergonomics are designed to give enhanced rider mobility. The new YZ450F is equipped with a beautifully finished semi-double cradle frame consisting of nine individual parts made from four different types of aluminium, these being forged, cast, pipe and extruded.
By using these four different types of aluminium in the new frame, Yamaha's designers have succeeded in creating an extremely light, strong and well balanced structure. A certain amount of balanced flex has been built into the new frame's vertical plane, and this characteristic enhances the feedback felt by the rider. This combination of vertical flex together with very high levels of lateral and torsional rigidity give good straight line stability, responsive handling and reduced rider fatigue, making the new YZ450F frame one of the most high performance designs in the class. Matching the revised engine is a new exhaust and silencer which offers improved mass centralisation and complies with 2006 FIM regulations. The new exhaust also incorporates a small expansion chamber which is designed to achieve smoother and deeper power characteristics. For 2006 Yamaha introduce a new second generation YZ250F equipped with the same all-new aluminium chassis that is featured on the remarkable new YZ450F, making it the most advanced high-performance 250 four stroke available today.
X factor to the Max Yamaha has introduced the new X-Max 250 to further strengthen its scooter range and put some fun into the daily commute. The four-stroke single takes the style of the 500cc T-Max, which means sharp styling and good handling, but still enough power to keep ahead of the traffic. The X-Max has massive amounts of storage as well, with room for two full face lids under the seat and enough space for a full set of waterproofs in the front fairing. You can also choose a colour matched top box as an option. Visit your local dealer or www.yamahamotor-europe.com for further information.
is Valentino Rossi, you probably won’t be lucky enough to have a YZR-M1 in your loungeroom. That is, unless, you make your own M1 out of paper and glue! Our colleagues in Japan have added the YZR-M1 to their line-up of paper craft origami models, which can be downloaded from: www.yamaharacing.com HOT IN THE wash of the limited edition Rius Racing GP1300R announced in the last issue of Insider, Yamaha Motor Europe has unveiled a special version of the SJ700 based on the Superjet used by watercraft legend Nicolas Rius. Fitted with performance-enhancing equipment from the leading race supplier, R & D, and a custom paint job, you’ll have to be quick to catch the Rius Racing Superjet. See www.yamahamotor-europe.com/products/ marine/waverunners for more information. VALENTINO ROSSI WAS awarded an honorary doctorate. The University of Urbino gave him the “láurea ad honorem” in communication and publicity to commemorate his achievements. The university paid tribute to: “Rossi’s extraordinary communicative capacity, his phenomenal sports talent, his good nature, creativity and innate ability to project all this – not only in the Italian media, but internationally – to further the sport,” adding, “ (he is) a media figure who demonstrates the human capacity”. INSIDER 13
Spanish Spanish inquisition inquisition
Pitlane What’s in... a number?
R1 rules Le Mans
Once upon a time they were simply a means of identification for fans and timekeepers, now a rider’s number can be a trademark. But why do they pick the numbers that they do? Insider spoke to four Yamaha stars to find out
YAMAHA GMT94 FULFILLED a life-long ambition by winning one of the world's most prestigious races - the 28th Le Mans 24 hour – held in April. The R1 squad and their 2004 world championship winning riders David Checa, William Costes and Sebastien Gimbert won a pulsating race, defeating rivals Castrol Suzuki by just over 20 seconds at the end of 24 hours. In addition to winning the race by the smallest ever margin the trio completed a record 830 laps (3470km) of the famous circuit in the process.
Noriyuki Haga “It is very simple. When I first came to world superbikes in 1998 as a replacement rider for Colin Edwards this is the number they gave me. So when I got my first win with this number it was 41 forever. Even if I win the championship I will not change my number – because I can’t change the ‘41’ tattoo on my arm!”
Headstart RACING IS A mind game. Look fast and you’ll go fast. Seriously. Just take your hair for example. Having learned a thing or two from the dramatic turn of events that led to Samson losing his hair, motocross legend Stefan Everts takes takes great care in his. So it was no surprise that the Fructis shampoo people turned to Belgian’s biggest sporting hero to endorse their head juice. From bus stops to metro stations, for one month Stefan was all over the place, in Belgium at least!
Valentino Rossi “I have had the number 46 in every Grand Prix I have ridden in. It was the number my father used when he won his first Grand Prix in 1979 and I also remember seeing this amazing Japanese rider with 46. These are the reasons I chose this number and I wouldn’t change it, not even for the number one plate. I think that it is important to have a number that people can recognize is yours. When fans see the number 46 they think Valentino Rossi.”
Stefan Everts
Haga hits the slopes NO SOONER HAD Noriyuki Haga signed to race for Yamaha Motor Italia’s new Superbike World Championship team than he was out getting reacquainted with the brand on which he made his name in the ‘90s. Haga spent some time during the winter months up in the Italian resort of Monte Pora riding Yamaha’s mighty RX Warrior snowmobile. Like his world superbike R1, the RX features a fuel-injected 20valve four-cylinder engine – which at 145bhp makes it one of the world’s most powerful snowmobiles. Find out more about Yamaha snowmobiles at: http://www.yamaha-motor-europe.com/ products/snowmobiles 14 INSIDER
Quick news
“When I came back from injury in 2001, I had the privilege of having a career number. I was born in 1972 and I like how it looks on a number plate. The '72' has been like my signature number ever since, and I guess it must bring me some luck because I won four consecutive world titles with Yamaha in that period.”
Andrew Pitt “When I won the Supersport World Championship (in 2001) I was running number eight, so when I went to Grands Prix and was asked what number I wanted I said ‘eight’. As that was taken by my team-mate, the team said ‘why not two eights, eighty eight’ and it just kind of stuck. When I joined Yamaha last year they asked if I still wanted the same number. It’s just a number and I’m not too fussed by it really, but that’s how I’ve had 88 for the past three years.”
There’s an all-Spanish line-up at the Fortuna Yamaha Team MotoGP squad this year, so Insider met new boys Toni Elias and Ruben Xaus and give them the third degree What is it that you love most about riding a motorcycle fast? Toni: This risky sensation is difficult to explain, you Ruben: It’s the adrenalin rush. When that moment have to feel it, live it. This sensation comes that your heart is in your mouth, I can’t think makes me feel really good. of anything else that can give you the same feeling. It’s impossible to explain properly, unless you’ve felt it. It’s scary, but at the same time, really nice. What do you think of paddock life? I love it! There is a really nice ambience about the place, and it’s spectacular for those that have never had the opportunity to live it before. I think that if there was a little less rivalry off the track it would be even better, but we are a kind of big family.
There is a good feeling in the paddock. However we don’t have too much time to play because racing at this level requires a lot of commitment. We spend a lot of time trying to push the boundary further every time, which leaves little time for play.
What sparked your love for racing? I was born in a motorcycle family. My grandfather raced, my parents have a Yamaha dealership, and all I smelt was gasoline and motorbikes. I was never going to be a soccer player, we all have a passion for bikes.
My mum and dad are the ones who showed me this life.
What’s the best thing you’ve done outside of racing? I was lucky enough to be driven in a two-seater Formula One car. It was the most amazing and scary experience I have had. I’d never felt the same acceleration and braking before, despite all I have raced.
Ride a little airplane with some of my friends in the States.
What is one thing in your life that you have always wanted to do, but haven’t had the opportunity to do, yet? I would love to drive a Formula One car myself. That I can’t complain so far because I could make an endwould be one of the best things ever. Parachuting is less list of things that I’d like to do and the fact is I another thing you must do before you die. haven’t really got that much left to try. When you were younger who, if anyone, did you aspire to be? This one is easy… I wanted to be a professional rider I wanted to be a soccer player and have the opporof the maximum category and be world champion. tunity to play at Nou Camp. Typical isn’t it? How do you escape from the pressure of racing? I go sailing, I love listening to music, and I focus on my training. I really have a passion for this motorcycle world so it’s kind of difficult to disconnect completely. The truth is I don’t want to.
I just try to be another person, doing the same as other people do when they are away from work. My goal is to have fun... that’s probably why I am here racing.
If you had three wishes what would they be and why? Be a world champion. Why? It’s the thing that I have always been dreaming of and the one dream that I have missed so far. Then I would ask for good health and to live in a world where war and injustices don’t exists. I know that is not easy to accomplish but if we all work on it we can achieve it.
My one big wish is to have a big family when the time comes. The other ones have already been realised: first was to be a nice person (smiling) and second was to ride a bike like the M1. Of course I want to be MotoGP world champion, but I can’t ask this from a genie. I have to earn that myself.
APRIL SAW YAMAHA’S fourth annual European Technician Grand Prix, where mechanics from across the Yamaha network battle it out for the honour of becoming Yamaha’s best technician, take place. Nine countries sent their best technicians to compete in the twoday competition, where the candidates competed against each other with practical and theoretical tests. Winning the event was Dutchman Brian Hovinga of the Motoport dealership in Almere, with Charles Chamorel from Switzerland in second place and a tie for third position between Belgian Philip Vanhouttegem and Nigel Cartwright from the United Kingdom. All four will travel to Japan to compete in the World GP Championship later this year. YAMAHA MOTOR GERMANY’S Turkish rider Kenan Sofuoglu had the honour of taking the first lap of the new Istanbul circuit that will hold the first ever Turkish MotoGP race on October 23. In front of Turkish Prime Minister Recep Taytip Erdogan, Kenan rode a lap on a standard YZF-R1 to get a first impression on its layout. According to the 20year-old, who has become a major star in his home country, the circuit will provide a stiff challenge for the MotoGP stars. “It is undulating and even has a section similar to the Laguna Seca corkscrew.” Sofuoglu’s season has also got off to a great start, winning the opening two rounds of the FIM Superstock 1000 Cup to lead the series at the time of writing.
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Let’s move some water!
Quick news
… with our most powerful Four Stroke. Ever. This is a very special engine; just how special will strike you before you even turn the key, because this is the awesome new Yamaha F250. Sleek, purposeful and looking every inch the class-leading powerhouse it is. So let’s go! At idle, you’ll find it unbelievably quiet and easy to control, yet with such a potent feeling of what is to come that it’s immediately obvious this is outboard power at its most technically advanced and refined.
Then you’ll hit the throttle and discover a massive surge of smooth acceleration, along with a level of top-end speed, performance and economy you will never have experienced before. And there’s something else as well. That wonderful feeling you get from a power unit you know is going to bring you turnkey reliability and ultra-dependable service - for life! Such peace of mind, of course, has come as standard on every Yamaha ever built. The F250 is just one of 7 all-new EFI engines introduced into the 24-model Yamaha Four Stroke line-up for 2005.
Operation Turquoise What started out five years ago as a challenge between friends is now one of the most challenging events on water. Welcome to the world of Raid Turquoise...
YAMAHA. The focus is on choice. The right choice!
www.yamaha-marine.com
OFTEN REFERRED TO as the aquatic world's answer to Dakar or the Cannonball Run, the fifth annual Raid Turquoise will tackle the ocean coastline of Brazil between Rio de Janeiro and Sao Paulo, between 23-30 November. The original event was the brainchild of Belgian enthusiast Philippe Martin, whose idea of a unique and challenging nautical race in the turquoise waters of the Seychelles has expanded into the current Raid Turquoise event. Last year saw Yamaha Motor Europe sponsor the event, providing an impressive line-up of 7.5 metre Capelli semi-rigid inflatable boats powered by Yamaha Vmax 250hp outboards for all the teams, a partnership that will continue for the 2005 event. Raid Turquoise encapsulates all aspects of the marine world, with tests of everything from the expected timed sector races and navigation trials, to water-skiing, Waverunner races, swimming and even big-game fishing! For the 2004 race, held between 21-27 November under the management of Hubert Auriol (former Dakar winner and organiser) the four-person teams started from the port of Le Robert in Martinique, navigating the paradise
islands of the Grenadines archipelago and passing St Lucia, to reach St Vincent. There they paused at Wallilabou - the idyllic location used for the filming of the movie Pirates of the Caribbean and from there, the route took them on to Bequia, Mosquito, Sandy Island and the Tobago Cays. The seamanship and endurance of the participants was well tested in the channels separating the Atlantic Ocean and the Caribbean Sea. They had to learn how to cope with the huge swell and use the power and handling of the boats to best effect. After the beauty and solitude of last year's event, some 20 teams are expected to take part in the 2005 adventure, which will take in some of the 350 stunning islands that make up the Costa Verde. International interest has really grown, with teams from 10 countries already signed up and around 40 journalists and film crews expected to be present to cover the event for European and Brazilian media. Once again, the teams will have Capelli RIBs powered by the latest, most technically advanced Yamaha outboards to speed them on their way to another Raid Turquoise adventure!
YAMAHA IS BRINGING the radical Tricker to Europe this summer thanks to massive public interest. Already introduced in Japan, the Tricker is a whole new concept of motorcycle – like a BMX bike with an engine! The Tricker's engine is perfect for the job - a lightweight, air-cooled four-stroke 249cc single that pumps out 21 horsepower and delivers superb pick-up, even at very low speeds. Click to www.yamahamotor-europe.com/tricker for more information. YAMAHA’S CLASS LEADING racing website – www.yamaha-racing.com – has undergone a development programme over the winter months. The new site has an improved navigation system to help you find what you need more quickly. A new section dedicated to the Superbike World Championship has also been introduced, and subscribed Insiders members can also take advantage of a number of benefits, including an e-mail news and race report service, interactive forums and free subscription to Insider magazine (European members only). Visit www.yamaha-racing.com/insiders to join or update your account details. IN CASE YOU didn’t know already, 2005 is the 50th anniversary of the Yamaha Motor Company. Not only will you find a special feature in this edition of Insider, to commemorate the occasion, the Yamaha Motor Company has created a website that details the passion of Yamaha since its inception. Features detailing the early years are already on-line and the site will be updated continuously throughout the year to bring the complete story of the company. Go to http://www.yamaha motor.co.jp/ global/50th/index.html for more information.
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After a four year sabbatical Yamaha makes its return to the premier production class with none other than the Samurai of Slide – Noriyuki Haga – and Australian Andrew Pitt. Both go into battle armed with the YZF-R1, and this is an insight into how such a weapon was crafted WORDS: MARTIN PORT PICTURES: GRAEME BROWN
IS THE THRILL of experiencing a superbike
Championship – and 2001 Supersport
such an unrealistic dream? If you take a
World Champion Andrew Pitt are the men
look at what’s involved in building a com-
behind the ‘bars of the team’s immaculately
petitive bike you may actually be pleasant-
presented YZF-R1s.
ly surprised. The recent restructure of the
Together they have a great deal to offer
Superbike World Championship regula-
the new superbike project, evident from
tions, which ‘de-tuned’ the modifications
their early season performances, which
formerly allowed, has now made this world
have seen a number of respectable qualifying
much more accessible. It has brought
performances and race results. The best of
superbike racing back to its production
which was a third in Silverstone for Haga
racing roots which can only be good for
at the time Insider went to press.
the sport as it paves the way for the next
As Yamaha Motor Italia Superbike Team
generation of would-be racers and height-
Coordinator Massimo Meregalli explained:
ens the effort made by the motorcycle
“Despite a few teething problems at the
manufactures in producing a quality product.
first few races - which is expected with
For the past four years Yamaha opted
any new project – and the limited lead
not to field a factory superbike team, but
time, we’re quite happy with the way the
the new formula has ultimately proven too
bike has performed. The R1 is a competi-
attractive. The format provides a cost
tive package straight out of the crate.”
effective way of showcasing the company’s
A significant understatement from
YZF-R1 flagship in an environment that
Massimo, or Maio as he is referred to by
focuses on the base product’s attributes
his friends. During these early stages of the
more than the size of the team’s bank
season the alloy Deltabox V frame, for
account. As a result, the Yamaha Motor
example, was virtually stock. Despite the
Italia team has entered the Superbike
fact that the regulations allow for limited
World Championship for 2005. Noriyuki
modifications, including the addition of
Haga – the last Yamaha man to taste
frame bracing to increase chassis rigidity,
victory in the 2000 Superbike World
the Yamaha Motor Italia team decided
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The front forks – 42mm Öhlins units – are more rigid than the standard
the period before the Philip Island race the area that needed improvement
movement. The rear shock has also been replaced with an Öhlins unit
was the engine delivery, or more accurately the throttle response. The R1
specifically valved and sprung for each rider’s riding style. The rear spring
engine is strong, and even with the limited modifications we had made at
varies between 9.5 to 9.7kg-mm depending on the track. This is in some
that time we were still comfortably pushing out more than 190 horse-
respects a little on the softer side for a race bike of this nature but both
power at the rear wheel. But when the rider made the transition from a
riders prefer a softer spring rate for better feel while compensating for the
fully closed throttle to rolling on the power there was a hesitation before the
sag with more preload. In addition the team has also replaced the rear
power kicked in. This unsettled the bike significantly, causing an aggressive
shock linkage, another item they have designed and made, with both rid-
weight transfer.
ers opting for something slightly different. It is this linkage that deter-
to start the season with the original speci-
The only other changes to the frame
It was crucial that we managed the throttle connection before we could
mines how the swingarm movement responds to the compression and
really find the right direction with the chassis. During the early period of
extension of the rear shock. Modifying this linkage can offer a variety of
the project we were compromising in one area to compensate in another.
performance benefits. Put simply depending on the linkage ratio the
Since then a solution has been found with the highly sophisticated engine
movement of the rear shock can have a linear effect on the movement of
management system from Magneti Marelli. We have a great working rela-
the swingarm. It can also start that movement with an initially soft action
tionship with the Italian specialist and they have a great deal of knowl-
before firming up as the shock compresses, or vise versa. Influencing set-
edge in this field, hence their involvement in Yamaha’s MotoGP project.
up is, in some way, a side effect of the short development time the team
The Phillip Island round was the point that together we made the most
has had for the R1 engine. In the early season ‘limited’ state of tune the
significant improvement with the throttle linearity, response and the
bike was proving to have the top speed to match the competition and the
overall performance of the fuel-injection system. “Now that the throttle
broad range of power is a major plus, but it’s the way that power has been
connection is the way the riders want it we’re working on building the
As for the the rear swingarm, this can be
fication frame. In fact the only change to
included the standard bolt on additions
replaced with an aftermarket item and is
the main frame was the addition of a
such as race clip-ons (aftermarket handle-
available in the official Yamaha
steering damper mounting bracket.
bars) front instrument mounting bracket,
Engineering Corporation (YEC) R-series
aftermarket race levers and high rear set
race kit parts. It offers improved lateral
to confuse the situation for both the
foot-pegs, all of which have been designed
flex characteristics, a wider space for quick
mechanics and the riders by modifying the
in-house. Also, in an effort to reduce the
release rear rims and around an 800gram
frame before we fully understood its true
overall weight and improve the ease of
weight saving for €3436.77. Recent tests
potential,” Maio explained. “There are
maintenance, the standard rear sub-frame
have revealed the kit unit offers advan-
many elements that determine the
has been replaced with an in-house
tages over the production unit in racing,
“As this is a new project we didn’t want
delivered that became the team’s main point of focus. Maio explained: “In
items. The result is less flex during heavy braking and a more fluid fork
especially in the area of improving rear tyre endurance. A crucial point considering
The engine is strong. Even with limited modifications it makes 190 horsepower at the rear wheel
everyone must run the same controlled tyres – any advantage in this area is a major advantage. “Despite the fact that the main frame is virtually standard both Pitt and Haga have
handling characteristics of the chassis
designed and machined sub-frame bracket
been reasonably pleased with the overall
and these aren’t related only to the frame
– also made from billet aluminum. This
feedback,” continued Maio. “It is very like-
itself. The character of the engine, for
unit is a fraction of the length and weight
ly, once we have made the necessary
example, can have an influence on the
of the original and is mounted directly to
progress across the board; we will increase
overall balance of the bike, how it
the base of the reinforced custom-made
rigidity in certain areas but we want to do
responds entering and exiting a turn.”
carbon-fibre/Kevlar rear seat unit.
this one step at a time.”
20 INSIDER
INSIDER 21
made up of a basket housing plates that
the left ‘bar that allows the rider to toggle between one pre-set
include kit camshafts (€530), valves (€580)
interlock when the lever is released; and sepa-
engine map and another – another advantage of the Magneti Marelli
and valve-springs (€198), high compression
rate when pulled in again.
system. The entire package is wrapped in a slick carbon-fibre and
As a result the key changes internally
pistons (€1855 per set), conrods and ramp-
be too aggressive, especially during heavy
featured on this R1 was designed in house, and though it is
gearbox (€2778), quick-shifter and light-
braking and quick downshifts – causing the
ultimately the same shape as the original (as per regulations)
weight rotor. Of course the engine has
back wheel to drift out of line as the rear tyre
been blueprinted, which ensures the toler-
struggles to retain traction. The slipper clutch is designed to counter this effect; under back-torque the two
engine flow. The engine department would
parts (clutch basket and inner housing)
it’s the little touches that lift the Yamaha Italia bike to another
still like to spend a little more time on the
experience a reverse twist effect and a
level. The end result is one of the slickest looking superbikes in
flow-bench to ensure the maximum has
small wedged shaped ramp forces one part
the championship.
been gained in this area, but for the start
of the clutch unit to ride up the ramp of
I’ve already mentioned the rear seat unit, which also acts as the
of the season performance was satisfactory.
the other. As this takes place the pressure
rear sub-frame structure – just like the YZR-M1 MotoGP bike. But
The camshafts increase the midrange and
on the clutch plates is decreased and they
in addition Yamaha Italia also considered that a four piece main
the top-end significantly without sacrific-
slip against each other – hence the name.
fairing is more effective that a two piece design as it allows
ing the bottom-end significantly. The spe-
When the back torque pressure reduces the
access to certain areas of the bike without the need to remove
cial Termignoni titanium exhaust system
ramp has the opposite effect and the
the entire fairing. It’s these little details, aimed at reducing main-
also supports this increase. Of course if you
plates press together to give a direct link
tenance time, which can make all the difference in the racing
increase the horsepower to this extent and
to the back wheel again.
world. But it’s a world that now isn’t as far out of reach as you
you intend on abusing the power that’s
When it came to stopping the R1 from
available then it’s advisable to increase
those ludicrous speeds the team chose to
your radiator capacity to ensure the most
replace the brakes in their entirety. This
efficient cooling. An engine that runs a lit-
included the discs, front (€168 each) and
tle hot won’t offer the best performance,
rear (€100), the front Brembo calipers (€850
hence the €2200 kit radiator.
each), brake lines and of course the brake
may have thought.
There are a lot of rules that must be followed when converting a road bike to a world superbike-legal racer. Here are just a few... Engine • All entries must be four-strokes - maximum 1000cc and four-cylinders • For four-cylinder, machines the homologated throttle bodies cannot be modified • The fuel injectors may be replaced with aftermarket units • Four-cylinder engines with a bore and stroke ratio of 1.5 to 1 or greater will be subject to an RPM limit of 14.000 rpm • Internal engine parts may be altered or replaced, except the crankshaft. • Quick shift systems are permitted • The homologated engine design concept cannot be changed • The homologated cylinder-head can be modified but the number of valves and ports must be as homologated Frame/bodywork • The main frame must remain as original; however alterations are permitted by the addition of gussets or tubes to stiffen the frame • The rear swingarm may be altered or replaced however the use of carbon fiber or Kevlar materials is not allowed if not originally fitted on the homologation model • Fuel tank may be replaced to achieve the maximum capacity of 24 litres • Minimum weight 165kg Suspension • The front forks may be replaced on the whole with an aftermarket item but must be based on the same design as the original • The upper and lower fork clamps may be replaced • The rear shock unit and linkage may be replaced Wheels and tyres • Wheels can be replaced with aftermarket items however carbon fibre or Kevlar materials are not allowed unless fitted on the homologation model • A maximum of 15 rear and 11 front tyres may be used during each event • Competitors must use only the tyres distributed by the official supplier (Pirelli)
master cylinder (€850). Obviously with the
same material as the original production
increased speed, braking intensity and fre-
set (as per regulations) they offer a per-
quency this is a must modification if you are
fectly flat surface rather than the concave
to be truly competitive.
design of the production item. Combined
Taking a close look there is no doubt that
with the high-compression pistons there
the 315mm Braking steel front discs are
has been a compression ratio gain of
eye-catching, but the trick wavy-cut design
around 20 percent. With the increased
also has a function other than looking
compression ratio both riders have found it
cool. Firstly it’s lighter than a conventional
necessary for the addition of a back torque
disc and as a result this reduces the un-
midrange power delivery at the same time
limiter, or slipper clutch as it is also known.
spring mass and the gyroscopic forces –
as finding those few extra horses up top,”
Yamaha Italia has chosen the kit part unit
albeit minimally. In addition, and just as
he continued. “We’d started with the nec-
which features a ramp style mechanism. As
important, this design is claimed to offer
essary base engine modifications to ensure
stated in the regulations, this clutch system
better heat dissipation. They’re attached to
a competitive power output, but that was
must remain a wet-type (submerged in the
a set of €1492 Marchesini rims, which are sig-
the extent of it. It has been a big advan-
gearbox oil) but can replace the original unit.
nificantly lighter than the production offering.
The base of the ramp-type slipper clutch
There are other trick add-ons that
look to than the engineers who developed
– one of the most commonly used in racing
deserve a mention, such as the quick
the production engine?”
– is similar to the production model. It is
release brake lines. There is also a switch on
22 INSIDER
It’s a world that isn’t as far out of reach as you thought
polishing is carried out to improve internal
Although the valves are made from the
tage using the YEC parts. Who better to
Kevlar race fairing – worth around €3500 unpainted. The one
style slipper clutch (€868), close-ratio
ances are at a minimum, and porting and
Devil’s in the detail: beautiful finishing makes the Yamaha Motor Italia R1 stand out from the opposition
At times back torque (deceleration) can
Superbike World Championship rules
INSIDER 23
What is testing and why is it so crucial? Mat Oxley gets some answers from Colin Edwards, renowned test rider and one of the most laid-back dudes in the MotoGP paddock. WORDS: MAT OXLEY PICTURES: PAUL BARSHON
YOU WOULDN’T THINK it in meeting him, but Gauloises Yamaha
distance stuff when Michelin wants to know if a good tyre will go
man Colin Edwards is possibly the hardest-working test rider in
the distance.”
the MotoGP World Championship. So laid back, he’s almost hori-
Edwards is good at testing because he knows it’s more than
zontal, the Texan shrugs off the pressures by always making sure
merely worthwhile work and because he loves riding. “I enjoy rid-
he has fun and by making sure he stays the same down-home
ing two wheels – motocross, roadrace bikes, whatever,” says the
character he’s always been. Easy to talk to and refreshingly
former double world superbike champ, one of the few remaining
straight-talking, Edwards enjoys his racing more than most, even
MotoGP riders who loves a few beers and a barbie. “A lot of peo-
when he’s riding apparently endless laps on another day of a
ple despise having to ride lap after lap but when I really started
relentless year-in, year-out testing programme.
buckling down and going to Ladoux (Michelin’s Clermont-Ferrand
Testing is the invisible but vital ingredient of MotoGP racing.
test track) three times a year and burning a couple of thousand
During winter and inter-race tests Edwards rides thousands of
laps, I started to see how much we progressed their tyres. To me it
kilometres in front of empty grandstands, with no glittering tro-
feels like we do more testing than racing, and honestly it’s pretty
phies at the end of each day, just the knowledge that he has
damn close, but once you see the results it’s all worth it.”
helped make his YZR-M1 a better motorcycle next month than it is this month. Perhaps that’s what helps keep him smiling. Testing involves evaluating new and sometimes experiment
Michelin has seen this enthusiasm and the uncanny ability that Colin possesses first hand. Nicolas Goubert, the Two-Wheel Racing Manager for Michelin in MotoGP recalls the first time he met the
parts, tyres and settings in a bid to maintain the relentless upward
Texan. “The first year, when he moved from Yamaha superbikes to
spiral of machine development, which may also determine the
Honda, Colin had a bit of trouble adapting to the Michelin char-
design of future Yamaha street bikes. “A lot of testing is just elimi-
acteristics. He never complained but it took him a while to figure
nation. You’re eliminating certain ideas that the team has to get
them out. Once he started to get the hang of it we noticed that
the bike to handle better, to stop better or whatever,” explains
he was very good at giving feedback about the tyre performance.
Edwards, a crucial contributor to Michelin’s R&D programme for
“About the time Colin was fighting with (Noriyuki) Haga for the
the past eight years. “You go to a few different tracks and if
championship he came to me and said that he wanted to try the
something works, you keep it, but often it’s not better than your
Dunlops, not because he wanted to change, but because he want-
base line, so you eliminate it. A lot of time it feels like you’re
ed to see why their riders were able to do certain things with the
doing lap after lap after lap for nothing but you’re always build-
front that he wasn’t. It’s a strange request, but we granted
ing data. Ninety per cent of testing involves tyres, some of it long
it on two conditions – it was a closed test and that it was a
24 INSIDER
INSIDER 25
blind test. In other words he wouldn’t
good rider has to know what he wants,”
touching the ground and you can usually
know what front tyre he had on the bike
said Colin. “I think that’s the important
tell within a lap or two if a tyre is better
when he went out.”
thing because you can get lost. I’m a racer,
or worse.”
Colin accepted the terms and the results seriously impressed Michelin. “Colin is very
not an engineer or suspension guru, so I just translate stuff the best I can to my guys.”
Edwards has had an interesting time taking his YZR-M1 to the edge during tests. “If
open minded,” continued Goubert. “Most
Riders also go testing to increase their
you can push it to the limit and the front
riders would never have agreed to a blind
own knowledge of a bike, to fill their own
folds, yet you can still get it back, you’ve
test, but Colin has a great ability to feel
data banks so they can easily recognise set-
gone beyond the limit. When you’re on a
what the bike is doing, no matter how
up problems. “The very first test I did with
bike that can do that without crashing it’s
small the change. But even more impor-
the M1 at Valencia we used Valentino’s set-
beautiful, and a lot less expensive! I’ll lose
tantly he has the ability to explain what he
tings for a day and it was good. The next
the front four or five times a day during
feels in detail. Even when we tried to trick
day we went too soft on the front and
tests. The M1’s front-end is good, it’ll tuck
him, by using the same tyre twice at dif-
then we went too hard, then we did the
but doesn’t extend (when the forks extend
ferent times, he said that it felt much the
same with the rear, just so I could gather
during a slide, taking too much weight off
same as another tyre we’d used during the
up my personal data base of what the bike
the front tyre, the point of no return has
day. We went through around 25 different
feels like when it’s too soft or too hard.”
been reached). You just put your knee on
front Michelins. This test led to the birth of
Mostly it is the rider who decides which
the 16.5 inch front in superbikes. Since then
is the best way forward, but just occasion-
the best bike I’ve ever ridden for that.”
we have developed it further with Colin so
ally it’s the computer which knows best. “If
From his first rides Edwards found the M1
that now it is the key tyre in MotoGP.”
there’s something electrical or mechanical
easy to get on with and consistent from
which the engineers know makes a differ-
one track to the next. This is vital for race
again. So now we just play a little with
development programme – he and team-
first tested together at Suzuka Valentino
about feeling sometimes infintessible dif-
ence on the dyno, it may only be one
success because each weekend the team
spring rates but we don’t really screw
mate Valentino Rossi have very similar likes
had his bike to test and I had mine. At the
ferences out on the racetrack and then
horsepower here or there, which is nothing
can focus on detail settings and tyre choice
around with the geometry. That’s just awe-
and dislikes in a motorcycle. “It’s a disaster
end of all the testing he had 1mm more
translating those feelings to the engineers,
when you’re dealing with 240 horsepower.
rather than wholesale redesigns.
some because when you’ve got a bike
when you get one rider who wants this and
preload, which is nothing. The same thing
so they have an idea how to improve the
With that kind of stuff my guys will say
which doesn’t need the front to be
one rider who wants that, one who says
happened when I jumped on the M1. They
bike, either then and there with different
‘test this’ and I say ‘it feels the same’ and
chasing a baseline setting but this year we
dropped 5mm or a stiffer rear spring you
this is better when the other says that is
set the bike exactly like Valentino’s and it
settings, or in the future with suitably
they say ‘it’s better, trust us’, and as long as
found one when we tested in Malaysia.
can roll it out of the truck and it’ll work
better. We’re both going in the same direc-
was perfect, which is bizarre. That never,
it feels the same to me and the computer
After that we went to Australia expecting
just about anywhere.”
tion which is great for development.”
ever, ever happens. And our styles are dif-
says it’s better, then it’s in. For me it’s easi-
to change everything but we barely
From a rider’s point of view, testing is all
improved parts or tyres. “First off, a
est to test tyres, because the tyres are the things
the ground and save it, the M1 is probably
“For the last few seasons I’ve always been
And a neutral motorcycle saves vital time
Edwards first discovered this common
ferent: I’m pretty much over the front, I
changed anything and the bike worked.
for rider and team in other ways. “When
ground with the world champion when
dig the front in quite a bit, whereas he’s
Then we went to Barcelona and thought
you make a big change to the bike, you
they were team-mates at the Suzuka Eight
more centred, but our settings seem to
have to adapt your riding style for that to
Hour race some years ago . “It’s really
work for one another.”
work. If you don’t have to do that you can
strange because I’d never had a team-mate
Hopefully all this means there will only
keep chipping away and get faster and faster.”
at the Eight Hours for whom I didn’t have
be one problem for Edwards and Rossi during
to make sacrifices on set-up,” says Edwards,
2005 – there’s only room for one rider on
winner of the prestigious endurance race in
the top step of a MotoGP podium. And you
1996 (with Noriyuki Haga on the Yamaha
couldn’t have two nicer guys, who still love
YZF750), 2001 (with Rossi) and 2002 (with
their racing and everything that goes with
we’d change something but basically it was the same
There’s another reason Edwards is happy with his M1 which will also accelerate Yamaha’s
Daijiro Kato) “When we
26 INSIDER
it, fighting over the champagne...
INSIDER 27
YAMAHA
28 INSIDER
50 YEARS
OF RACING HERITAGE
INSIDER 29
1955 -1963 THE
FOUNDATION
First race
first win
Genichi Kawakami WITHOUT GENICHI KAWAKAMI, the Yamaha we know today would not even exist. Born January 30 1912, Mr. Kawakami graduated from the Takachiho College of Commerce before joining the Nippon Gakki Company, the predecessor of Yamaha Corporation, in 1937 and succeeded his father Kaichi Kawakawi as president in 1950. Upon taking the reins of the company, the younger Mr. Kawakami, nicknamed ‘the Emperor’ aggressively expanded operations. During a visit to America and Europe in 1953, he observed the emergence of leisure activities. At the time he was looking to utilize machining that had been used to make propellers and, after considering many options, saw potential in building motorcycles. On July 1 1955 the Yamaha Motor Company Limited was founded and, staffed by 274 employees, Yamaha’s first motorcycle, the YA-1, was produced. Mr. Kawakami was an expert at diversification and led the company into entirely new markets, not just motorcycles. He added wind and other orchestra instruments to complement Yamaha’s growing piano business, developed Japan’s first electronic organ and harnessed the company’s woodworking skills to manufacture fine furniture. He was also a great visionary and understood the needs of his customers. Genichi Kawakami served as president from 1950 to 1977, and again from 1980 to 1983. He held the position of chairman until 1992, at which time he became a corporate advisor to the company until his death, at the age of 90, on May 25 2002. He also wrote several books on music.
30 INSIDER
RACING HAS ALWAYS been at the core of Yamaha’s corporate culture. As early as July 1955, the first month of the company’s existance, the Yamaha YA-1 won the 125cc class at the Mount Fuji Ascent Race. This was the Japanese motorcycle industry's most important event, and the attention it drew from the country's motorcycle fans and bike dealers was tremendous. The third running of the event would be Yamaha’s very first race and the debut of its first motorcycle, the YA-1. Genichi Kawakami decided to enter the YA-1 in the Mt. Fuji Ascent Race. He was confident that this would provide the opportunity to show the quality and potencial he knew the YA-1 had. But his decision came just six weeks before the race was due to take place. When it came to racing, Yamaha was starting
from zero, and the first job was to find the riders who could handle the challenge. A list of 10 were soon assembled and they were taken to the town of Fujinomiya, the starting point of the race, to begin a tough and intense training camp. For roughly a month up until race day on July 12, the riders practiced every day on the actual race course. What happened in this race would send shockwaves through the Japanese motorcycle world as the YA-1 swept to victory, completely dominating the top places. For the newly born manufacturer this victory provided the impetus it needed to launch a full-fledged motorcycle business. Teruo Okada took the honour of becoming Yamaha’s first ever race winner as the company announced itself as a serious player in the motorcycle industry.
YA-1 YAMAHA’S FIRST MOTORCYCLE was a 123cc two-stroke single dubbed the YA-1.
Nicknamed “Aka-tombo” (the Red Dragonfly) due to its distinctive chestnut colouring, the 5.6 horsepower YA-1 immediately showed its credentials as a performance machine by winning many races in Japan. Sold only in its homeland, the YA-1 was an expensive machine costing 138,000 yen in a period when the national average starting salary of a college graduate was 10,780 yen.
Asama builds YA-1 reputation IN NOVEMBER OF 1955, a full-fledged motorcycle endurance race was held for the first time in Japan. The All Japan Motorcycle Endurance Road Race which came to be known as the Asama Highlands Race, was modeled after the famous Isle of Man TT race in Britain. The venue chosen for the race was the lower slopes of Mount Asama, a 2,568m active volcano located roughly in centre of Japan's main island. Befitting an endurance race, the course consisted of unpaved roads of volcanic gravel lined with boulders of volcanic rock. For the newly established Yamaha Motor Company, the stunning victory at the Mount Fuji Ascent Race had been almost too good to be true. But, it had also been a race that made the technical staff painfully aware of their lack of knowledge and experience in developing engine performance. To tackle this problem, the company established a research department no more than a week later. And the first assignment given to the new department's three engineers was to boost the performance of the YA-1's engine from five horsepower to 10. Gradually their efforts began to produce quantitative results, and before long they succeeded in reaching what at first had appeared to be an impossible goal: a YA-1 engine pumping out a full 10 hp. When the day of the Asama Highlands Race finally arrived, all of these determined efforts paid off. Noboru Hiyoshi led a sweep of the top four places by YA-1 riders. Dominating the competition in this way, first at the Mount Fuji Ascent Race and then at the Asama Highlands Race, not only helped build the reputation of Yamaha but also stimulated the company's passion for racing. The following year Yamaha went on to win an impressive double victory in the Ultralight and Light classes at the second Asama Highlands Race.
First international ventures KNOWING THAT RACE results had a direct impact on bike sales and with all the success achieved in Japan, President Kawakami decided that Yamaha was ready to compete in overseas events. So on May 3 1958, Yamaha travelled to the California to make its international debut at the Catalina Grand Prix, an event described as five times tougher that the Mount Fuji race. Yamaha entered a five rider team comprising of four Americans and a Japanese hotshot named Fumio Ito. With no pre-race practice allowed, the Catalina race was always expected to provide a tough challenge. Undaunted
and to the amazement of the crowd, Ito charged through to eighth by end of the first lap. Just as he was about to catch the leaders Ito’s bike started to misfire, forcing a pitstop to replace a spark plug. Ito eventually rejoined to finish in sixth place and capture the imagination of the American public. Ito was also the man who provided Yamaha’s early successes in European competition, taking a fine second place at the 1963 250cc race at the Isle of Man TT before winning Yamaha’s first Grand Prix in the 250cc class at Spa Francorchamps in Belgium later that year.
Hasegawa-san: engineer to president BORN IN NAGOYA, Japan in 1931, Takehiko Hasegawa graduated from the engineering department of Nagoya University in 1954. In 1958 he joined the Yamaha Motor Company Ltd. after working in the Yamaha Technical Research Center. In his early years with the company he worked in motorcycle engine design and managed Yamaha’s early entries into the Grand Prix world championships. After that Hasegawa headed the development projects for a majority of Yamaha products, including the manufacturing operations for the Toyota 2000GT car. In 1979 he was
promoted to Senior Managing Director. In 1983 he was moved to the post of President of YMC’s marine engine subsidiary Sanshin Industries (present Yamaha Marine Company Ltd.) In 1987 he returned to YMC as Senior Manager and Representative Director, and in 1994 he was named President and Representative Director of the company. In 2001 he moved on to the position of Chairman and Representative Director, and in 2003 he retired from his active positions at the company.
INSIDER 31
1964 -1974 THE
WORLD CHAMPIONSHIP YEARS
Monoshock revolution
Jarno Saarinen THE LEGEND OF Jarno Saarinen continues to live today, more than 20 years after his death. No one will ever know what greatness Saarinen would have achieved had he not been killed in a pile-up along with another great, Renzo Pasolini, at Monza, on 20 May 1973. Saarinen’s place in the history books was guaranteed as the first rider ever to win a 500cc Grand Prix race on a two-stroke machine, which he achieved on a Yamaha OW20 in 1973. Jarno was one of the most technically gifted racers of his generation and one of the pioneers of the technique of hanging off the bike and dragging his knee through the corner, thanks partly to his training as an ice racer in his native Finland. He had won the 1972 250cc world title on a Yamaha and won Yamaha’s first ever race in the 500cc class, the French GP at Paul Ricard on 22 April 1973. At the time of his death he was leading both the 250 and 500cc classes, winning the two 500cc and 250cc races he had finished. Oil dropped in the preceding 350cc race had made conditions dangerous and, despite the organizers being warned about the danger, the 250 race went ahead as scheduled. Disaster struck as Pasolini hit the oil in the fast first corner and fell. Saarinen, following closely, could not avoid him and also fell. In all, 15 riders went down in the resulting mayhem. The events of that day appalled the racing world. Yamaha pulled its factory team out of the championship for the remainder of the season as the factories joined forces to campaign for greater safety, a campaign that Jarno Saarinen sadly had to pay for with his life.
32 INSIDER
Prince Phil the first RECORDS COME AND go, but no-one will ever displace Phil Read’s place in the history books as Yamaha’s first world champion. The sometimes controversial Englishman was hired by Yamaha to race the 250cc RD56 at the first Japanese Grand Prix in 1963, where he duly finished third. He remained with the company the following year, winning four races to lift the 250cc world title ahead of Honda’s Jim Redman - a title he successfully defended in 1965. Perhaps the moment for which the ‘Prince of Speed’ is most remembered for came in 1968. Going into the final rounds of the championship at Monza, Italy Read and his Yamaha team-mate Bill Ivy were guaranteed first and second places in both the 125 and 250cc championships. Yamaha bosses wanted
XS -1
their riders to share the titles between them and set out their orders: Read would win the 125cc title before allowing Ivy to take the 250 honours in the later race. After tying up the 125 title he controversially beat Ivy in the 250s to tie on points and win the title on aggregate times. Yamaha had already announced the withdrawal of its factory team for the 1969 season, but Read’s actions did him more harm than good and he was forced to sit out most of the 1969 and 1970 seasons as he failed to land a competitive ride. Read came back to regain the title in 1971, riding a privately entered Yamaha twin, before joining MV Agusta, with whom he won the 500cc world title in 1973 and 1974, the last 500cc titles won by four-stroke machines.
AFTER 15 YEARS of producing small two-strokes, Yamaha unveiled the four-stroke XS-1 in 1970. The 653cc twin featured an engine that leaned heavily on the technology of the Yamaha-developed and powered Toyota 2000GT limited-edition sports car and paved the way for a new generation of Yamaha sports bikes. The XS-1 engine also was also used in the dirt track machines which competed in American AMA Grand National series which the legendary Kenny Roberts Snr. won in 1973, the first time a Japanese manufacturer won the title.
RD56: Yamaha’s first champion bike THE SIXTIES WERE a fascinating time for Grand Prix racing. Much like today’s fourstroke MotoGP machines, manufacturers battled each other with different technologies. Back in 1964, as today, Yamaha’s big rival was Honda - who attacked the 250cc class with a six-cylinder four-stroke machine. Yamaha, a devout follower of two-stroke technology, fought back with the tidy little 250cc RD56, an air-cooled rotary valved twin capable of lapping as quick as the 500cc bikes at most circuits and which Phil Read rode to the 1964 world title. The relatively free regulations of the time allowed for an unlimited of cylinders and gear ratios, which kept the four-strokes competitive at the time. Yamaha’s racing programme saw two-stroke technology make huge advances and this, combined with more restrictive regulations saw Grand Prix racing the sole domain of two-strokes from the mid seventies until the introduction of the MotoGP class in 2002.
SWEDEN’S HÅKAN ANDERSSON’S win in the 1973 250cc Motocross World Championship marked an important time in Yamaha’s history, not only was it the company’s first off-road world title, it was also the first title won using the monoshock rear suspension for which Yamaha became famous in the ‘70s. He was picked up by Yamaha in 1972 after riding his Husqvarna to second in the 1971 world title to the legendary Joël Robert, a result that was repeated in 1972. When Andersson joined Yamaha, fellow countryman Torsten Hallman had been working on a DT2-based 250 with a mission to turn it into a world championship winner. The four-time world champion had signed a three-year deal with Yamaha and started working on turning the bike into what would become the famous YZ series. The monoshock concept offered a significant increase in torsional strength and greater wheel travel. After pioneering the technology in motocross, the system was transferred to 1974’s OW20 road racer, where it was also lauded for its part in powering Giacomo Agostini to numerous race wins.
Toyota 2000GT’s secret service JOINTLY DEVELOPED BY Yamaha and Toyota, the seminal Toyota 2000GT goes into the annuls of history as Japanís first sports car and is also the car that Akiko Wakabayashi drove in the James Bond movie You Only Live Twice. Unveiled at the 1965 Tokyo Motor Show, the 2000GT was widely acclaimed for its beautiful lines and lively performance from the 150hp Yamaha-developed sixcylinder engine. This car also enjoyed considerable success on the racetrack and marked the beginning of a successful relationship between Yamaha and Toyota that continues to this day.
1964-1974 THE CHAMPIONS GRAND PRIX WORLD CHAMPIONS 350cc Giacomo Agostini (1974)
MOTOCROSS WORLD CHAMPIONS 500cc Hakan Andersson (1973)
250cc Phil Read (1964, 1965, 1968, 1971) Rodney Gould (1970) Jarno Saarinen (1972) Dieter Braun (1973)
AMA SUPERCROSS CHAMPIONS Pierre Karsmakers (1974)
125cc Bill Ivy (1967) Phil Read (1968) Kent Andersson (1973, 1974)
Bill Ivy was one of the original legends of the Continental Circus. The Englishman won the 125 world title in 1967 on the 125 RA31
INSIDER 33
1975 -1988 THE
DOMINANT FORCE
GIACOMO AGOSTINI’S MOVE move from MV Agusta to Yamaha at the end of the 1973 season created the same kind of stir as Valentino Rossi’s defection from Honda to Yamaha 30 years later. To many it seemed impossible that the greatest rider of all-time could leave MV Agusta - at the time Italy’s two-wheeled equivalent to Ferrari - to join a Japanese company and their unproven two-stroke. Despite an oft-reported bitter rivalry with team-mate Phil Read, Agostini’s motive for moving was largely the same as Rossi’s – the challenge. Ago had won 13 world titles and 108 Grands Prix, but most reckoned that was as much down to the dominance of his MV Agusta as it was his riding skills. Agostini, of course, could argue that he had defeated many strong team-mates in his career, but equally it was also clear that the MV was technically superior to the opposition – until Yamaha came along. Yamaha’s OW20 had proven itself in 1973, winning its first ever Grand Prix and looking like a title winner until the tragic death of Jarno Saarinen at the Italian Grand Prix. The 1974 500cc campaign proved difficult for Agostini as injuries and mechanical problems saw him finish fourth, although the Italian took the honours in the Yamaha dominated 350 class. Ago got his revenge in 1975, taking three wins to reclaim the title from Read. It also marked the beginning of a technological change in Grand Prix racing. Agostini’s title marking the beginning of the two-stroke domination that would continue until the end of the class in 2001.
34 INSIDER
TZ750-the big one
King Kenny marks new era IT IS HARD to overstate Kenny Roberts’ role in GP racing. Quite apart from the three world titles he won as a rider, his influence on the sport has been massive. His career started in the US, where he rode a Yamaha in the Grand National series (a combination of road racing and dirt track) and in1973 became the first man to win the AMA title on a Japanese machine. Roberts arrived in Europe for his first full Grand Prix season in 1978 with just one machine and a legendary mechanic in the form of Kel Carruthers. But Roberts stunned the paddock as he fought his now iconic
black and yellow TZ500 around unfamiliar circuits to take the title at first attempt. His style of turning the bike hard and spinning up the rear wheel changed the way 500s were ridden. Kenny’s grip on the class tightened with a second world title in 1979 while a third and final title in 1980 confirmed him as one of the all-time greats and started a 15 year period of American domination in 500s. After retiring from racing at the end of the 1983 season Roberts switched his attention to team management, winning a further four world titles with Yamaha.
RD 350LC THE BIKE THAT launched a thousand racing careers, the Yamaha RD350LC was the
ultimate sports bike in the early Eighties. Built in 250 and 350cc guises, the RD (known as RZ in some countries) proved popular with racers around the world. A one-make series for RDs was introduced in many countries and the YPVS (Yamaha Power Valve System) version introduced in 1983 featuring a microprocessor-controlled servomotor to allow variable port timing and give increased top-end power without the peakiness normally associated with tuned two-strokes.
WHILE THE RACE was on to produce the very best factory race bikes in the world, Yamaha’s range of TZ customer racers provided riders around the world, Grand Prix level equipment from their local dealership. Offered as 250, 350, 500 and 750cc variants, the TZs were not only the cornerstones of national racing but also surprisingly capable beasts at Grand Prix level. Introduced for the 1973 season, the TZ250 and TZ350s were Yamaha’s first water cooled production racers and close replicas of the factory bikes of the time. But while the twin cylinder 250 and 350s sold in large numbers to compete in the most popular classes of the time (and indeed win world championships in the hands of riders like Phil Read and Johnny Cecotto), it was the four-cylinder TZ750 which became one of the most talked about racing motorcycles of all time. Using an engine that was often described as a doubled-up TZ350, Yamaha built the minimum 200 units required to homologate the bike for the increasingly popular Formula 750 class. The bike dominated the new Formula 750 class since its introduction in 1974, to the championship’s demise in 1980, as well as numerous other open class titles. The TZ750 had something of a fearsome reputation, perhaps for its propensity to eat up the first generation of slick tyres, and this was enhanced when a TZ750 engine made a memorable three appearances in the American dirt tracker of Kenny Roberts. But while Roberts’ homebuilt dirt tracker was a beast – he once famously quipped that ‘they don’t pay me enough to ride that thing’ – the road racer was actually a surprisingly docile creature with its tractable engine and modern (for the time) monoshock chassis.
THE SEVENTIES MAY have seen the birth of the modern multi-cylinder motorcycles that we know today, but it was a simple 500cc four-stroke single that was to be one of Yamaha’s most enduring models of the period. Big British singles had ruled the road during the previous decade, only for the faster and smoother Japanese multis to come along and make them obsolete. So it was something of a surprise when Yamaha’s second four-stroke machine was unveiled as the XT500 in September 1975. Initially the XT had been conceived after American market research showed demand for a four-stroke off-roader. Despite some initial doubts from European marketing men,
and some fairly major technical problems during the development stages, ironically the XT was to prove one of the most popular and reliable bikes of all time. It also carved out a niche for itself in the developing arena of desert rally raids, which were also starting around the same time. After winning the first major African rally, Yamaha entered the XT500 in the first ever Paris-Dakar rally of 1979. Riding a virtually standard XT (the only modification to the standard bike was the addition of a 25 litre fuel tank) Frenchman Cyril Neveu won the event in both 1979 and 1980 to cement his, and the XT500’s, name in motorcycle folklore.
1975-1988 THE CHAMPIONS GRAND PRIX WORLD CHAMPIONS 500cc Giacomo Agostini (1975) Kenny Roberts (1978, 1979, 1980) Eddie Lawson (1984, 1986, 1988)
250cc Neil Hudson (1981) Danny Laporte (1982) Jacky Vimond (1986) John van den Berk (1988)
350cc Johnny Cecotto (1975) Takazumi Katayama (1977) Jon Ekerold (1980)
125cc John van den Berk (1987)
250cc Jean-Louis Tournadre (1982) Carlos Lavado (1983, 1986) Christian Sarron (1984) MOTOCROSS WORLD CHAMPIONS 500cc Heiki Mikkola (1977, 1978) Hakan Carlqvist (1983)
AMA SUPERCROSS CHAMPIONS Bob Hannah (1977, 1978, 1979) Mike Bell (1980) DAKAR WINNERS Cyril Neveu (1979, 1980) SUZUKA EIGHT-HOUR VICTORIES Kevin Magee and Wayne Rainey (1988) Kevin Magee and Martin Wimmer (1996)
Eddie Lawson was the most successful road racer of the Eighties. The tough American won three of his four 500cc titles on Yamahas
INSIDER 35
XT500 - a legend is born
Giacomo Agostini
1989 -1996 RULING
THE CLASSES
F1 Flirtation
-
Stephane Peterhansel IF TAKING ON major challenges and touching people’s hearts is at the core of Yamaha’s corporate DNA, then Stephane Peterhansel could be the personification of that spirit. Born in France in 1965 Peterhansel and his Yamaha Motor France prepared machines won the legendary Dakar rally six-times between 1991 and 1998. It’s an impressive statistic that makes him the greatest rider ever to compete in the event, but one which does not tell the full story of the Frenchman’s contribution to the world of motorsport. Signed by Yamaha Motor France President Jean-Claude Olivier for the 1988 season to compete in the African rallies and enduro; it was to be one of the most successful relationships in Yamaha history. Ironically, Peterhansel’s first love was not for the deserts rather it was for enduro. His association with Yamaha Motor France, undoubtedly the most successful Dakar entrant, changed that. Not only did he become the man to beat in rally raids, his versatility twice won him a world enduro crown. In addition he also competed successfully in motocross and supermotard events. These days, Stephane’s spirit of adventure still burns as brightly as ever. Not only does he still occasionally compete on two wheels, since 2000 he has competed in the Dakar on four wheels. Together with Mitsubishi he won for the past two years, taking his haul of Dakar wins to an almighty eight overall. A true ambassador for his sport.
36 INSIDER
Rainey reigns supreme AFTER A SUCCESSFUL career in America that saw him win the 1983 AMA superbike title on a Kawasaki, Wayne Rainey’s Grand Prix career had an inauspicious start when he entered the 250cc World Championship on a Yamaha TZ250 in 1984. The young American’s speed was there for all to see but some problems, particularly adapting to the push starts adopted in the world championship at the time, restricted him to just one podium placing and eighth in the title race. Disappointed, Rainey returned to the US where he joined Honda’s superbike programme. He regained his AMA title in 1987 and started what would be a legendary rivalry with Suzuki’s Kevin Schwantz at the traditional Transatlantic races which were held in Britain each year. In 1988 Wayne rejoined Yamaha and the Grand Prix circus. Back with Kenny Roberts’ team, but in the 500 class, Rainey immediate-
ly made an impact. After winning that year’s British GP, the American ended the year third in the rankings. The following year he finished runner-up to his friend Eddie Lawson, before winning the first of his three world titles in 1990. Probably the most impressive quality Rainey possessed was the way he backed his natural talent with sheer determination and will to win. His three world titles came against other champions like Schwantz, Lawson, Mick Doohan and Wayne Gardner. In total he won 24 500cc Grands Prix and three world titles. He was on target for a fourth title when his racing career ended when a well-documented crash at at the Italian Misano circuit, in September 1993, left him confined to a wheelchair. The following year he came back to manage his own factory Yamaha team in the 250 class before moving back into 500s until the end of the 1998 campaign.
IT’S NOT JUST bike racing where Yamaha has competed at the highest level. After a successful spell in Japanese Formula 3000, Yamaha entered Formula One, with small German team Zakspeed and a V8 powerplant designated the OX88 in 1989. In these days before MotoGP, Yamaha’s objective in Formula One was always to explore new four-stroke technologies in a racing environment. The V8 was followed by a five-valve per cylinder V12, codenamed the OX99, and a partnership with the Brabham team. This brought several top six placings. Yamaha then started a four-year partnership with engine builder John Judd and the Tyrrell team in 1993, supplying a new V10 dubbed the OX10A. In 1996 the compact 650hp OX11A V10 was built for the new three-litre formula. World champion Damon Hill took his Arrows-Yamaha A18 to second place at the 1997 Hungarian GP although the result was tainted by the bitter-sweet taste of what might have been. Hill dominated the race, building up a 30-second lead until hydraulic problems forced him to slow in the final laps. Jacques Villeneuve took the lead just laps from the end to deny Yamaha an emotional first victory in what was to be their last season of participation.
Donny Schmit
BEFORE TETSUYA HARADA, Japanese riders were seen as something of an enigma. Sure they would be fast at home, but take them to Europe and they would languish mid-pack, albeit with the occasional flash of brilliance. Tetsuya had ridden the TZs for several years, winning the All Japan Championship in 1992. He signalled his intent from the start: a win at the opener in Australia was followed by second in Malaysia and the inevitable victory at Suzuka. But a win at round four in Spain proved that Harada was in it for the long haul. A shoulder injury at Donington Park, UK did slow him down slightly as they entered the final third of the season and allowed Honda’s Loris Capirossi to take the lead going into the final round at Jarama, Brazil. But Harada was not to be denied and took his fourth victory of the year to claim the championship in style.
FZ750 FEATURING THE WORLD’S first five-valveper-cylinder production engine, the FZ750 took sports bikes to a new level
when it was introduced in 1985. But while the 77hp in-line, four-cylinder, 20-valve engine was a major talking point, Yamaha took a holistic approach with its new bike. Dubbed the ‘Genesis’ concept, the FZ750’s engine was inclined forward by 45° to allow for a lower centre of gravity, more even weight distribution and a better seating position than on previous sports bikes. Not only was the 20-valve engine more powerful than
contemporary 16-valve units, it was more fuel efficient too. The FZ750 also enjoyed some success as a racer. Fabrizio Pirovano won a world superbike race on one in 1988 while the technology evolved into some of the most famous sportsbikes of the following decade. Like the world superbike winning OW-01 and YZF750 models as well as the FZR1000 EXUP. Even today’s YZF-R1 shares the same basic engine architecture as the 1985 FZ750.
A CONSTANT THEME running throughout Yamaha’s racing history is the world championship success enjoyed by the YZ range of motocross machines. At least some of this success must surely be put down to the long relationship between Yamaha and former world champion Michele Rinaldi, whose management skills have brought seven world titles to the brand since 1992, when he guided Donny Schmit (above) to the 250cc world title in their first year with Yamaha. Another world title came in 1994 when Bob Moore, lifted the 125cc crown with a YZ125. Since then the Yamaha-Rinaldi partnership has become the longest and most successful in the sport’s history. In 1995 Yamaha Rinaldi Research and Development (YRRD) was born to create a range of performance parts for YZ machines. This programme scored its first world title in 1997, with Alessio Chiodi winning the 125cc title on a YRRD tuned YZ125.
1989-1996 THE CHAMPIONS GRAND PRIX WORLD CHAMPIONS 500cc Wayne Rainey (1990, 1991, 1992) 250cc John Kocinski (1990) Tetsuya Harada (1993) MOTOCROSS WORLD CHAMPIONS 250cc Donny Schmit (1992) 125cc Bob Moore (1994)
DAKAR WINNERS Stéphane Peterhansel (1991, 1992, 1993, 1995) Edi Orioli (1996) SUZUKA EIGHT-HOUR VICTORIES Eddie Lawson and Tadahiko Taira (1990) Colin Edwards and Noriyuki Haga (1996)
The Suzuka Eight-hour brought fame to youngsters Colin Edwards and Noriyuki Haga when they took their YZF750 to success in 1996
INSIDER 37
1997-2005 INTO
THE FOUR - STROKE ERA
The radical in the R-series
MotoGP and the M1 Valentino Rossi VALENTINO ROSSI’S YAMAHA career may be somewhat short, but few can overestimate the impact his 2004 MotoGP world title had on Yamaha’s racing programme. The background is well documented: Rossi was the greatest rider in the world, with five previous world titles to his credit. He and Honda were the dominant force in MotoGP racing, Yamaha’s results were not as good as hoped for. Rossi wanted a challenge, Yamaha wanted the best. Everyone said he couldn’t win, then came the first race. Rossi won an emotional debut race in South Africa and the rest is history. He went on to win a further eight rounds wrapped up the title with a round to go. But it’s not just winning Yamaha’s first world title in the premier class for 12 years that guarantees Rossi’s place in the Yamaha hall of fame. The enthusiasm, drive and determination of the man has proved infectious to everyone within the company. What is often easy to forget is that this legend is still only 26-years-old going into the 2005 season. Easier to overlook still is that behind the impish grin and fun-loving lies the analytical brain of one of the all time greats. While rumours continue to circulate in the press regarding Rossi’s future, one thing is for sure – Valentino will continue to do things his own way, in his own time. And bike racing - indeed the world - is a much better place for people who challenge convention and move the game on to a new level. Like Valentino Rossi… and Yamaha!
38 INSIDER
Everts rewrites the record books STEFAN EVERTS’ STORY is remarkable. He was already one of the greats when he joined Yamaha for the 2001 500cc season, but things hadn’t gone so well in the latter part of the decade, having spent 1999 and 2000 on the injured list. That he came back to win the title in 2001 and 2002 was vindication enough for those who had written him off, but Everts’ place in motocross legend was well and truly written in 2003. The new Motocross GP class was created, combining 250cc two-strokes with 450cc four-strokes and pitching Everts against 250 king Mickael Pichon. After three rounds Everts looked beaten as Pichon swept the boards. But at round four
everything changed. Part of Everts’ return to form was due to entering both the 125cc and Motocross GP classes. With virtually no gap between the races it was a remarkable test of Stefan’s fitness, but riding the little YZ250F helped him get dialed into the tracks for the main event. Stefan won all remaining nine Motocross GP rounds and with the seventh title wrapped up, Everts elected to do the impossible and rode in a third class - the 650 class at the final French GP. Needless to say, Everts proved himself by winning all three events. Last year saw an eighth world title. Another stunning achievement, but then Stefan makes stunning seem normal.
WHEN THE FIM announced that 990cc fourstroke machines could compete against the traditional 500cc two-strokes in the new MotoGP category, it was welcomed by Yamaha. Despite having pioneered the two-stroke revolution, legislation had meant that all but small capacity two-strokes were impractical to produce for the street. With the introduction of four-strokes to the premier class from 2002, Yamaha could once again use racing as a breeding ground for new technology that would ultimately hit the showrooms. Yamaha’s enthusiasm for the new class could be seen as it became the first manufacturer to unveil its MotoGP contender. Designated the YZR-M1. Initially the M1 relied heavily on existing technology pioneered in superbike racing, but in its four years of existence the M1 has evolved into a world championship winning machine, barely recognizable to the one that Carlos Checa rode to third place at Suzuka in April 2002. One can clearly see the MotoGP influences in the latest generation hyper bikes like the YZF-R1 and its rivals.
‘crossers were typically bulky big European brutes seen as something of an oddity, while 250cc two-strokes remained the premier machines thanks to their agile handling and quick throttle response. Yamaha planned to challenge that with the YZ400F. The bike was well below the capacity limit for the 500cc class, but what it lacked in outright grunt it made up for with two-stroke-like responsiveness from the five-valve motor. Doug Henry proved the point by winning the 1997 Las Vegas Supercross on his YZM400F, the first
time a four-stroke had won an AMA supercross race. In Europe, Andrea Bartolini won the 1999 500cc motocross world title on the YZ426F that followed. But like the YZ250F that followed it, YZ400F wasn’t just significant for its victories; it’s also the machine that changed the face of motocross. These days the rules allow for 450cc fourstrokes to compete against 250cc two-strokes in the major championships. The four-stroke has become the machine to have, with all the manufacturers now producing four-strokes of their own.
Also launched at the same time, the YZF-R6 took Yamaha to the manufacturer’s title in the 1999, 2000 and 2001 Supersport World Championships, also powering German Jörg Teuchert to the rider’s title in 2000. The R1, mainly due to its capacity, initially had less of a racing history than expected, although early models were able to compete with considerable success at the Isle of Man TT. Last year’s third generation machines hit the circuit with a vengeance to win the world endurance and European superstock titles. This year sees Yamaha make an official entry to the Superbike World Championship with the R1 for the first time.
1997-2005 THE CHAMPIONS GRAND PRIX WORLD CHAMPIONS MotoGP Valentino Rossi (2004)
YZ400F - revolutionized MX with 4-stroke technology SOMETHING REVOLUTIONARY HAPPENED to the dirt bike market when Yamaha unveiled its four-stroke YZ400F motocrosser in October 1997. Until that point, four-stroke
YAMAHA MOVED THE goalposts again with the introduction of the YZF-R1 in November 1997. The new 1000cc supersport machine was built using Yamaha’s no-compromise philosophy and was the bike of 1997. But it didn’t stop there, the R-series family expanded further the following year with two bikes that would set the racetrack alight. Probably the most technologically advanced sportsbike ever built, the YZF-R7 was a pure homologation special designed specifically for superbike racing and carried Nori Haga to five wins over the 1999 and 2000 seasons.
250cc Olivier Jacque (2000) SUPERSPORT WORLD CHAMPIONS Jörg Teuchert (2000) ENDURANCE WORLD CHAMPIONS Yamaha GMT94 – David Checa, William Costes and Sébastien Gimbert (2004) MOTOCROSS WORLD CHAMPIONS 500cc Andrea Bartolini (1999) Stefan Everts (2001, 2002) 250cc/Motocross GP/MX1 Stefan Everts (2003, 2004)
125cc Alessio Chiodi (1997) AMA SUPERCROSS CHAMPIONS Jeremy McGrath (1998, 1999, 2000) Chad Reed (2004) SUPERCROSS WORLD CHAMPIONS David Vuillemin (1999) Chad Reed (2003) Heath Voss (2004) DAKAR WINNERS Stéphane Peterhansel (1997, 1998) ENDURO WORLD CHAMPIONS E1/250cc four-stroke Stéphane Peterhansel (1997, 2001) Peter Bergvall (2002, 2003) Stefan Merriman (2004)
Oliver Jacque won the 2000 250cc world title after a year long battle with teammate Shinya Nakano. After a thrilling season of racing, the Frenchman grabbed the title after beating Nakano by a mere 0.014 of a second at the final race
INSIDER 39
The success of motocross legend Stefan Everts has helped him to expand his garage with more than a few cool toys. So when we asked him to show us a few of his favourites he was more than happy to get them out WORDS: TOM JACOBS PICTURES: GARY FREEMAN
40 INSIDER
INSIDER 41
BOYS AND THEIR toys. All over the planet
2003. I’m a little bit ashamed to say, but
GP in 2003 I started doubling up and doing
people, most of them female, are struggling
with all the travelling and racing I have not
the MX2 races as well. I finished second in
with the concept. Either you understand, or
had the time to properly test it yet.
the championship, but there was no per-
you don’t. However, for Stefan Everts it is
Although now I have a good excuse to
formance bonus in my contract. As a
simple to explain: “I basically like every-
drive it, as they are building a world level
reward Yamaha allowed me to choose a
thing with wheels on. It has always been
kart track in Genk, close to my home in
bike. I picked the Wildstar because I like
like that, and it gets even better if you can
Belgium. I like karting. We have an annual
the laziness of a big torque bike. The
race it,” he says with a big grin on his face.
race among the motocross GP riders in
chrome, fat exhaust and its
Before we dive into Stefan’s workshop
Sweden, where they have karting facilities
impressive looks make it stand out. I would
he shows us some more treasures in the
next to the motocross track. Only, I’m not
love to take my girlfriend around the hills
basement. From promotional materials to
too sure if it qualifies as a real kart race
in Monaco with the Wildstar. That’s one
championship winning bikes, Everts has
because must of the time they are running
thing to add to my to do list!”
enough memorabilia stashed away in his
in to each other or try to push somebody
MV Agusta F4 “It’s unusual to get a bonus
family’s Belgian home to start a motocross
away!”
if you sign with a manufacturer, but
museum. Quietly tucked away we find
Mitsubishi EVO VIII “Since last year I have
Husqvarna gave me this MV Agusta at the
Stefan’s trophy cabinet, testimony of a
had Mitsubishi as a personal sponsor, so to
end of 1999. It’s a very nice looking bike
glittering professional career spanning 16
ask for an EVO was really a no-brainer. The
and quite exotic, the name MV also carries
years. After a quick coffee, the champ calls
EVO is the ultimate rally weapon, although
a lot of racing heritage and I like that. To
timing means everything. Owning my own
scooter to ride in town. It’s seriously pow-
Belgium because you can go in the moun-
us out to the garden for a guided tour of
my friend Freddy Loix (world rally driver)
be honest I treat it more as a collector’s
drums was always a big dream of mine and
erful and can cover long distances. To spice
tains there and that’s a lot nicer than
his playthings….
says I can’t drive a car and is always mak-
item, because I’m not used to powerful
I bought these in 1993 when I lived on my
things up even more I have an aftermarket
pedalling on flat terrain. The classic cycle
Yamaha shifter kart “I love this thing, this
ing fun of me. Rally drivers are so incredi-
road bikes. Last year I tried the Yamaha R6
own and I could make all the noise I want-
pipe from Arrow lying in my workshop. I
races are hugely popular in Belgium, so
is one mean kart! I used to have 100cc pro-
bly skilled. I was in the car with Loix and
supersport bike of Jurgen van den
ed! The admiration people have when we
can’t wait to fit it!”
that is something I like to follow. I have
motion karts before, but this is the real
was Juha Kankkunen’s passenger on the
Goorbergh and that was a great experi-
are riding is similar to the admiration I
Yamaha DT 125 “The latest addition to my
never done downhill though, so that would
thing. It has a 250cc YZ four-stroke engine
snow once. Awesome! I once did an
ence. Unfortunately that was a very short
have when I watch a good drummer at
collection, and what is even better you can
be nice to try!”
endurance event with a Porsche years ago,
test, I would love to get some more time
work. Phil Collins is of course a well known
buy it as well! I like how they have mixed
Red Barron “Pit bikes have quickly become
but it’s not like I have ambitions for an
on a road race bike.”
drummer, but I also like Mike Bordin from
in some personal details like the team
a huge craze in motocross and it’s a nice
alternative career on four wheels. “
Pearl drums export series “Apart from my
Faith No More or the girl playing the drums
colours, the ‘72’ logo and my signature. I’m
way to play around and relax with your
Yamaha Wildstar “Quite a funny story this
family and racing, music has always been a
in Lenny Kravitz’ band is awesome as well.
proud to have my own replica bike in the
friends. This 50cc bike comes from a small
big influence. Drums are definitely my
She just has this great style. I did take
showrooms, because that is unique for
specialized American company. It has a lot
favourite instruments. Just like in
lessons, but never had the time to keep it
motocross riders. Luckily it’s not just a
of features to make it strong enough for
up. One day to have my own band just to
poseur’s bike, the DT to me is a real trail
adult riders. The frame and suspension have
jam would be really cool. Actually I did
type of bike you can take off road. I’ll get
been tweaked and the engine has a little
practice with a local band, but that’s a
one to ride around in the paddock as well.”
bit more go. Riding pit bikes reminds me of
long time ago.”
Trek 8700 “A lot of athletes have mountain
my days as a young kid, just playing around
Yamaha T-Max “Does it get any cooler? My
biking as a big part of their training
on bikes or on the BMX. Actually the small
T-Max is just great. I love scooters anyway,
regime. Personally I prefer to run, but I do
track behind the trees is where I learned to
but this thing is amazing. It was another
enjoy cycling. A mountain bike also has the
ride as a kid. I used to play around here and
gift from the Yamaha factory. They gave it
benefit of a position that is more similar to
more than 20 years later I’m still fooling in
to me when I visited them after winning
a motocross bike than a road bike. In
my dad’s garden!”
the MX1 title last year. This is not just a
Monaco I’m doing more cycling than in
and is a complete one-off. Yamaha gave it to me as a gift for my MXGP title in
one. From the fourth
motocross, rhythm and
42 INSIDER
43 INSIDER
There’s a real Australian vibe to Yamaha’s superbike and supersport programmes this year. Kevin Curtain and Broc Parkes are team-mates in the Yamaha Motor Germany supersport squad, while Andrew Pitt lines up in the Yamaha Motor Italia superbike team. Insider caught up with the boys and found that they share a pretty good bond off the track… no matter what happens on it WORDS: MARK BRACKS PICTURES: MATTEO CAVADINI
e i s s u A e i s s u A ssie Au
44 INSIDER
With all these Aussies around it must be like the days of old when you were racing back in Australia? Kevin: Yeah, it is a bit. There are more Aussies now and we’re getting used to it. I reckon it’s great that people know just how good the Aussies are and are taking notice. Broc: These blokes are a bit older than me so I never got to race them before I came over to Europe, but it’s good to have so many of them around. It’s like Kangaroo Valley here, there must be at least eight of us here. So Broc, what’s it like to be up against an old bloke like Kev? Kevin: Broc was still in nappies when I started racing! Broc: I got asked on an aeroplane the other day if he was my dad! Kevin: (laughing) I couldn’t believe it. I don’t think I look that old! Someone reckoned it was my hair! Andrew: Kev and I have known each other for a while but I think Broc started road racing the last year I was in Australia. So Andrew you and Kev go back a long way? Andrew: We started racing 250 Production together, I suppose that was the year Kev won it. I did another year in the 250s while Kev went in to the Supersport championship and won that too. Next year we ended up teammates. Kev ran a team with Bridgestone and Kawasaki, that’s where we became mates a bit more. I learnt a lot from Kev that year, riding the four-stroke and… Kevin: Yeah, I taught him how to ride and how to drink beer! Andrew: How to drink beer, that’s right! And how to avoid the hangovers by putting lemonade in it. What about you Broc, did you look up to them? Broc: Yeah, for sure - I’m shorter than them! But seriously, when I first started they were the guys I looked up to because they were at the top of Aussie road racing. I wanted to race with them, I just had to wait ‘til I got over to Europe! So basically at Assen last year it was the first time that you have all been on a track together at the same time? Andrew: Yeah I suppose. Broc: They weren’t on the track long! Andrew: Well it was almost to the end! (Kevin and Andrew collided with each other on the last corner while contesting third place – Ed) Kevin: Didn’t you see me trying to king hit you as you rode over me? Andrew: I was too busy trying to hang on. Broc: I was lucky to get through with all the gravel you threw on the track! Kevin: I wished he hadn’t got back on the track! Broc: Lucky he’s in superbike this year then!
INSIDER 45
That just proves that you’re all hard as nails on the track but off the track it’s a different story. Andrew: Yeah exactly, we’re all competitive. Everyone needs a job for the next year and sometimes these things happen. But Kev and I still had a beer on that Sunday night… Kevin: At the time, around the moment I was tumbling in the gravel, all I wanted to do was drag him off the bike – but afterwards it all settles down. We had a few words after the race but then it was over. Do you still get together for a bit of a drink on the Sunday night after it’s all over? Broc: Even when they crash! I’ve had a couple with Kev in his motorhome now and then. We might do a bit more of it this year seeing we’re team-mates. Kevin: It’s really good now to get together with the Aussies, relax after a hard week and talk rubbish about the day, and anything else for that matter. Broc: It makes it more homely even though we’re so far away. If you have a beer and a barbie it makes it feel a bit more like Australia. The other nationalities don’t seem to do it as much as we do. Kevin: And what’s that saying! So is it safe to say that you’re all not best of mates but still pretty good friends off the track? Broc: Yeah we all talk to each other. It’s pretty hard to be an Australian in Europe and not be that way. Andrew: Kev’s probably the only guy I would describe as a good mate in the paddock but, like Broc says, we all talk to each other. There are no egos after the race or anything like that? Broc: No, I don’t think so. Kevin: Not unless you win! Andrew: You feel bloody happy if you win. Broc: Or if you take the umbrella girl home! So have any of you guys ever had a proper job? Kevin: Yeah, I had a car exhaust repair business. I did not start road racing ‘til very late. Normally everyone starts as soon as they turn senior - I was 10 years behind! I needed a job and owning my own business seemed a good start. That was a long time before I got to where I am in road racing. It wasn't to fall back on, that's for sure. Broc: I helped the old man bricklaying occasionally but I always had a dream of racing full time. I'd been racing dirt track since I was about six so helping dad was a way of getting some pocket money. Andrew: I'm a bit like Kev. I did economics, because you don't know how far you can go in racing. At first it was just for fun but when I started winning I thought maybe I could make a go of it. I finished my degree but I'm in no hurry to go back to it. So are you guys happy living in Europe? Broc: Yeah, I haven’t arranged an apartment this year yet. I think I might just stay in the camper between races, it’s a good chance to see all the different countries. Like a typical Aussie backpacker? Kevin: That’s what we did last year: me, Michelle (Mrs Curtain) and the two boys. It was really good, you could stay on after the races and have a relaxing drive between circuit to circuit. That said, the boys are getting a bit older so we’re moving into a 46 INSIDER
Hungry for success: Broc, Andrew and Kevin are out to uphold Australian, and Yamaha, honour in 2005
flat in Germany this year - close to the team’s base. Andrew: To be honest I’ve never really been into the whole motorhome thing. I’ve stayed in the Isle of Man for the past few years and it would be a real hassle to find somewhere to keep the motorhome and then have someone drive it to each race. I just stay in a hotel when we’re racing. Do you think it’s a bit unusual that a team like Yamaha Motor Germany used to have German riders but now there’s two Aussies in the team? Kevin: Really unusual because the German way is to have German riders but fortunately… Broc: Fortunately we can ride a bike! Kevin: Unfortunately Germany hasn’t got that many good riders at the moment and yes it’s fortunate for us that we can ride them. They wanted to continue their team because they want to win. They do everything profesionally so if you win the world championship it’s not only the rider who gets the accolades but the team as well. Yamaha Germany won the title in 2000 so they’re really fired up to win it again. It’s been a while. Andrew: In the end they’re after results. That’s the most important thing for any team. Kevin, were you surprised when another Aussie was brought into the squad considering what you were saying about a German on a German team? Kevin: I wasn’t really surprised. Christian (Kellner) had a hard time last year and they needed to try something different. Broc: So did you recommend me mate? Kevin: You were the last name I gave them! No not really, everyone in the team could see your ability for themselves.
What have you seen with your short time in the Yamaha Motor Germany outfit? Broc: I’m very happy. I’m always happy when I’m with a team that is a racing team and they’re not there only for the fun of it. It’s pretty hard to find a team that is there solely to race. Yamaha Germany are like that, Yamaha Italy are the same and so is my old team, Ten Kate. They’re all there to race. With Kevin you have a dad on the team? Broc: It’s good. Kev can help develop the bike a lot quicker. He’s got so much experience that he does like three laps in practice and he’s right on the race pace. I have to do twice the number of laps to get through what he does in testing but, as I said, it’s good. We don’t have similar riding styles but that doesn’t mean I don’t learn a lot from him. What about you Andrew. You’ve ridden for Kawasaki. So what do you see different about the way Yamaha goes racing? Andrew: The only experience I’ve had is with the Yamaha Motor Italia team and they can’t do enough for you. They do everything they can to make your life easier and put the best bike possible out on the track, and create an environment around you that works well. So no plans to go back to MotoGP? Andrew: No, I don’t think so. The main thing for any rider is to be on a bike that’s capable of winning races. I never had that in my time in MotoGP, so I’m much happier to be here with a package that has the potential to win races and ultimately the championship. Maio Meregalli and the guys at Yamaha have shown a lot of faith in me. Right now I am only focusing on superbike… and I want to repay them by sticking around and running the number one plate on their bike!
www.yamaha - motor- acc.com
Rossi’s Posse Valentino Rossi is the most in-demand motorcycle star ever. With the help of Valentino, we outline the key figures who look after the business and let him get on with racing WORDS: GORDON RITCHIE PICTURES: PAUL BARSHON
DESPITE SEEING HIS face everywhere, it’s
been the same. It was important when I
still easy to underestimate the pan-global
made the change (to Yamaha), we did not
phenomenon of Rossi’s fame. In simple
change too much.”
terms, it has grown to a size that eclipses
In fact it’s difficult to imagine that Rossi
anything that has come from the GP pad-
would have made the changes he has, if he
dock. For an almost limitless number of
had not had these key elements in place.
reasons fans, sponsors and the media can-
The bulk of his entourage is made up of
not quench its collective thirst for any-
Italians, some with links to his very begin-
thing and everything Rossi. Every race win,
nings of his racing career. It’s no accident
world championship and new market
that Brivio was a central figure in trans-
MotoGP conquers it gets more intense.
porting Rossi from Honda to Yamaha, as
Hence Rossi has instigated, by design, evo-
Rossi says: “To have Italian people around
lution or accident, a multi-national guard
is always very good. Very good for an
that extends from the physical to the psy-
Italian – so very good for me.”
chological, technological and financial, from Italy to Australia and back.
Italian and proud of it, despite his partial ex-patriot status in the anonymity of
There are a lot of people on Rossi’s side
London, to escape the clamour of Italy, he
but the biggest keys on the bunch, accord-
is nonetheless pragmatic when it comes to
ing to Rossi himself, are – his manager
some key areas. “The Italians have some
‘Gibo’ (Luigno Badioli), Gauloises Yamaha
good parts and some bad parts also,” he
Team Director Davide Brivio, crew chief ‘JB’
states. “Almost all my mechanics are
(Jeremy Burgess), and best friend ‘Uccio’
Australian and I am very happy they are
Salucci. Vale and his people are quick to
Australian. They are always quiet, very
point out that everyone else matters as
calm. If it’s good they are very quiet if it’s
well, but as Valentino says, “For me all of
very bad… then it is very quiet anyway. So
these people are very important, because if
it’s better than an all-Italian team!”
I did not have them, it would not have
48 INSIDER
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r i’s inne ur s s o R e o fo Insid spoke t en e w : m m sanctu ht hand life g i r ’s e l of Va about e r o m t ou d to find a legen h t i w g workin
Given the immense amount of interest and requests that is directed towards Rossi and his management team, Gibo is a very busy man; one who makes sure that all things go through a screen of scrutiny. Forming a company called Great White London; Gibo is the head of a group of people dedicated to the simultaneous promotion and protection of Rossi the man and Rossi the superstar. He is something of a fan, who cannot quite believe that he is part of Rossi’s inner sanctum, according to his comments. “When he passes by he turns on a light inside you. I almost feel uncomfortable by saying he is a friend. We are talking about Valentino! But we certainly share more than a working relationship. I think he knows he is the best but he does not dwell on it too much, or at least he does not
Name: Uccio Salucci Function: Long-term friend and helper
an!
nd m a h t h g i r ccio
Uccio has been Rossi’s best mate for a very long time, and is one of the gloriously entitled, ‘Tribu de Chihuahua.’ He’s so close to the whole thing that he is an omnipresent in the Rossi camp and his Dad Reno organises the vast Rossi fan club. “We are group of ten friends from Tavullia, but Valentino and I have always had a particularly good relationship,” said Uccio, who continued on the theme that he helps Rossi simply by being himself. “I can bring Valentino a level of calmness, a degree of normality to an otherwise very hectic lifestyle. When we are in such an atmosphere of tension at racetracks week in, week out we very rarely talk about racing. Because we grew up together we have so many other things we can talk about.
Name: Gibo Badioli Function: Personal Manager show it. His strength is unquestionable and if he does not belong to a class of his own he certainly belongs to a very small group… if you count them on the fingers of two hands that would be too many.” Vale says: “He is my manager and he works on my contracts, the requests for my time - with who to make an interview with or not – and all the other promotional matters. He lets me focus on what’s most important, racing.”
Gibo - the m
anager
We’re still young and we like to talk about the things many guys our age do. I can absorb some of the tension that Valentino may be feeling to help make life easier for him. “Vale’s racing has given me a great life. I have been able to see the world; I earn good money while I do it, so there are many benefits… Actually, not so much money!” he says with a laugh. “Yes I have to work very hard but my favourite sport has always been bike racing. So I regard myself as lucky.” Vale says: “First of all he is my best friend from a life before all of this chaos. This is the most important point about my relationship with Uccio. As well as being my best friend he also drives my motorhome around Europe for me. He also comes to all the GPs outside of Europe. It helps me a lot as I have someone to share the pressure, experience and fun of travelling around the world. He also cleans my leathers and so on. He is my helper - my right arm at work or at play.”
U
Gauloises Yamaha Team Director Davide Brivio is a relatively late addition to Rossi’s battlements, but he has known little Vale for a long time. Typically, when asked about his own role, he started talking about Rossi. “I think he has a great talent but he is also intelligent, clever and can use his ability 100 percent. Having such an expert rider I don’t need to tell him what he has to do or what he doesn’t have to do when it comes to racing. It’s better I leave it to him.” At the track, Brivio’s roles are many, but for Rossi personally, Brivio irons out the wrinkles to let Rossi get on with the important business of winning. “The important part of the job is to make sure that he has everything he needs. Then we can be completely confident about what he can do. He is very good at putting everything together and transforming everything into a victory.” But the baggage that comes with looking after the biggest name the sport has ever seen must be a major upset to the smooth working of the entire effort? “Of course with him being so famous we have many more complications. The media all want to talk to him all the time,
Name: Jeremy Burgess Function: Crew chief Straight talking is an Aussie trait and in the shape of Jeremy Burgess, it has been honed to an art form, with a twist of the incisive intelligence and total understanding of what it takes to win added in. His answer to how much input he has in the whole Rossi thing outside the garage is typical. “None at all! Clearly my job is with Yamaha, which is to give him the best bike. Our formula is pretty much the same even before Valentino came along. We’ve had world championships even before Valentino arrived and we’ve continued to work the way we always have. 50 INSIDER
JB - legen
dary crew c
hief
Name: Davide Brivio Function: Gauloises Yamaha Team Director the public want autographs. This influences a lot of things we do… but I can say that it is well compensated when it comes to the human side of things.” Vale says: “Davide is a friend from before my relationship with Yamaha. I knew him from 1995, when he was involved in superbikes in the Italian championship. We were good friends even when he worked with (Max) Biaggi and I raced with Honda. He was the Yamaha contact when we spoke about the contracts, and he is in charge of the entire organisation, team staff, trucks – all things MotoGP at the track.”
Davide - team boss /friend
I think that suited Valentino just fine.” The Rossi mania has always been a sizeable thing, which must be a peculiar thing for the no-nonsense Burgess to deal with. “He’s grown up with this. He’s only in his mid 20s and he’s been here since he was about 16 so the fan club has always been here. I think they enjoy it every bit as much as he enjoys it.” More dry JB wit ensues to explain the situation further. “I don’t think he physically goes out there and pays their bus fares to come out here. I think they want to come. If I had a Valentino Rossi in my town I think I might well come here to support him too.” Vale says: “To me he is the most important person on all technical points of the motorcycle. We have worked together for five years and he is not only my chief mechanic, he also teaches me how to set-up the bike, to modify my riding style, to understand the situation during practice. He helps plan my race strategy. I deal with a lot of people about these things, but every time I get on or off the bike Jeremy is the guy that I talk to first.”
INSIDER 51
For over 20 years Italian designer Aldo Drudi has been at the cutting edge of design in motorcycle racing. Famous for his Rossi designs and helmets for Doohan and Melandri, Drudi has a lot more aces up his sleeve both on and off the track WORDS: TOM JACOBS PICTURES: PIXELPONY, DRUDI
UPON ENTRANCE ALDO Drudi’s workspace looks like a shrine to
Top riders are very aware of their image, Kevin Schwantz being a
must be rather well off? “Unfortunately it does not work like a
ARCHIVE
do it themselves, that they tell a friend how they want it to look.”
racing memorabilia. Bike fairings, helmets, leathers and posters on
good example. Drudi came up with a logo for the popular
book or a record,” Aldo grins. “The design is sold to the riders. If it’s
Modest or not, with Valentino Rossi, Drudi helped to create the
the wall read like a who’s who of bike racing. Drudi, 46, has
American. Combining a distinctive yellow with the star of Texas
interesting enough the market will then request to use the design.
image of an iconic athlete. Using humour, imagination and real life
worked for the world’s greatest riders and is as enthusiastic as ever.
and his 34 number. Kevin’s helmet mixed personal style elements
Or helmet companies approach me directly. I think my influence in
influences, Rossi’s persona has grown into that of a fun loving car-
“A good relationship with the riders is extremely important. They
with the red, white and black from sponsor Lucky Strike and a
sales is not so big, people would buy a completely white helmet if
toon hero. Or make that a bunch of heroes. From Rossifumi, to
are all friends,” he explains. “A helmet is a very personal object.
fresh interpretation of the chequered flag. Five-time world cham-
that was what the most popular rider wore!” he says unassumingly.
Valentik and The Doctor, Drudi has participated in the development
Fittingly for a man who sees his job more as craftsmanship than
of the alter egos that marked every step of Rossi’s career. Whether
With my first helmet I remember how I kept it beside me when I
pion Mick Doohan was more quiet, but had a good idea what he
went to sleep. I’m sure I’m not the only one who has done that! It’s
wanted. The Australian was not concerned with gimmicks but
art he puts a new perspective to the phenomenon of replica hel-
with stickers, helmets, leathers or wacky winning rituals, every
much more than just protection, it’s your face on the bike. So for a
wanted his helmet to be special. Drudi delivered - making Doohan
mets. “I think idolization can be exaggerated sometimes. I would
opportunity to communicate is fully exploited. “Working with Vale
good design the personality of the rider has to come through.”
replicas best sellers around the world. So with all those royalties he
love people to go out and design their own helmet. Or if they can’t
has always been fun because we did those things as a team.
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the rider is a lot more important in MotoGP than in Formula One so I think that it’s correct that personalities shine through if they have such an exceptional impact. This said I think it is a prerogative you have to earn. Some young riders want to put up a big show, but they still have everything to prove.” Among the Rossi collaborations was the limited edition R46
Away from the track Drudi’s work shows a dif-
Designing the graphics on the Yamaha Motor Italia world superbike
two years of graphic design in at a private school in Florence. At the same time he already started to work in the motorcycle industry, simply because he liked bikes. “My first job were the decals for the 500 Morbidelli in 1979, they asked me after they had seen some of my stickers.” Drudi and his friends were seriously into racing- some of them actually being mechanics in GP racing now-and so was his brother Alessandro. “My brother had a disco
more subtle. Often one main colour with support-
and Graziano Rossi -an up and coming rider in those days- was a regular visitor. Graziano
ing graphical details. “Racing is a very specific
actually met his wife there! We got in touch because Alessandro was a big supporter and
environment, completely different from everyday
he sponsored (Graziano) Rossi a bit. So I started to make the letters with the name of the
life. You can compare it to the war colours the
disco to put on the leathers. I made my first helmet with the rainbow design for Graziano
Indians used before they went to battle. It is a
when he was an official Yamaha rider with the Agostini team in 1980. We have been
ritual that gives you power when you have to
friends ever since.” Since his debut in minibike, Graziano’s son Valentino begged Drudi to
fight. When the other guys look at you they are
design his helmet. Aldo refused, and said he had to wait until he was a GP rider. The young
already scared. Therefore we use strong colours
Rossi effectively ran with stock decals on his Dainese helmet when he competed in his first
cerned by esthetics, he has a strong interest in Drudi worked with Rossi on his famous helmet designs
Choosing the bike industry as a working terrain was a natural thing for Drudi who grew up in Catolica near the Adriatic sea. After his five year architecture course in Pesaro, followed
ferent flavour. His helmets for road users are a lot
and aggressive graphics.” Drudi is not only conMarco Melandri’s special Spiderman suit worn at the 2004 Italian Grand Prix was a Drudi creation
Passionate about bikes
safety that he applies in his product design for riding gear. He won recognition in this field, being awarded at the 2001 Triennale of Milan for
season of the European Championship. Drudi kept his promise and started to work with Valentino Rossi in 1996. And as they say all the rest is history. To this day Aldo continues to work as he did from his early days, drawing by hand and starting from a blank page. He leaves the further execution and computer manipulations to his girlfriend Alessandra and his two assistants. Apart from optical tuning pieces, Aldo’s design agency Drudi
He is very creative and comes up with ideas
manufacturer, that is what drives the
explains. “Simple, but strong designs work
industrial design with his T-age suit for Dainese.
himself. Some stuff has changed over time,
design. For example with Yamaha you have
best. Who does not remember the yellow
However the link with racing is never far off. “We
Performance, quietly evolves to the styling of a complete bike. So far Drudi has produced a
because as he grew older he evolved as a
the speed block design to work around. To
Roberts Yamaha in the Seventies with the
learned a lot from talking with Doctor Costa of
design study based on his own Yamaha TDM. Last year he surprised the bike world with the
person. I’m still proud of the sun and the
get good visibility on TV and pictures, the
black and white blocks? The white, red and
the Clinica Mobile in MotoGP. He knows what
exclusive naked sports roadster Macchia Nera (black spot), built in cooperation with the
moon concept we came up with. It tells a
graphics on the bike should be clear and
black Yamaha variation can look very nice
kind of problems the riders are facing on the
Italian race specialist Poggipolini and the Millona 1000NE race bike. Equally in 2004 Drudi
personal story. Vale went through a diffi-
not too busy. Sometimes you even need to
as well. The Lucky Strike bike from
track and also the type of injuries riders have on
styled the Rossi inspired R46 based on the Yamaha YZF-R6. Who knows what’s next?
cult period when he started in GPs. We
change the actual colour a little to work
Schwantz is another classic example of
the road. Obviously there is a big difference and
chose the sun and moon as they signify the
better on TV or to satisfy both parties. For
balanced graphics.”
it’s a big challenge to incorporate all this knowl-
good and the bad in life.”
example, Repsol normally uses white as a
Designing on a personal level is a differ-
For a rider to have a personal touch that
edge for the design of a product.”
backdrop, but the base of the Honda bike
reflects their image on the bike is rare,
ent game to commercial assignments for
was blue… You also have to keep in mind
Drudi admits. He reckons only the best rid-
design varies dramatically, but Drudi feels at ease with
racing teams, such as the styling for
or try to figure out how the other bikes in
ers are in a position that is strong enough
both and is well placed to comment on the next big
Yamaha Motor Italia’s new world superbike
the field will look. Like this year there is a
to enforce their input. “Schwantz could do
thing. “During the Eighties, graphics were really
team. Where Aldo was involved in almost
lot of blue. And some colours just happen
this to a degree, but also what Rossi has
important. Now the emphasis has shifted to develop-
all design aspects. “Developing the visual
to be very striking, just look at the yellow
achieved on this level is never seen before.
ment of the product and graphics at the same time.
identity of a race team is like a balancing
Camel bike. White often works great as a
For a sponsor it is normal that they want
That’s what makes contemporary bikes like the
act. Obviously there can be a big difference
background and everything you use in
the logo on the bike to be as big as possi-
Yamaha MT-01 so fascinating. The styling does not
in the image of a rider and a factory. To
combination will look rich.” Luckily not all
ble, but they also need to realize that the
come just from the lines the designer has put on
make things even more complicated you
mandatories are restraining for the creative
personality of the rider is beneficial for
paper, it’s determined by the mechanical pieces of
have a third party, the sponsor, who wants
process. Drudi embraces the way in which
their image. There’s a sort of magnetizing
the bike itself. The MT-01 is so pure, I think this is a
his influence in the styling. It’s always
companies play off their visual heritage in
effect in the combination. If you look at
very brave and exciting direction. The beauty of the
about making compromises. You have to
competition. “Recognisable items or colours
the big ‘46’ on Vale’s bike you can not deny
object on its own is more than enough, we don’t
start from the corporate identity of the
are great way to make an impact,” he
the energy it displays. Besides, generally
need to over design.”
54 INSIDER
The approach between graphic and product
INSIDER 55
vuill
Throttle
As a kid growing up in France, all David Vuillemin wanted was compete in AMA Supercross. After serving his apprenticeship in Grand Prix Motocross ‘Le Cobra’ he finally achieved his ambition in 2000 and, as Insider found out, the life is every bit as exciting as Vuillemin thought it would be WORDS: MATT ALLARD PICTURES: FRANK HOPPEN
IN A SPORT not known for long-term
to the US to race indoors when his GP
seamless move to the US Yamaha Team to
relationships, 2005 sees 27-year-old
schedule allowed.
race the AMA 250 Supercross
His love affair with the loud, brash side
Championships. That 2000 season on the
compete for a ninth successive year on
of the sport had begun many years earlier,
YZ250, remains his most successful, with
Yamaha. Hailing from Berre L'Etang near
after a trip to Europe's biggest supercross
four wins and a championship second
the Mediterranean port of Marseille,
race, the Bercy event in Paris. "When I
place behind 'Supercross King' Jeremy
France, he first signed for Yamaha as a
got there the first time (in 1985) it looked
McGrath. David and his parents set up
tall, lanky teenager to race 125 GPs in
to me like there were 100,000 people in
home that year in California, even taking
1997, graduating to the 250 class two
the stands, even though it was only
their pet dog with them. In 2005 only
years later.
14,000. I just wanted to race and to do
David remains, based in motocross-loving
AMA Supercross star David Vuillemin
One impressive year riding for Yamaha
the jumps in front of that crowd. I went
Corona near the Yamaha test track, where
Motor France in the premier class saw
every year to watch until I raced it and saw
he helps develop the team's race bikes.
Vuillemin claim third place in 1999. But
riders like (the US Dream Team) Rick Johnson,
But he now has his own family to dote on.
he had his heart set on something else,
Johnny O'Mara and David Bailey."
"even when I was 11, 12-years-old I was
My wife Erica is very supportive, and I
jumping huge stuff, and although I was
career on an indefinite - possibly permanent
hope my two children Charlotte and
looking at the GPs a little bit, I was really
– hold and won that very same Paris race,
David will speak good French as well as
following US supercross," he explains. He
becoming 'King of Bercy' for the first time.
English," explains the proud father. "For
was so focussed on the American cham-
He has since won it a further three times.
now we live in the US because we have
pionship that he often made brief forays 56 INSIDER
At the end of 1999, David put his GP
"Family values are important to me.
It was then off to America, and a
to, but when I retire we're going to live INSIDER 57
Insider Database a little bit in France and a little bit over
club. "I love soccer," says the American
part to his accessibility to the fans. His
here, which will be good for them."
within Vuillemin, "and I'd love my son to
website www.DV12.com is constantly
Make no mistake Vuillemin enjoys the
play." But Dad just laughs it off when
updated in both French and English, and
SoCal (Southern California) way of life, and
asked if his youngest should represent
he regularly posts (the only high-profile
there's always satellite TV and Fox Sports to
France or the USA.
motocross rider to do so) on the infamous
keep him in touch with home, and his beloved Olympique de Marseille football
Of the French riders based in the US,
'Mototalk' internet message board.
Welcome to Database, the section of Insider that tells you all you need to know about Yamaha’s official 2005 racing activities
Vuillemin's profile is the highest, due in
Riders
60-63
From Abe to Vuillemin, Database brings you the lowdown on the official Yamaha riders in all classes for 2005
64-65 Bikes Full technical rundowns on Yamaha’s YZR-M1, YZF-R1, YZF-R6, YZ450FM, YZ250FM, WR450F and WR250 machines
Calendar
66 Database
What’s happening where and when in the world of MotoGP, World Superbike, World Supersport, World Endurance, motocross and enduro
More detailed rider biographies and technical specifications of bikes from all classes can be found at the new look www.yamaha-racing.com website. Yamaha-racing.com also has an extensive collection of copyright-free (for editorial and private use) photography available for download. This includes an archive going back to the 1999 season. Insiders and members of the media can subscribe to our e-mail free news and race report service, on all featured classes (except AMA supercross). Insiders and media subscribers can also benefit from a more comprehensive photo archive.
All information in this section is correct as of June 7, 2005 58 INSIDER
INSIDER 59
Riders Yamaha Motor Italia
Valentino Rossi
Noriyuki Haga
Norifumi Abe
Date of birth: Place of birth: Residence: Height: Weight: World titles: GP wins: Bike:
Date of birth: Place of birth: Residence: Height: Weight: Bike:
Date of birth: Place of birth: Residence: Height: Weight: Bike:
16 February 1979 Urbino, Italy London, UK 182cm 59kg 6 71 YZR-M1
46
Colin Edwards Date of birth: Place of birth: Residence: Height: Weight: World titles: GP wins: Bike:
27 February 1974 Houston, USA Texas, USA 179cm 66kg 2 0 YZR-M1
5
Two-time Superbike World Champion Colin Edwards returns to Yamaha after an absence of six years. The Texan was a member of Yamaha’s superbike squad between 1995 and 1998 and is one of the most popular characters on the scene. Fifth place in last year’s MotoGP championship reconfirming his place as one of the best riders in the business.
Fortuna Yamaha Team
Ruben Xaus Date of birth: Place of birth: Residence: Height: Weight: World titles: GP wins: Bike:
18 February 1978 Barcelona, Spain Barcelona, Spain 183cm 74kg 0 0 YZR-M1
11
Ruben Xaus has worked his way through the ranks since bursting onto the scene on an R6 in the 1999 Supersport World Championship. Since then Xaus has proven himself as a front runner in world superbikes, before impressing on his MotoGP debut last year. Eleventh overall, with a best of third in Qatar, gave Xaus the ‘Rookie of The Year’ title on his satellite Ducati.
Toni Elias
MOTOGP
Date of birth: Place of birth: Residence: Height: Weight: World titles: GP wins: Bike:
26 March 1983 Manresa, Spain Manaresa, Spain 163cm 55kg 0 9 YZR-M1
24
Promising Spaniard Toni Elias makes the big move up to the MotoGP class following a successful career in 125 and 250s. A total of nine Grand Prix wins in those classes cumulated in a best championship position of third in the 2003 GP250 series. But while the switch to the 240hp YZR-M1 is huge, he is certainly looking forward to the challenge.
02 March 1975 Aichi, Japan Milan, Italy 168cm 65kg YZF-R1
41
One of Yamaha’s most popular riders, it seems appropriate that Noriyki Haga returns to race the R1. Haga proved his class last year by taking six wins and third in the championship. He’s aiming to do better in 2005.
The most famous bike racer of all time? Valentino Rossi’s star status rose even further last year when he guided Yamaha to it’s first premier class world title since 1992. A world champion in every Grand Prix class, Rossi is a cut above the opposition. But while his talents on the track race him into the record books, it is his fun loving attitude that turned him into a genuine celebrity.
60 INSIDER
Yamaha Motor France Ipone
Andrew Pitt THE GAULOISES YAMAHA Team is Yamaha’s whollyowned MotoGP factory team. The team was founded in 1999 following the retirement of Wayne Rainey, who had run the factory squad for the two years previous. Yamaha Motor Racing was set up to manage all but the technical side of Yamaha’s international racing activities and to run the MotoGP team. In 2002 the team workshop relocated from The Netherlands to a facility adjacent to Yamaha’s Italian subsidiary near Monza in Italy, leaving only the administration side of the business at Yamaha Motor Europe’s Amsterdam headquarters. For 2005 Yamaha Motor Racing has also made the move from The Netherlands to Italy to strengthen the management of the team and the total MotoGP operations. Based in Gerno di Lesmo in Italy, there is now a single Yamaha MotoGP European operation with Yamaha Motor Racing Slr. Managing Director Lin Jarvis at the helm. Although responsibility for the technical development of MotoGP remains predominantly at Yamaha’s Technology Development Division in Japan, a number of Japanese engineering staff complete the European MotoGP set-up. The logistics and the engine management sectors are also based in the team’s workshops. Davide Brivio has been the Factory Team Director since 2002 and is based in Italy. His race management history dates back to Yamaha’s Factory Superbike effort when Noriyuki Haga was fighting for the championship. Yamaha also enjoys a close relationship with its satellite Tech 3 team, known as the Fortuna Yamaha Team. Based in Bormes, in the south of France, Tech 3’s relationship with Yamaha goes back to 1999, when they took over the running of the GP250 factory team. After winning the championship in 2000 they moved to the MotoGP class, initially with YZR500 equipment and, since 2003, with the YZR-M1.
Date of birth: Place of birth: Residence: Height: Weight: Bike:
3
Japanese star Norick Abe makes his superbike debut this year after a thrilling career in MotoGP. A Yamaha factory rider since 1995, Abe is not setting any targets for the season, but early results suggest he should be a front runner.
Sébastien Gimbert 19 February 1976 Kempsey, Australia Douglas, Isle of Man, UK 178cm 65kg YZF-R1
88
Andrew Pitt makes his debut in the Superbike World Championship in 2005. The 2001 supersport champ is technically gifted, analytical and supremely fit. And Pitt has already proven to be a valuable asset to the superbike programme.
Yamaha Motor Germany
Date of birth: Place of birth: Residence: Height: Weight: Bike:
9 September 1977 Puy de Velay, France Puy de Velay, France 179cm 72kg YZF-R1
32
Few riders have spent as much time racing Yamaha R1s as Gimbert. A member of last year’s world championship winning Yamaha GMT94 endurance team, he will remain with GMT94 in their assault on the 24 hour classics.
Lorenzini by Leoni
Kevin Curtain Date of birth: Place of birth: Residence: Height: Weight: Bike:
7 September 1975 Tokyo, Japan Sitges, Spain 174cm 58kg YZF-R1
Gianluca Vizziello 22 May 1966 Sydney, Australia Lake Macquarie, Australia 170cm 60kg YZF-R6
11
One of the most popular characters in the supersport paddock, the experienced Kevin Curtain returns to action with the Yamaha Motor Germany squad with whom he finished sixth overall in 2004.
Date of birth: 3 March 1980 Place of birth: Policoro, Italy Residence: Policoro, Italy Height: 174cm Weight: 71kg Bike: YZF-R1 Flamboyant Italian Vizziello makes the step up to superbike with the same team that took him to second in the 2004 European superstock series. A tough and determined competitor, Gianluca will not be fazed by his new rivals.
45
Massimo Roccoli
Broc Parkes Date of birth: 24 December 1981 Place of birth: Hunter Valley, Australia Residence: Hunter Valley, Australia Height: 170cm Weight: 64kg Bike: YZF-R6 Broc Parkes joins Yamaha after finishing the 2004 series as vice-champion. The 'Boy from the Bush' started out on a dirt-tracker at the age of six and went on to win an incredible 45 national titles before switching to the tarmac.
23
Date of birth: 27 November 1984 Place of birth: Rimini, Italy Residence: Rimini, Italy Height: 168cm Weight: 58kg Bike: YZF-R1 Massimo Roccoli is set for his first full season of international competition. The 2003 Italian R6 Cup champ proved potencial in last year’s Italian Supersport Championship, taking two victories to finish third overall.
55
Kenan Sofuoglu Date of birth: Place of birth: Residence: Height: Weight: Bike:
25 August 1983 Adapazari, Turkey Braunschweig, Germany 174cm 68kg YZF-R1
54
For more detailed rider biographies and bike technical specifications from all classes visit the www.yamaha-racing.com website
Kenan was one of the finds of last season, finishing third overall in his first year of European superstock. Winner of the German Yamaha R6 Cup in 2002, Kenan’s spectacular riding style is winning him many fans.
Didier van Keymeulen Date of birth: Place of birth: Residence: Height: Weight: Bike:
25 August 1983 Gent, Belgium Gent, Belgium 179cm 72kg YZF-R1
69
Didier remains with the Yamaha Germany team after a promising 2004. Fourth in the overall standings came despite breaking his pelvis iat Brands Hatch. Fully fit, Didier will expect to challenge for wins and the title in 2005.
INSIDER 61
SUPERBIKE / SUPERSPORT / SUPERSTOCK
Gauloises Yamaha Team
Riders
Date of birth: Place of birth: Residence: Height: Weight: World titles: GP wins: Bike:
25 November 1972 Neeroeteren, Belgium Monte Carlo, Monaco 182cm 78kg 8 84 YZ450FM
Yamaha L&M Motocross Team
Cédric Melotte Date of birth: Place of birth: Residence: Height: Weight: Bike:
72
A living legend, Everts is simply the greatest motocross rider of all time. Stefan reinforced his position in the record books last year jumping to 79 wins and eight world titles. The Belgian is still as hungry to go out for title nine with physical tests earlier this year proving that Stefan is in his best shape ever.
Date of birth: Place of birth: Residence: Height: Weight: Bike:
7 July 1975 Rome, Italy Rome, Italy 179cm 72kg 0 0 YZ450F
www.motogp.com Official MotoGP website is stacked with news, stats, videos and live timing from races and qualifying. Some content is only for paid subscribers though.
30 May 1977 Brisbane, Australia Sint-Truiden, Belgium 175cm 75kg YZ250FM
7
Alessio Chiodi Date of birth: Place of birth: Residence: Height: Weight: Bike:
17 March 1973 Salo, Italy Brescia, Italy 164cm 66kg YZ250F
5
Team Yamaha De Carli
99
Antonio Cairoli Date of birth: Place of birth: Residence: Height: Weight: Bike:
The 29-year-old Roman will return to the MX1 class on a YZ450F after an injury plagued 2004 season in MX2. Fede still managed three podium finishes and came 11th in the world championship. The long-serving Yamaha rider will once again ride for the team of famed tuner Claudio de Carli.
www.yamaha-racing.com Yamaha’s racing website has all the news, race reports, high-resolution photography, rider and technical profiles relating to Yamaha’s official racing activities. Also home to the interactive Insiders club.
Date of birth: Place of birth: Residence: Height: Weight: Bike:
Small bike class specialist Chicco Chiodi still has the speed to surprise the young guns of the class. The three-time 125 world champion finished fifth overall in an injury-hit campaign that saw him mount the podium five times.
Want out more about your favourites riders? Well we could (and will) recommend a visit to Yamaha’s official website, but these sites from the various championships are well worth a look too
www.worldsbk.com New look site for the Superbike World Championship and support classes. Slightly chaotic navigation but has live timing from the races and qualifying sessions.
24 March 1973 Tauranga, New Zealand London, UK 165 cm 70kg WR450F
12
Two-strokes or four, fast or technical, dry or wet, Stefan is the perfect all round rider. Merriman comes fresh from the perfect season, having netted his fourth world title in Enduro 1 and the individual title at the ISDE.
23 September 1985 Patti (Sicily), Italy Rome, Italy 170cm 64 kg YZ250F
3
Sensational! That’s the only word to describe Antonio’s first full season of GP racing last year. The Sicilian kid collected one landmark after the other and went from his first podium over first heat win to first GP win at Namur.
www.motocrossmx1.com Official Motocross World Championship site has news, live timing and results from the three Grand Prix classes. Simple layout makes navigation simple, although a lack of graphics fails to portray the excitement of the sport.
www.abc-enduro.com Basic site with all the results, news, photos and travel information pertaining to the 2005 Enduro World Championships.
www.sxgp.com Official site for the AMA and Supercross GP championships with news and results from both series.
ONLY A COUPLE of months have passed since the 2005 edition of the gruelling Dakar rally, but David Frétigné already looks ahead to the next. Frétigné, 34, rode to a brilliant fifth place overall on a smaller capacity bike (Yamaha WR450F 2-Trac) compared to the 660 and 950 cc bikes of his competitors. “If the officials gave me back the time I lost when I stayed with Fabrizio (Meoni) waiting for the doctors, I would have been third. But it doesn't really matter, the most important thing for me is to know that one day I can win the Dakar,” David explains. The French rider won three stages and claimed another overall victory in the 450 class. Frétigné and the WR450F 2-Trac are in fact the latest additions to Yamaha’s rich Dakar history that include 10 overall wins and numerous class victories. The involvement of Yamaha Motor France in the 26-year history of the rally saw riders like Neveu, Orioli and Peterhansel become Dakar heroes. With the 2-Trac Yamaha once again confirms its pioneering technology. By providing drive to the front wheel, 2-Trac improves traction and increases stability. Developed by the Yamaha-owned suspension company Ohlins, the system uses a hydraulic motor in the front hub to provide drive to the front wheel. The pressure, and consequently the pulling power on the front wheel is regulated by sensors and varies depending on the amount of rear-wheel spin. “The bike is simply amazing,” says Frétigné, “2-Trac gives the rider a lot of confidence, when accelerating out of a corner or on soft or slippery surfaces. It’s so easy to handle you get the impression it allows you to do everything you want.” For this season Frétigné returns to the Enduro World championship, where he will contest the Enduro 2 class. After two years of absence his return to the WEC will give him the opportunity to work on his agility and base speed. Specific preparation for the ’06 Dakar, includes the Shamrock rally in Morocco and some private tests in the desert.
21 February 1981 Varsavia, Poland Gora Kalwaria, Poland 180cm 74kg WR250F
3
After an injury plagued 2003, Bartosz repaid the faith shown in him by finishing third overall in the Enduro 1 championship last year. The Pole also scored well-earned silverware at the ISDE where he won the Enduro 1 class.
Yamaha Factory Race Team Chad Reed
AMA Motocross
MOTOCROSS MX1/ MX2
Date of birth: Place of birth: Residence: Height: Weight: World titles: GP wins: Bike:
34
With a dominant win in the Italian GP, and a heat win in Neeroeteren McFarlane proved to be a major player in the MX2 class last year. For 2005 the YZ250FM mounted McFarlane hopes to mount a serious title challenge.
Team Yamaha De Carli
Claudio Federici
Date of birth: Place of birth: Residence: Height: Weight: Bike:
Team Yamaha RZ
Andrew McFarlane
8
Stefan Merriman
Bartosz Oblucki
Date of birth: Place of birth: Residence: Height: Weight: World titles: GP wins: Bike:
17 March 1975 Copenhagen, Denmark Langhirano, Italy 177cm 77kg 0 1 YZ450FM
UFO Corse Yamaha Italia
Melotte scored a MX1 GP win and four podiums in his first year as a Yamaha factory rider. For 2005 Melotski moves to the MX2 class where his talent, determination and factory equipment should make him a title contender.
Brian Jorgensen
Former European 125 champion, Jorgensen shows speed and aggression on the track. Off the track he is easygoing and approachable. Brian’s move to the Yamaha L&M Motocross Team marks his comeback to blue bikes after a two-year stint in 2000 and 2001 (Yamaha UK Racing Team). The Dane won his first GP last year and will look to better his eighth place in the series.
62 INSIDER
10 Augustus 1978 Namur, Belgium Namur, Belgium 178cm 77kg YZ250FM
Frétigné and the WR450F 2-Trac
Date of birth: Place of birth: Residence: Height: Weight: Bike:
15 March 1982 Kurri Kurri, Australia Dade City, Florida, USA 180cm 77kg YZ450F
22
The 2004 AMA 250 Supercross Champion, Chad Reed looks at another huge challenge this season: to defend his title successfully.
David Vuillemin Date of birth: Place of birth: Residence: Height: Weight: Bike:
25 November 1972 Berre, France Murrietta, California, USA 187cm 78kg YZ450F
12
Vuillemin is one of the most successful foreign riders ever in the supercross ranks. He was also part of France’s 2001 Motocross des Nations winning team.
Tim Ferry Date of birth: Place of birth: Residence: Height: Weight: Bike:
18 March 1975 West Palm Beach, Florida Dade City, Florida, USA 178cm 79kg YZ450F
15
A member of the Yamaha squad since 2001, “Red dog” is one of the toughest riders on the American supercross/motocross scene today.
Heath Voss Date of birth: Place of birth: Residence: Height: Weight: Bike:
17 February 1978 Worthington, Minnesota Mico, Texas, USA 182cm 84kg YZ450F
3
Voss had his best ever season last year, riding to seventh overall in the AMA series and was crowned World Supercross Champion in the FIM series. INSIDER 63
AMA MOTOCROSS / WORLD ENDURO
Stefan Everts
MX2
Yamaha L&M Motocross Team
Bikes
MotoGP
Engine
Superbike
Supersport
Superstock
MX1
MX2
SX
Enduro2
Enduro1
Four-cylinder,
Four-cylinder,
Four-cylinder,
Four-cylinder,
four-stroke 16-valve DOHC
four-stroke 20-valve DOHC
four-stroke 16-valve DOHC
four-stroke 20-valve DOHC
Single-cylinder, four-stroke, five-valve DOHC
Single-cylinder, four-stroke, five-valve DOHC
Single-cylinder, Single-cylinder, two-stroke with piston reed valves four-stroke, five-valve DOHC
Single-cylinder, four-stroke, five-valve DOHC
990cc
998cc
599cc
998cc
449cc
249cc
249cc
449cc
249cc
Bore and stroke
Not disclosed
77.0mm x 53.6mm
65.5mm x 44.5mm
77.0mm x 53.6mm
Not disclosed
77.0mm x 53.6mm
66.4mm x 72.4mm
77.0mm x 53.6mm
Not disclosed
Ignition
Magneti Marelli with adjustable
Magneti Marelli with adjustable
Yamaha CDI with revised fuel
TCI (digital)
YRRD Computer adjustable CDI
YRRD Computer adjustable CDI
Vortex Ufo Corse spec
WR standard
mapping
mapping
injection mapping
Fuel injection
Fuel injection
Fuel injection
Fuel injection
Single Keihin FCR 41mm carburetor Keihin FCR 38mm
Single Keihin MX39/1
Keihin FCR37H
Semi-pressurized wet sump
Premix
Semi-pressurised wet sump
Semi-pressurised wet sump
Engine type Displacement
Carburation Lubrication system
Wet sump
Wet sump
Wet sump
Wet sump
Semi-pressurized wet sump
Maximum power
More than 230hp
More than 200hp
More than 135hp
180hp
60hp
43hp
53hp
N/A
N/A
N/A
N/A
N/A
Maximum speed
Over 330 km/h
Over 310 km/h
Over 285 km/h
Over 310 km/h
6-speed cassette-type gearbox,
6-speed
6-speed
6-speed
4-speed
5-speed
5-speed
5-speed
5-speed
Gear
Gear
Gear
Gear
Gear
Gear
Gear
Gear
Transmission
Transmission Type
40hp
with alternative gear ratios Primary drive
Gear
Clutch
Dry, multi-plate slipper clutch
Wet, multi-plate slipper clutch
Wet, multi-plate slipper clutch
Wet, multi-plate clutch
Hydraulic wet, multiplate
Wet, multiplate
Wet, multi-plate
Wet, multi-plate
Wet multiplate
Final drive
Chain
Chain
Chain
Chain
Chain
Chain
Chain
Chain
Chain
Steel semi-double cradle
Steel semi-double cradle frame
Steel semi-double cradle frame
Steel semi-double cradle frame
Chassis and running gear
Chassis and running gear Frame type Front suspension Rear suspension
Front/rear wheels
Twin-spar aluminium frame with
Twin-spar Deltabox V aluminium
Diamond shaped cast aluminium
Twin-spar Deltabox V aluminium
aluminium swingarm
frame
Deltabox III chassis
frame
Steel semi-double cradle frame
Fully-adjustable Öhlins inverted
Fully-adjustable 42mm Öhlins
Fully-adjustable 41mm inverted
Fully-adjustable 43mm inverted
Factory fully-adjustable 50mm
Factory fully-adjustable 48mm
Fully-adjustable 48mm
Factory fully-adjustable 46mm
Factory fully-adjustable 49mm
telescopic forks
inverted telescopic forks
telescopic forks
telescopic forks
upside-down Kayaba forks
upside-down Kayaba kit forks
Kayaba telescopic fork
Solva inverted forks
Solva inverted forks
Kayaba single shock
Braced aluminium swingarm
Braced aluminium swingarm
Braced aluminium swingarm
Braced aluminium swingarm
Monocross with Factory Kayaba
Monocross with Factory Kayaba
with single Öhlins shock and
with single Öhlins shock and
with mono-shock and
with mono-shock and
gas shock absorber
gas shock absorber with Titanium
20/21” front, 19“ rear
20/21” front, 19“ rear
rising-rate linkage
rising-rate linkage
rising-rate linkage
rising-rate linkage
16.5” front, 16.5” rear available in
120/75 16.5” front, 190/65 16.5” rear
120/70 17” front, 180/55 17” rear
120/75 17” front, 190/65 17”rear 17” front, 17” rear
Solva factory rear gas shock
Solva factory rear gas shock
absorber
absorber
21” front, 19“ rear
21” front, 18“ rear
21” front, 18“ rear
Single 250mm steel disc
Single 250mm steel disc
Single 250mm steel disc
a variety of rim widths Front/rear tyres
16.5” front, 16.5” rear
16.5” front, 16.5” rear
17” front, 17” rear
Front brake
Twin 320mm carbon discs with
Twin 320mm steel discs with
Twin 310mm steel discs with radial Twin 320mm steel discs with
Single 270mm steel disc with
Single 270mm steel disc with
radial mounted four-piston
radial mounted four-piston
mounted four-piston calipers
Brembo radial caliper
Brembo radial caliper
Brembo calipers
Brembo calipers
Single 220mm ventilated stainless
Single 220mm steel disc
Single 220mm steel disc
Single 220mm steel disc
Single 245mm steel disc
Single 245mm steel disc
Single 245mm steel disc
Single 245mm steel disc
Single 220mm steel disc
Rear brake
radial mounted four-piston calipers
with twin-piston Brembo caliper Weight
148kg
165kg
162kg
172kg
102kg
96.5kg
96kg
105kg
101kg
Fuel capacity
22 litres
24 litres
17 litres
18 litres
8 litres
8 litres
8 litres
8 litres
6,9 litres
64 INSIDER
INSIDER 65
Race Calendar 2005
The new Yamaha RS Viking
Driven by Instinct February 26 March 28 April 02 03 09 10 17 24 May 01 07 08 09 15 21 29 June 04 05 06 12 19 25 26 July 02 03 10 17 23 24 31 August 07 13 14 21 27 28 Sept. 04 11 13 17 18 25 October 01 02 08 09 15 16 23 Nov. 06
Qatar-QAT Assen-NED (500 km) Phillip Island-AUS * * Jerez-ESP Estoril-POR
Zolder-BEL
Valencia-ESP
Le Mans (24h)-FRA
Bellpuig-SPA Aquida-POR
Monza-ITA
Namur-BEL
Guadalajara-SPA Guadalajara-SPA Ourem-POR Ourem-POR
Shanghai-CHI
Le Mans-FRA
Tolmezzo-ITA Tolmezzo-ITA
Teutschental-GER Albacete (8h)-ESP * Silverstone-UK
Sugo-JAP
Mugello-ITA
Matchams Park-UK Castiglione del lago-ITA
Gernika-SPA Gernika-SPA
Catalunya-ESP Assen-NED * Misano-ITA
Saint-Jean d’Angely-FRA Montmelo (24h)-SPA Uddevalla-SWE
Most-CZE Most-CZE
Laguna Seca-USA Brno-CZE
Sun City-SA Digne-FRA Digne-FRA
Donington Park-UK Sachsenring-GER
Suzuka (8h)-JPN Brands Hatch-UK
Nismes-BEL Loket-CZE
Oschersleben (24h)-GER * Oschersleben (24h)-GER * Isle of Wight-UK Heinola-FIN Heinola-FIN
Brno-CZE Assen-NED Lausitzring-GER
Lierop-NED Povasca Bystrica-SLO (6 days)
Motegi-JAP Sepang-MAL
Bol d’Or (24h)-FRA
Desert Martin-UK *
Vallelunga-ITA (200 mls)
Ernee-France (MX des N.)
Qatar-QAT * Imola-ITA Magny Cours-FRA Phillip Island-AUS Istanbul-TUR
Serres-GRE Serres-GRE Schilpario-ITA Schilpario-ITA
Valencia-SPA
* Saturday race * * No superstock race 66 INSIDER
www.yamaha-motor-europe.com