the fim magazine - ride with us - n° 67

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SuPeR JaMeS2009 MONSTER ENERGY SUPERCROSS,AN FIM WORLD CHAMPIONSHIP SEASON REVIEW

CaRMeLO eZPeLeTaINTERVIEW

Ben SPIeSUNSTOPPABLE

WITH US !R I DE

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5 Editorial

ride

6-7 The Iberian effect: How MotoGP has grown in SpainPAddOCK MOTOGP

8-9 Carmelo Ezpeleta Interview

PAddOCK MOTOCrOSS

10-13 Shifting shapes:The new breed and style of Motocross Grand Prix StarsViNTAGe

14-1 6 Honda in Road Racing Grand Prix

STANdiNGS18-19 FIm Indoor Enduro World Cup: triumph of Ivan Cervantes

FeATUreS

20-21 Interview Greig Craft:Founder of the Asia Injury Prevention FondationSTANdiNGS

22-25 2009 Supercross Season: Expectations, Drama & Glory

GALLerY 26-27 Super James Stewart

FiM iNSide29-31 Ride Green: 2009 World Environment Day

MArKeT PLACe32-34 “Born on the SBK Racetrack”

ViNTAGe36-37 Coupes Moto Legende in France

TeCH TALK38-41 Back to the Future - with TTXGP

42-43 FIM INSIDE

GALLerY44-47 Spies, Unstoppable

49-50 ROAD BOOK JULY/AUGUST

MAY JUNE 09.67

Publishing director: Guy Maître

Chief editor: Isabelle Larivière

Fédération internationale de Motocyclisme11, route Suisse – 1295 Mies – SuisseTel : +41-22 950 95 00 – Fax : +41-22 950 95 01@ : [email protected] – Internet : www.fim-live.com

Photos: Frank HoppenDavid ReygondeauStan Perec & Lukasz SwiderekDorna Sports S.L.Ray ArcherMaurice Bula Collection/FIMRPM RacingFIA Foundation BMW MotorradWalter WermuthTTXGPStefan LodestonEric Malherbe

Lay-out & Printing: Oiko ServiceVia Verrotti 6065126 Pescara - Italy

FiM Magazine n° 67 Issued May-June 2009

Past issued available on request

The articles published in this magazine do not necessarily reflect the official position of the FIM.

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

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FIM-LIVE.COMFIM-STORE.COM

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Dear Readers,

One of the most important challenges for a sports federation like ours is communication. The FIM is made up of almost 100 Federations from countries with different languages and cultures. Thus, we need to discuss ideas or action plans in common to set common objectives for this big community which we hope will increase in quantity.

Sport, like some arts, aims directly at feelings. We do not need words to understand it; we only need to put our body in motion. Those feelings that often turn into passion are what we want to show. We could also say that promoting our sport is our “passion”. We want as many people as possible to know what it feels like to be on a motorcycle and to ride on a circuit or simply watch others riding for the sheer pleasure of it.

Making plans to expand our presence needs a lot of work, discussions and… words. We have significant means to carry out these plans, such as Ride With Us! The FIM Magazine, the FIM-Live.Com, the FIM Moto Show, etc.; but we have only one tool: language. The most popular language in the world is English. In practice, we can make ourselves understood in any place in the world by speaking English only.

However, making ourselves understood is one thing, but communicating easily is another. It means not imposing on anyone the effort of reading a foreign language and mainly making ourselves understood in our own language. Actually, considering the number of countries aff iliated to the FIM, we should have more language tools. Our magazine as well as the web site should be read in Arabic, Chinese, French, German, Portuguese, Russian, Spanish… and many more languages besides!

This would be an important and challenging target. Unfortunately, in order to achieve it, we need considerable f inancial resources to cover the costs of these publications and of hiring qualif ied staff. But the more we promote the image of our championships through TV, photos and our own branding, the sooner we will obtain the necessary funds to achieve it. I hope that this will become a reality in a short time.

It will be with great pleasure that I will see you again in the next FIM Magazine.

Vito iPPOLiTO FiM President


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ediTOriAL

THe iBeriAN eFFeCT HOW MOTOGP HAS GROWN IN SPAIN

IT waS THE FIrST vISIT To

JEREz, BACK IN 1989 THAT

SHOWED WHAT WAS COM-

ING. THE NEW ANDALUSIAN

VENUE WAS COMPLETELy

OVERWHELMED. I RECALL

500 RIDER TADAHIKO TAIRA,

IN FULL LEATHERS AND

CARRyING HIS HELMET,

CLIMBING OUT OF THE

yAMAHA FACTORy-TEAM CAR

In THE noSE-To-TaIl TraFFIc

JAM THAT STRETCHED

ALMOST ALL THE WAy BACK

TO TOWN, AND JOGGING THE

LAST FEW MILES TO THE PITS.

ONLy THAT WAy WOULD HE

BE IN TIME FOR RACE MORN-

ING WARM-UP.

Everybody knew well enough that Spain loved motorbike racing, but previous visits had been mainly to tracks in or near big cities: Montjuich Park in Barcelona or Jarama by the freeway outside Madrid. The scale hadn’t been so obvious.

Out here, in the rolling empty land of sherry, with its big skies and quaint little country roads, the true size of the invasion was staggering. And these fans had travelled long distances to the new track, converging to swamp the quiet and dignif ied old town, and its surroundings for some miles around.

The success of Jerez as a fan trap was a major portent. It came before Dorna and the much-increased Spanish influence in MotoGP, and signalled an event that would come to break all sorts of modern records for crowd attendance.

Fast forward to 2009. The circuit, with its f ine new buildings, is served by a major road network and massive new car-parks: 15 years of traffic travail have evolved into a system so slick that the free flow into the circuit this year made it seem as if the crowds must have stayed away, hit by the credit crunch.

Far from it.Race day attendance was more than 120,000 - admittedly down by about 10,000 on the year before. But that 2008 race-day f igure of 131,563 swelled to set a new record when Friday and Saturday crowds were added, for a full weekend attendance of more than 243,000.

Cer tainly Sunday’s crowd made the Spanish GP the best-attended one-day sporting event in Spain. Bear in mind that this is just one of three GPs in Spain (plus one just over the border in Portugal), and that both Catalunya and Valencia reliably bust the 110,000 mark on race day. This is a measure of just how popular MotoGP has become to the people of Spain. Not just to watch it on TV, but actually to get out there, brave the traffic and the crowds, and get track-side, where you can really be part of the whole experience.

So how exactly do the numbers stack up?

Let’s start with the broadest possible context. In world terms, the biggest spor ting crowds are for the Olympic Games. But the Olympics involve a whole panoply of dif ferent spor ts in many different arenas, albeit inter-connected; and take place over a couple of weeks. They stand alone.

The same is true of the major tennis tournaments: add up the crowds day by day over the week or more of the event, and the numbers soar. But the capacity of Wimbledon’s Centre Court means that only 15,000 spectators can be court-side to watch the f inal.

Football? To be fair, the same restriction of stadium capacity ultimately determines the size of the crowd. Even if every seat is sold, and for big games you can count on this happening, the record crowd numbers all fall short of 90,000. All three Spanish races easily outranked any single football

FiM MAGAZiNe .67 /// MAY JUNe 2009 7 6 FiM MAGAZiNe .67 /// MAY JUNe 2009

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game, giving some credence to the claim that MotoGP is more popular than football on the Iberian peninsula.

The comparison is thin, however. The Spanish national football league runs almost 400 games in the course of the season, at stadia large and small. With an average attendance just short of 30,000 (2006 f igures), this gives a total number of spectators over the year of more than 11 million. MotoGP comes nowhere near. The 2008 full weekend tally for all three Spanish events was 654,142.

Dorna’s 2008 figures are more impressive when you take the whole world, and the full season, into account. Last year, MotoGP put more than 2.4 mil l ion bottoms on trackside seats.

Spain’s contribution to this total is the most signif icant. Italy, by comparison, where Rossi fever is a national epidemic, had two races. Two thirds the number of events, but a combined spectator tally little over one third as big, at 225,349.

But there is no real need to f iddle with the

f igures to boost bike racing’s importance in Spain. It’s quite obviously right up there, and still growing. The simple numbers prove it without any manipulation.

Last year’s Formula One race at Catalunya, the only car grand prix in Spain, pulled a race-day crowd of 132,600. This did top the 113,150 bike fans who came to the same track earlier in the year to watch Dani Pedrosa outrace Valentino Rossi by 2.8 seconds. But nobody would say as a result that F1 was more popular in Spain than MotoGP, because it simply and patently is not true.

All the same, let’s get it in proportion. We know that everything in America is bigger and better.

How much so, in motorsport?

Not very much, in fact. The average attendance for the main series, NASCAR oval-track events, was measured in 2003 at 186,000, according to one source. But things have fallen off there while MotoGP has been growing: current claims from the France organisation put the NASCAR

average now at 110,000. This is less than Spain’s 2008 race-day MotoGP average of 120,834.

Nothing, however, can compare with a couple of single motor racing events. The Le Mans 24 -Hour car race count s spectators in the hundreds and thousands

- more than 230,000 on a good year.

But back to America, and hold on to your hats.

The Indianapolis motor Speedway does not d isc lose f igure s for r ace - day attendance for the Indy 500 race, but the stadium can seat more than a quarter of a million on the grandstands lining the oval, and another 140,000-odd on the infield. Conser vative estimates put race day crowds at more than 350,000.

Let’s hope they don’t all decide to come to Jerez next year, because they will just jam the place up again.

by Michael Scott

r i d e ///


CArMeLO eZPeLeTAInTErvIEw

and Aprilia to stay in the competition and be able to respect their commitments. KTM has already decided not to enter next year. We have received a large number of requests for the Moto2 class and we will wait until the Portuguese Grand Prix to have more information on the future set-up of the 27 teams which have been provisionally

FiM: As President of the Grand Prix Commission, what do you think about the various changes in the rules that have been decided since the beginning of the season?Carmelo ezpeleta: When the economic crisis started, the manufacturers contacted the FIM President and myself in order to share their concerns with us. In particular, the Kawasaki team had decided not to continue, and we worked together in order to keep them in the Championship, even with another name. The manufacturers made some proposals aimed at reducing costs as of 2009 but also at preparing for the future. The Grand Prix Commission studied the impacts of the changes to be enforced, in particular on the sporting aspects of the Championship. Our objective is to find the best possible compromise between cost reduction and maintaining the quality and interest of the Championship. The most important changes will be enforced next year. Not everything has been decided yet but we will keep on working in order to adapt all the proposals for changes to the needs of the Championship.FiM: Can you explain how and why Honda was designated to provide the engines for the Moto2 class? don’t you think that to have 250cc 2-stroke and 600cc 4-stroke racing together could pose some problems?C.e.: It was the manufacturer members of MSMA who unanimously proposed to have a unique engine in Moto2 in order to significantly reduce the costs. This class is intended to allow the development of the rider and his team so it is necessary that the technical aspect, which is very expensive, is less important. We therefore asked the manufacturers who were interested to give us their proposals. Finally, Honda was chosen because the engine they can offer as from 2010 will be the most successful and reliable one. We are still working on the set-up of this new class, on the technical points and maintenance. It is still too early to give more details on the logistic aspects.To have both classes racing together until 2011 was suggested in order to allow KTM

accepted. We should also have about 40 riders on the Moto2 starting grid in 2010.FiM: The season is now well underway: what is your feeling about this first part? How do you see the near and mid-term future?C.e.: After the Catalunya Grand Prix, the classifications of the three classes of the FIM Road Racing World Championship Grand Prix are really very close. In MotoGP we even have three riders who are even on points in first place! These results confirm the validity of the decisions which have been taken. I am very happy to say that so far all the accepted changes were decided unanimously by all the parties concerned. We think that we must continue to work in the same direction.FiM: The FiM is also working on the improvement of its image. What do you think about the work achieved so far? What is your relationship with the FiM?C.e.: The FIM and Dorna have been partners since 1991. We are in permanent contact, more than partners. The FIM is the owner of the Championship whereas Dorna is the commercial rights’ owner. Throughout this time, we have always made a balance between the spor ting par t and the commercial part. This Championship is, above all, a sporting competition and our priority is to manage it by putting the sporting aspect first. Afterwards, of course, business is important for us as well as for everybody else, allowing the FIM to invest in other disciplines. But I can tell you that after these 18 seasons, we are very happy with our relationship with the FIM.FiM: After the celebration of its centenary, five years ago, the FIM started to work on a strategic plan in order to redefine its targets at mid and long term. As a promoter, do you understand the meaning and the need for this approach by the FiM?C.e.: I think that the most important thing we have in this world championship is history. The FIM is 100 years old and the Road Racing World Championship Grand Prix is more than 60 years old! This is the oldest competition of racing motorcycles


/// PAddOCK

and it has grown up in an extraordinary way thanks to incredible World Champions. After all these years the FIM wishes to redefine itself and this is a good thing. We must all work together and the FIM can count on Dorna’s collaboration to help on the work of redefining its image.FiM: On a more personal aspect if you don’t mind, after all these years, which year or event had the most impact on your career? Can you explain why? do you think you will continue to invest yourself for a long time in defending motorcycling competition at world level?C.e.: It was the fatal accident of Kato in Suzuka in 2003. It was a terrible thing and the worst situation in all these 18 years. We had always treated the question of safety as a priority, with the utmost seriousness, but this accident of Kato led us to take very important decisions for the future of the championship and for the riders’ safety. The FIM decided to create the Safety Grand Prix Commission chaired by the Road Racing Commission President with the participation of the riders. We are working together relentlessly in order to ensure the highest possible level of safety on all circuits.Concerning my own projects? After these 18 years I am not thinking about retiring! As long as I am able to fulf ill my duties completely, I am not considering any retirement. If one day I am no longer able to come to the events, or I feel I am no longer up to the job, then it will be different and I know that there are people in Dorna capable of succeeding me. Today, as long as my health allows, I think I still have some time to be here!

by Isabelle larivière

ABOUT CArMeLO eZPeLeTA

Place & date of birth: Barcelona (Spain), 17 July 1946

Marital status: Married with two children. Closely involved in motorsport (bikes and cars) from a young age as an amateur rider.Five-time Spanish Champion with the ‘Cesta Punta’ Catalan team Studies in engineering.

Professional Career:Circuit Director for Calafat Circuit • (Barcelona) from September 1974 until 1978. After that he moved to Madrid and • became Director of the Jarama Circuit and Manager for all Sports Activities at the Real Automovil Club de Espana (RACE) for 10 years. During his time at the Jarama Circuit, the track held four Formula 1 races and ten MotoGP events. During that time his responsibilities included the management of the Ford-RACE Team (1987-1988). Carlos Sainz became Spanish Champion with this team and it took him to the World Rally Championship.In 1988 he went back to Barcelona after • being nominated Executive Director of the ‘Consortium for the Construction of the Circuit of Catalunya’ and Sporting Manager of the Reial Automòbil Club de Catalunya (RACC). During this time the RACC organised events such as the Rally Catalunya-Costa Brava ( World and European Championships), Baja Aragón and inauguration stage of the Paris-Barcelona-Dakar race.

In 1991 Dorna Sports acquired the Rights • to the FIM MotoGP World Championship, and he joined the company in March of that year as Director of Motorsport. In 1994 he became Executive Director. Since 1998 he has been shareholder and CEO for Dorna Sports S.L.

ABOUT dOrNA SPOrTS

Dorna Sports was established in 1988 as an international Sports Management and marketing company. Headquarters are in Madrid, with off ices also in Barcelona, London and Tokyo. Bridgepoint Capital and the management of the company are its shareholders.Dorna has been the exclusive holder of the commercial rights relating to the FIM Road Racing World Championship Grand Prix (MotoGP) since 1992. The company also participates in the management, marketing and distribution of the Spanish Road Racing Championship (CEV).Dorna’s main activity is its involvement in the FIM MotoGP World Championship through: a) Coordinat ion with the Fédération Internationale de Motocyclisme “FIM”, the championship’s rights owner, of the sporting and technical regulations, b) Relations with manufacturers and teams, c) Organisation, with each local promoter, of the Grand Prix, d) Commercialisation of the Media Rights (TV production, TV rights commercialization and communications issues related to the Championship) and e) Exploitation of the Advertising, Licensing and Corporate Hospitality rights.

PAddOCK ///


Gautier PAULIN ///

/// PAddOCK

FiM MAGAZiNe .67 /// MAY JUNe 2009 11

SHiFTiNG SHAPeSTHE NEW BREED AND STYLE OF MOTOCROSS GRAND PRIX STARS

The impact of several young riders and their quick, subsequent success over the last few years proves that a modern style is creeping into the motocross world championship. Names like Townley, Pourcel, Cairoli, Searle and recently Teillet, Paulin, Musquin and perhaps most emphatically Ken Roczen, are athletes who have stood out through their loose, adventurous and fast approach to handling a motorcycle. Interestingly, from that small list above, all have won Grand Prix, apart from Teillet and Roczen, who are both negotiating their debut seasons in 2009 and Roczen has already come close, despite only four GP appearances, taking

second positions in Spain and France and held an interesting little statistic of not being overtaken in any his first three Grand Prix (an eye-brow raising six motos in total).

The speed and spoils this ‘new’ style brings is almost matched by the aesthetic splendour it affords the sport. The acrobatics almost beggar belief and the physics of the synergy between rider and machine seem subverted. The origins of this radicalism evolved from the United States where the popularity of Supercross and the many jumps and rhythm sections of the tracks led to riders probing, and then stretching, the boundaries for means to shave tenths from lap-times. As the World Championship circuits embrace more obstacles and leaps,

the validity of this approach gains more credence and the proof lies in the results (as well as the popularity of the fresh generation currently racing).

At the heart of this advanced skill set of flicks is the ‘scrub’, a way of manhandling the bike at various angles while airborne; a manoeuvre that seems to be as effective as it is spectacular. “You will see more of this style,” believes former f ive times world champion and Teka Suzuki WMX1 Team Manager Eric Geboers.

“Many people talk about scrubbing but not many know what the real purpose is. You are trying to keep the centre of gravity low on the edge or the crest of the jump and change the trajectory of the ramp. If you can bring the momentum lower then it gives you the possibility to go faster and jump further. The faster you can cross that edge, well, then, that is what it is all about.”

“What we are seeing now in the World Championship shows that there has been an evolution of styles and that is interesting,” says motocross legend, ten times World Champion and Red Bull KTM Team Manager Stefan Everts. “It is very cool to see the change and how these kids are now getting around the race track. They are really hanging off the bike, sometimes over the rear mudguard, throwing their bodies left and right and it is great to watch. Scrubbing is a very important technique now for a rider because the tracks have a lot of jumps these days. If you have ten jumps and you take 0.4 of a second off each of them, multiplied by 18 or 19 laps then you are getting faster.”

MOTOCROSS IS ONE OF THE MOST EXPRESSIVE FORMS OF MOTORCyCLE

RACING AND THE SPORT IS ALSO ONE OF THE MOST VISUALLy VIVACIOUS,

AS INDIVIDUALS FIGHT PHySICS AND THE LIE OF THE LAND TO REACH THE

CHEqUERED FLAG FIRST

Gautier PAULiN ///

Bud Racing’s Gautier Paul in was European Champion and amazed all with his talent during a breakthrough 2007 campaign. He led the MX2 world championship for the first part of this season.


PAddOCK ///

Tony CAIROLI ///

The current exponents of a visual change in a Grand P r i x r i d e r ’s c r a f t a re becoming more numerous in the start gate, mostly young Frenchman, from a c o u n t r y t h o r o u g h l y

enamoured with the rigours and technique of Supercross. Perhaps the two best examples from the classes though are Tony Cairoli (former double MX2 world champ and now leading the MX1 series in his first season) and Ken Roczen (a German teenager who could only make his MX2 debut at round five after his 15th birthday).

“Cairoli made it noticeable but Roczen is giving proof that if you are not working on scrubbing then you will not reach the top of the business,” says Geboers. “I think now it is one of the leading requirements of a rider. Everyone can scrub but the list of people that can do it the whole race is much shorter.”

“I think the modern style can make the difference. I changed my style in 2004 because I developed more confidence with the bike and I was able to express myself,” says Cairoli. “I could scrub a lot more and found it easier to be smooth. When I was growing up I had my idols, like Jeremy McGrath, but I went my own way on the motorcycle.”

“Maybe 15 years ago this style did not help so much because of the

size and frequency of the jumps,” the yamaha Red Bull De Carli rider continues. “Now we have a lot of them and some big ones too and I think you can see the difference in the way the riders attack them. For sure sometimes it can carry more risk than a guy who jumps straight, but it is about being faster. It is fun to ride like this but of course the speed is the most important thing and these techniques get you in a closer position to pass.”

“Going against riders who do not move much, it can be easier to see where you can overtake them and what you are doing differently on the bike to gain an advantage,” adds the ’09 Turkish and Portuguese GP winner. “When you go against someone with the same style, for me it was with Christophe Pourcel in 2006 and 2007, it was hard to race because he was thinking in the same way and could do what I also wanted to do.”

Scrubbing looks great but it does increase the physical realms of an already brutally demanding discipline. This is another way in which the younger generation have an advantage.

“I think if you grow up riding like that then it is not tiring,” says Everts. “If you are older, like me, then you won’t be able to do it for long in a race. When I was winning there was not really anyone scrubbing. I always tried to focus on the jumps to keep as low as possible. I was the smooth guy and it probably did not look like I was going fast; for the fans there is quite a contrast with a style like that and what they see now.”

The photographer’s favourite for several years now. Tony Cairoli is still turning heads and records with his maiden season in MX1. The Sicilian is arguably the most popular motocrosser in Europe.

/// PAddOCK

12 FiM MAGAZiNe .67 /// MAY JUNe 2009 FiM MAGAZiNe .67 /// MAY JUNe 2009 13

“For some people this is hard to do for more than twenty minutes in a race but I feel I can do it when I want,” asserts Roczen.

The teenager, of the Teka Suzuki Europe World MX2 team, is perhaps the most dazzling example of talent to enter the World Championship since the turn of the century. “He has a really good feeling for what he is doing on the bike and it is a completely natural instinct; if you asked him about how he was riding in a certain place then perhaps he couldn’t answer fully,” says team Technical Co-ordinator Jens Johansson. “He is a modern motocross rider, he uses the physics of the motorcycle; even to the point that when he came over to us in the winter we did some training on sand tracks and his style didn’t work! We had to tell him to jump like an old fashioned Dutch sand rider!”

“For sure Ken Roczen is the stand-out rider in the world championship for what he can do,” offers Cairoli. “Roczen does it automatically; I’m sure he even scrubs when he is walking down a flight of stairs,” opines Geboers.

“I always do what I want on the bike; maybe that is something important,” the rider himself explains. “I feel confident and maybe this is something that makes the difference between riders. I scrub because it is fun and also because I can see that it makes me faster over the others; I see that I am winning ground.”

However, for all the forward-thinking-and-doing, there are still some that believe that in the opportunity for self-interpretation that Motocross, through its nature, evokes.

“I don’t think it is absolutely necessary to ride like Ken does,” claims Johansson. “That is one of the best things about motocross; that every rider has their strong points and their own best way to get around the track.”

by Adam Wheeler

Ken rOCZeN ///

Fifteen year old Ken Roczen has lit-up the Motocross World Championship with his sheer natural ability. He has two second positions already, after less than half a dozen GPs , a feat that is unprecedented.

12 FiM MAGAZiNe .67 /// MAY JUNe 2009

PAddOCK ///


Europe and the United States. He also thought that the sport would be an excellent vector for bringing up a good image of the brand by achieving good performances on the tracks and eventually clinch one or various world titles.

What was the top of motorcycle sport in the 50s? The Road Racing Grand Prix of the World, where all existing manufacturers from the European continent were fighting for supremacy, particularly the Italians and the British.

Soichiro Honda went to Europe in 1956 to have a look to the existing models and markets, and went to see the Tourist Trophy on the Isle of Man - he had been planning this travel for two years. He went back to Japan with two tasks: to reduce the technological gap with European industry, and to make his machines winning on the racing circuits.

In 1959, as a first test, Honda sent a team to the Tourist Trophy on the Isle of Man, with 125cc twin-cylinder RC 142 machines. The best result was a sixth place by rider Naomi Taniguchi, on a circuit of more than 60 km that no Japanese rider knew or had ridden on before. The team went back to Japan with plenty of information. Working day and night, the factory, beside the manufacturing of models and creation of new design, was preparing the motorcycles to enter all races of the Grand Prix competition in 1960 with one Japanese rider Naomi Taniguchi and Rhodesian Jim Redman in the 125cc and Redman, Tom Phillis, Kunimitsu Takahashi, Teisuka Tanaka, Rob Brown, Gilberto Milani and other Japanese riders in the 250cc class. Jim Redman obtained the best results in both classes and finished fourth in the 250cc and seventh in the 125cc class. The Hondas were becoming slightly more competitive, but nobody was expecting what would happen the following year.

In 1961, the Australian rider Tom Phillis won the first race ever on a Honda machine (125cc RC 143) at the first Grand Prix of the season in Spain. In the 250cc the first win came at the second

Grand Prix (Hockenheim, West Germany), with Japanese rider Kunimitsu Takahashi on a RC 162. That year all races except the first one were won by Honda riders 250cc; in the 125cc Tom Phillis was World Champion but he had to fight against East German rider Ernst Degner on the very fast 2-stroke Mz. At the Tourist Trophy, the first five places were taken by Honda riders in both classes - the winner was one of the greatest champion in history: Mike Hailwood. It had taken just two years for Honda to be at the top. And they would stay there until 1967.

The sixties were a long story of successes for Honda, with a total of 15 titles in all classes. But in 1966, Soichiro Honda had learned another consequence of competition, a very high price to pay to be at the top. He also had started to invest in car manufacturing and car racing, the famous CB 750 was being prepared, which would make a revolution in the motorcycle market, and important changes in the FIM rules were about to come into force. At the end of 1967, Honda withdrew completely from competition. Bearing in mind the situation in 1959 when a team from the country of the Rising Sun went to discover the most difficult circuit of the world on the Isle of Man, the achievements at the end of the 1967 season are remarkable. 138 wins (13 in the 50cc, 33 in the 125cc, 47 in the 250cc, 35 in the 350cc, 10 in the 500cc), 16 riders’ titles with Mike Hailwood, Tom Phillis, Jim Redman, Luigi Taveri, and Ralph Bryans, and 18 manufacturers’ titles (including all five solo titles in 1966).

The absence of the first motorcycle manufacturer in the world would last until the end of the 70s with the famous NR 500 with oval piston and eight valves per cylinder V-four engine, but while it was a real jewel in terms of revolutionary technology, it turned out virtually unefficient on the track. Some engineers had started to work on a two-stroke motorcycle - maybe against Soichiro Honda’s own wish who was a strong supporter of four stroke engines only and never wanted to hear about two-stroke engines.

HONdAIN ROAD RACING GRAND PRIX

DURING THE 50s, SOICHIRO HONDA HAD BROUGHT HIS COMPANy TO

A GOOD LEVEL IN JAPAN, BUT AS OF 1954 HE WAS CONVINCED THAT

HIS TARGET SHOULD BE TO REACH OTHER MARKETS, ESSENTIALLy.


/// ViNTAGe

Mike Hailwood winner of the 1967 Dutch TT on the 6 cylinders 250cc Honda. ///

And the NS 500 3 cylinders was competitive right from the start. American rider Freddie Spencer made the pole position at the 4th Grand Prix in Spain and took the first win for Honda in Spa, Belgium, since Mike Hailwood in 1967 in the 500cc in Mosport, Canada. It took less than two years to clinch the 500cc world title with Freddie Spencer after one of the most fabulous season in the history of Road Racing, in 1983, a legendary fight against Kenny Roberts, ending with a narrow advantage of two points in favor of the lousiana rider.

The comeback in the smaller classes took a few years more. In the early 80s Honda started to build a 250 machine, but it was not until 1985 that the factory made a strong involvement with Freddie Spencer whose plan was to be the first rider to win the 250cc and 500 titles - which he succeeded. A couple of years later, following the change in the technical rules which reduced the number of cylinders in the 125cc class to one only, Honda also entered the class in 1987. Since then Honda has remained in the three Grand Prix classes - 125, 250 and 500 - earning titles in the 500 class with Freddie Spencer, Wayne Gardner, Eddie Lawson, Michael Doohan, Alex Criville, Valentino Rossi (500cc 2-stroke and MotoGP 990cc 4-stroke) and Nicky Hayden (MotoGP); in the 250cc with Anton Mang, Sito Pons, Luca Cadalora, Daijiro Katoh and Daniel Pedrosa, and in the 125cc with Loris Capirossi, Dirk Raudies, Haruchika Aoki, Emilio Alzamora, Daniel Pedrosa, Andrea Dovizioso and Thomas Luthi. At the end of the 2008 season, Honda achieved 623 wins in Road Racing Grand Prix, and is the absolute leader among the manufacturers. Honda also won 59 manufacturers’ World titles (2 in the 50cc, 15 in the 125cc, 19 in the 250cc, 6 in the 350cc and 17 in the 500cc/MotoGP).

by Marc Pétrier

In 1959, as a first test, Honda sent a team to the Tourist Trophy on the Isle of Man, with 125cc twin-cylinder RC

142 machines. ///



Although the factory was not directly involved at the beginning, the launch of the CB 750 at the end of 1968 gave ideas for privateers and dealers to put the machine on the track for racing in Endurance, with a first win at the 1969 Bol d’Or in Monthléry, followed by many other wins and four European titles from 1976 to 1979, and World titles as from 1980. Later came the Superbike World Championship as from 1988, with seven titles for Honda riders (Fred Merkel, Colin Edwards and James Toseland with two titles each, and John Kocinski).

Honda also invested in Motocross in the mid-70s and a first World title came in the 500cc class in 1979 with Graham Noyce, followed by André Malherbe (500), Dave Thorpe (500), Georges Jobé (500), Eric Geboers (first Honda title in the 250cc class, then 500), Jean-Michel Bayle (first Honda title in the 125cc class, then 250), and many others.

In Trial, though, against the general tendency for all two-stroke engines in off-road competition, Honda introduced a factory machine in the early 80s in the hands of Eddy Lejeune who won three consecutive world titles. Then Honda came back through its association with Montesa and several titles came with Marc Colomer, Dougie Lampkin, Takahisa Fujinami and Toni Bou.

In Enduro, Honda produced XR machines derived from the trail bike line, and achieved its first win in the 1982 Paris-Dakar rally, with French rider Cyril Neveu (already winner in 1979 and 1980). Later, the Honda factory produced a fantastic machine, the NXR 780, which took Cyril Neveu to two more wins in 1986 and 1987, Italian Edy Orioli in 1988 and French Gilles Lalay in 1989.

by Marc Pétrier

André MALHERBE and Graham NOYCE official Honda 500cc riders in 1979.

NOYCE Champion in 1979, MALHERBE in 80, 81 and 84.///

THE 70s WERE NOT ONLy A COMEBACK FOR HONDA IN ROAD RACING,

BUT ALSO A BEGINNING IN OTHER MOTORSPORTS.

HONdAIN OTHER MOTORSPORTS


/// ViNTAGe

CERVANTES celebrates his 1st World Cup with a special outfit. ///

CERVANTES, BLASUZIAK and MOSSINI in the final podium. ///

Taddy BLASUZIAK looks back as he faces one of the most difficult sections in Madrid ///

/// S T A N d i N G S


FABULOUS BeGiNNiNG WiTH THe TriUMPH OF iVAN CerVANTeSFIM INDOOR ENDURO WORLD CUP

23,448 spectators resonated with excitement in 2009 with the first edition of the FIM Indoor Enduro World Cup, the winner of which, after the events in Barcelona, Genova and Madrid was the Spaniard, Iván Cervantes (KTM). With riders representing ten countries, the Enduro Indoor is a fascinating speciality which is rapidly gaining supporters and thrilling the public with its nail-biting heats.

The FIM firmly showed its support for the Indoor Enduro event with the organisation of the FIM Indoor Enduro World Cup in 2009. In this f irst edition there were three events on the calendar: Barcelona (Spain), Genova (Italy) and Madrid (Spain).

Naturally, the World Cup started up in the Palau de Sant Jordi in Barcelona with all the enthusiasm and excitement of fans loyal to this event. Expectations were high: after a year of injuries, Iván Cervantes, one of the local riders, appeared determined to return to the podium. And he did. The qualifying heats were between the KTM of Iván Cervantes, Xavi Galindo and the Polish Taddy Blazusiak, with the Honda World Champion in the E2 Category, Mika Ahola. In the final classification, in front of 9800 spectators, Iván Cervantes won out, followed by Taddy Blazusiak with a well-deserved second place, and Ahola in third. The edition also saw the first participation of Laia Sanz, 8-time World Trial Champion, in an Indoor Enduro (Junior) event, She finished 5th.

In the Palasport of the Italian city of Genova, there was an enthusiastic public, who filled 80% of the sports hall. The junior Thomas Oldrati was only one of the surprises, who attained a very good qualification. Iván Cervantes showed himself to be the true leader he is in this heat, which ended Mika Ahola s (Honda) hopes of winning the title, although despite everything he managed to make up for his falls and reached second place in one of the finals. The podium was completed by Blazusiak (KTM) and Mossini (Honda). It was also the début in this heat of trial myth Dougie Lampkin in this speciality of the Indoor Enduro.

Madrid, the last event in this World Championship, practically filled the Palacio de Deportes in Madrid, the public with a huge desire to see Iván Cervantes crowned Champion. The Championship was practically decided in the f irst of the three races, when Iván Cervantes recovered from a fall in the first curve but managed to go on to win the heat. Knowing that he had a comfortable advantage, Cervantes spent his time controlling the second race, in which he was mathematically declared champion, despite Blazusiak winning the race. Lampkin was third, ahead of Oriol Mena, who got his first points in the Championship. Mika Ahola finished the FIM Indoor Enduro World Cup in third place, behind Cervantes and Blazusiak.

ivan CerVANTeS

“Ten out of ten for the Enduro Indoor sporting speciality. The extraordinary quality of the races, the level of the riders and the fantastic atmosphere in the sports halls are all amazing. The public likes short, exciting races and in Indoor Enduro surprises are always guaranteed”.

Taddy BLAZUSiAK

“The Indoor Enduro events are incredible. I think they have a great future: the public loves them, and the fact that the fans can follow the competition from their seats is fantastic”.

Fabio MOSSiNi (HONdA)

I think the Indoor Enduro is great. It´s a fantastic way to bring Enduro to the fans, who can totally participate in the races, following them in their entirety. And the public makes us even more determined to do well! The event organisation is great, the tracks are really well designed and we riders like the format of the World Cup Competition”.

by Blanca de Foronda & Santiago Gallardo


S T A N d i N G S ///

iNTerVieW GREIG CRAFT

ROAD TRAFFIC COLLISIONS PROJECTED TO BE THE THIRD CAUSE OF PREMATURE DEATH WORLDWIDE By 2020. HOW VIETNAM IS SHOWING A WAY TO CHANGE THE FUTURE!

RECENTLY FIM MET

AMERICAN BUSINESSMAN

AND FOUNDER OF THE ASIA

INJURY PREVENTION

FOUNDATION - GREIG CRAFT.

FiM: Can you give an outline of the problem your foundation is working to address?

G.C.: Traffic collisions kill 1.2 million people each year and injure 50 million more. The World Health Organization predicts that road accidents will cause 20 million deaths and leave more than 1 billion people injured, bereaved, or left to care for a victim between 2000 and 2015. The situation will only continue to worsen; road traffic fatalities will rise by 65% over the next 25 years, and those least able to cope, developing nations, will face the most problems.

They disproportionately affect young adults, as the number one killer of people aged 15 to 19.As incomes rise, people trade bicycles for motorcycles and cars, giving them mobility and freedom they did not enjoy before.

Southeast Asia, the region where Asia Injury Prevention Foundation operates, includes countries across a range of economic development, but all are industrializing with an increase in motor traff ic, -especially motorcycles.

Vietnam in particular has been a focus of AIP Foundation’s programs. In less than 20 years it has transformed itself from a society of bicycles to motorbikes - now the predominant

‘family transport’ - and yet the mentality for a motorized culture has not yet fully evolved. Though people are taking to the road in ever-greater numbers, they usually do so with neither the training to drive properly, nor the fundamental understanding of crash cause and effect. Limited traffic safety education, lack of awareness about the effectiveness of helmet use, and inconsistent traf f ic legislation and enforcement have contributed to annual death tolls of over 12,000 people in Vietnam alone. In addition, approximately 30,000 more suffer from brain damage sustained in traffic accidents.

With the implementation of a mandatory helmet law, adults are now using helmets, though proper use and helmet quality remain an issue.

FiM: We know children ride with adults on motorcycles, are they now better protected?

G.C: Many children continue to ride unprotected. It is not unusual to see both parents and two or even three children riding on a single vehicle, parents with helmets and children without. In 2001 an estimated 4,100 Vietnamese children died in road traffic accidents, the majority under age nine. A large percentage of those could likely have been spared had parents and teachers


/// FeATUreS

better understood the need for safety helmets and traffic safety education for their children. Fortunately, the Government recognized this inconsistency and we are working with them to accelerate clarification of the law to include all riders on motorbikes, with the legal responsibility and penalty being borne by the driver of the motorbike.

FiM: Your foundation has developed low cost helmets with ventilation to allow them to work in tropical conditions. How have you done it and what is the price in US dollars to the consumer? A low cost helmet in europe will be US 150 and riders will pay up to 450 US which is beyond people in the countries you work in.

G.C: We have designed an ESP helmet with appropriate head coverage to meet regional helmet standards. One could describe it as a hybrid equestrian bicycle helmet, styled like a motorbike helmet. By using an outer PVC shell and thin ABS, we have achieved a lightweight and well-ventilated ‘tropical’ helmet for children and adults - including windshields, very important on both dirty and dusty road in many poor countries. These helmets retail for approximately $10, affordable for most motorcycle owners. We also arrange subsidized programs for school helmet donations, with corporate support and funding.

Unfortunately, these types of helmets do not meet stringent UK and US motorcycle helmet standards (mainly because of ventilation), though they do meet most other requirements. Given similar environment complaints of heat and weight issues in developed countries, it is a pity that motorbike helmet standards cannot be less stringent in the west. Perhaps helmet wearing rates would rise. Helmets such as ours protect the brain, which we believe is the primary function and objective.

FiM: You are cited by the FiA Foundation as a world leader, can AiPF be replicated in other countries outside Asia?

G.C: Absolutely. This is my vision - and intention. We have set up a simple and relatively inexpensive A - z solution that can be quickly set up anywhere. We are already talking to numerous Africa nations including Uganda, Kenya, Nigeria, Cameron, several states in India, and Chile, Uruguay and Costa Rica in South America. I plan for this model - this ‘vaccine’ - to be an important part of the Decade for Action on Road Safety.

FiM: Thanks, as an organisation that fully understands the benefits of helmet wearing in sport and street riding we wish you continued success.

by John chatterton-ross

Hollywood actress Michelle YEOH presents an AIP children’s helmet to UN Secretary-General Ban ki MOON accompanied by Lord ROBERTSON former Secretary-General of NATO.///

FeATUreS ///


exPeCTATiONS, drAMA & GLOrYWITH THE WEEKS DWINDLING DOWN TOWARDS THE BEGINNING OF THE 2009 MONSTER

ENERGy SUPERCROSS, AN FIM WORLD CHAMPIONSHIP, SEASON, THE BUzz SURROUNDING

THE VARIOUS STORyLINES WAS ONE OF THE STRONGEST IN yEARS.

Surprise at Anaheim 1, GrAnt beats them all! ///



With the weeks dwindling down towards the beginning of the 2009 Monster Energy Supercross, an FIM World Championship, season, the buzz surrounding the various storylines was one of the strongest in years. To think that the two best riders on the planet were making moves to new teams, new bikes, and beginning an entirely new phase of their careers resulted in mouth-watering projections. On top of that, the “world’s fastest man” James Stewart was joining his arch-rival and reigning series champion Chad Reed’s former yamaha team, while Reed was making the move to the home of his old foe Ricky Carmichael at Suzuki.

The twists headlining the 2009 season helped to make the plot deeper and deeper. For the first time in their professional careers, both riders were going to ride for a different manufacturer. With all that, the fastest AMA Supercross Lites rider for the past three seasons, Ryan Villopoto, was also making his much anticipated debut in the premier AMA Supercross class, aboard Stewart’s old bike nonetheless.

When it was all said and done, Stewart won the 2009 Monster Energy® AMA Supercross, an FIM World Championship. It wasn’t pretty, but the 23-year-old got the job done and cashed in on his second FIM World Supercross class championship and moved into fourth place on the all-time win list with 36.

It wasn’t an easy road for Stewart. After starting the season with a 23-point championship deficit, Stewart rallied back from the easy-to-forget 19th place finish at Anaheim 1 where he did not finish. He went on a seven-race win streak following Anaheim 1, and in doing so stole the lead from arch-rival and defending champion Chad Reed. Following his seventh consecutive win at Atlanta’s Georgia Dome, he led the championship by three points and set the stage for the most dramatic second half of the season.

“We’ve come a long way after where we started in California - 23 points behind,” said Stewart on mounting the impressive comeback.

“We have a long way to go, and I will not give up until the end.”

The 2009 season in a nutshell: Reed vs STewaRT. ///

S T A N d i N G S / / /


Reed landed his first win of the season at the new Lucas Oil Stadium in Indianapolis, tying the FIM World Supercross class points race with Stewart. One week later at Daytona International Speedway, Reed took advantage of a first-turn crash by Stewart, who finished seventh, and won his second consecutive race, establishing an 11-point lead overall.

Once again, it was Stewart who rose to the challenge and began chipping away at Reed’s commanding lead. En route to Las Vegas, Stewart picked up an additional four race wins and took advantage of Reed’s disastrous seventh-place performance in Seattle where he was forced to play catch-up after a wild first-turn crash.

The penultimate race of the season at Salt Lake City’s Rice-Eccles Stadium offered a wild card due to rain showers throughout race day, which produced a somewhat tricky racing surface. As the FIM World Supercross class main event blasted out of the gates, the track was in the best condition it had been in all day. The two gladiators fighting for the 2009 crown, Team San Manuel yamaha’s

James Stewart and Rockstar/Makita Suzuki’s Chad Reed took advantage of the conditions and put on a show for the Utah fans. Passing one another on several occasions and racing bar-to-bar throughout the first half of the 20-lap main, four months of fierce competition boiled over and reached a tipping point when Stewart’s teammate Kyle Chisholm appeared to make an errant block directly into Reed’s bike as the duo lapped the yamaha rider. The incident was enough to slow down Reed’s charge and allowed Stewart to cruise to his 11th win of the season and possibly his second-career FIM World Supercross class championship as he now carried a six-point lead into the finale in Las Vegas.

“Who can deny that wasn’t intentional,” said Reed on the incident with Chisholm.

The Reed/Chisholm incident added fuel to the fire that existed between Reed and Stewart, creating even more drama in this historic championship. Ryan Villopoto rubbed elbows with Stewart before passing him for the lead and eventual win. Reed worked his

2009 Supercross Class Rookie and 2 wins: Ryan Villopoto. ///



way through the field and made a heavy-contact pass on Stewart to earn his 12th second place finish of the year. Stewart finished third and was awarded the championship.

“I gave it everything I had and I can walk away knowing I did that,” said Reed. “Being consistent is what kept us in the championship hunt this year. I am going to regroup and evaluate the season. James had a great season and hats off to him. We are going to work hard in the winter and come back.”

“From Anaheim 1 to now, I have been working on this come back, and I have been trying my best all year,” said Stewart. “This is the best championship I have ever won. My team made a hard decision to sign me, and I thank them for signing me. This was a hard-fought championship, and I am so happy to have won it. I will be back with the number one plate next year.”

Next year may very well be the most anticipated season ever as Reed returns hungrier than ever, Villopoto polishes his skills and AMA Supercross Lites class champion Ryan Dungey makes his

premier-class debut.

At the helm of the sport’s new promoter, Feld Entertainment, which also owns and operates Ringling Bros. and Barnum & Bailey®, Feld Motor Sports, Disney On Ice and Disney Live, the 2009 Monster Energy® AMA Supercross, an FIM World Championship, unfolded as one of the greatest seasons in history. Despite struggling economic times, Feld Motor Sports packed the country’s premier stadiums during the 17-race season.

as a part of its plans for growing the monster Energy® ama Supercross, an FIM World Championship, and other Feld Motor Sports properties, Feld Entertainment is looking to grow the events in markets around the world. The company’s shows currently play in over 60 countries and the excitement of Supercross, Monster Jam® and other events are something audiences all over can enjoy.

By Denny Hartwig

And the winner is... ///


S T A N d i N G S / / /


Thumbs up, 11 victories and FIM World Champion. James Stewart is a happy man! ///

/// GALLerY Q&A


FIVE qUESTIONS TO

SUPer JAMeSFiM: 2009 marked a major change in your career. For many years, you had been with Kawasaki and Fox. You have switched to Yamaha and Answer. Was it that you needed a change, a new motivation, purely a business decision or were there any other reasons?

James Stewart: I did switch teams and I made the switch for a few different reasons, but first off I switched to the L&M Team, they are sponsored by yamaha and use yamaha equipment. I don’t have a contract with yamaha directly. I signed with L&M Racing because I felt I needed a team to support me more at the races and with testing and I got this from L&M. With all my other changes before the 2009 Supercross series (Answer, Alpinestar and Bell) those were because if I was going to make a team change, I was going to change everything to do with my program, so I could start fresh.

FiM: You immediately won the 2008 Las Vegas Open and the switch from Kawasaki to Yamaha seemed so easy. But was it really that easy for the talented rider you are?

J.S.: No race is easy. yes I won and yes I won every heat and final, but racing motorcycles is hard. I am fortunate enough to have the talent to be able to win.

FiM: You started off the 2009 Monster energy AMA Supercross, an FiM World Championship season with a crash in Anaheim 1. But you bounced back, ultimately winning the FiM World Title. Chad reed and yourself were far ahead of the others. in fact, Chad never gave you a breather. did you expect him to be that close? And what about all the other riders?

J.S.: yes, Reed rode well in 2009, but it was me that let him stay close. At the 1st race in Anaheim he ran into the back of me after I missed a shift and that caused the crash. But there were other races when I fell on my own and didn’t win when I needed to. It didn’t seem like there were any other riders that were in a position to win other than reed or myself and that makes it tough to get the points.

FiM: After clinching the title in Las Vegas, you made a lap of honour saluting the crowd. You stopped on a “table” and put your head on the handlebars and seemed very emotional. What was it that went through your head?

J.S.: There were a lot of emotions running through my body af ter winning the championship. I had just accomplished something not many people have been able to do and I did it by coming from way behind in the points after only scoring 2 points at the first race. Reed had been talking bad about me and my team all year and winning this championship just made it that much sweeter.

FiM: Now that the 2009 Supercross season has come to an end; what are you plans? Will you be doing some FiM Mx1 Motocross World Championship Grand Prix, the red Bull FiM Motocross of Nations? Your fans want to know.

J.S.: We planned on racing some MX1 races after the Supercross series had finished, but the series went to the very last race and this was unexpected. We were unable to do any outdoor testing prior to the US Motocross series that was also starting. I wanted to race some US Motocross events and then a MX1 race, but after the Supercross series took longer than I thought to get control of, I’ve decided to take a vacation until we start testing at the beginning of July and then race in the X-Games at the end of July.

And as far as the Red Bull Motocross of Nations, I feel there are other American riders that should go before me. I have not raced any of the Motocross events this year and that wouldn’t be fair to the other US riders that have raced every weekend. They deserve to represent their country.

by Dirk De Neve


GALLerY Q&A ///


FiM iNSide ///

2009 WORLD ENVIRONMENT DAY

iNTerNATiONAL eNVirONMeNT COMMiSSiON

MotoGP MUGELLO: Marco MELANDRI, Valentino ROSSI, Jorge LORENZO, Casey STONER, Niccolò CANEPA, Julian SIMON, Alvaro BAUTISTA, Thomas LüTHI ///

In December 2006, the FIM signed an agreement with the United Nations Environment Programme with the aim of developing environmental a w a r e n e s s w i t h i n t h e motorcycling world and install better sustainable practices throughout our sport. In the frame of this agreement, t he F IM ha s de c ide d to commemorate the Wor ld Environment Day, of which the official date is 5th June, at all FIM events taking place the previous weekend of this

important date (30-31 May, except for Trial where the action will take place on 5th June). This year’s FIM project includes the signing by top riders of a FIM Environmental Charter at Road Racing, Motocross, SuperMoto, Trial and Speedway events that are celebrating by this commemoration. By signing this charter, the r iders showed their concern and involvement regarding environmental issues within the motorcycling world.Other great environmental initiatives to commemorate the 2009 World Environment Day were taken in Continental Unions (e.g. in South America - ULM & Africa - AMU) and National Federations (e.g. Australian Federation, Slovak Federation & South African Federation).

The following riders participated in this action:

MotoGP:Valentino Rossi, Casey Stoner, Jorge Lorenzo, Marco Melandri, Niccolò Canepa, Alvaro Bautista, Thomas Lüthi, Julian Simon

Superbike:Noriyuki Haga, Michel Fabrizio, Ben Spies

Supersport:Cal Crutchlow, Eugene Laverty, Kenan Sofuoglu

endurance: Paolo Tessari, Alvaro Molina, Steve Martin, William Costes, Mashel Al Naimi, Nicolas Jaulneau

Motocross:Antonio Cairoli, Jonathan Barragan, Ken de Dycker, Marvin Musquin, Gautier Paulin, Davide Guarneri

SuperMoto:Thierry Van Den Bosch, Mauno Hermunen, Adrien Chareyre, Davide Gozzini

Trial: Toni Bou, Adam Raga, Albert Cabestany, Takahisa Fujinami

Speedway: Jason Crump, Andreas Jonsson, Greg Hancock


/// FiM iNSide


Trial MOTEGI: Adam RAGA, Toni BOU,

Takahisa FUJINAMI, Albert CABESTANY ///

SBK & SSP Salt Lake City :Noriyuki HAGA, Michel FABRIZIO, Ben SPIES, Kenan SOFUOGLU, Cal CRUTCHLOW, Eugene LAVERTY ///

SuperMoto MALLORY PARK: Thierry VAN DEN BOSCH, Mauno HERMUNEN, Adrien CHAREYRE, Davide GOZZINI ///

Endurance OSCHERSLEBEN:Paolo TESSARI, Alvaro MOLINA, Steve MARTIN, William COSTES, Mashel AL NAIMI, Nicolas JAULNEAU ///

Speedway GöTEBORG: Andreas JONSSON, Greg HANCOCK, Jason CRUMP ///

Motocross MALLORY PARK:Davide GUARNERI, Jonathan BARRAGAN, Ken DE DYCKER,

Antonio CAIROLI, Marvin MUSqUIN, Gautier PAULIN ///


FiM iNSide ///

Furthermore, a special live web-streaming feed was broadcast to motorcycle journalists all over the world via the internet and BMW’s global PressClub service.

In unveiling BMW Motorrad’s first inline four-cylinder genuine Supersport motorcycle, the company was represented by key members of the design, engineering, sales and racing departments, all of whom have played crucial roles in the development of this exciting new Superbike.

Although it has been in development for more than four years, a quick glance at the specification sheet shows that it has been well worth the wait. With this world debut, BMW Motorrad has seriously raised the bar and is establishing a true milestone in the world of sports machines. The S 1000 RR combines an astonishing 193 hp at 13,000 rpm with a dry weight of just 183 kg (204 kg fully fuelled), giving it the best power-to-weight ratio in its class.

It also debuts new benchmarks in terms of riding dynamics, safety and innovation, with rider assistance systems such as Race ABS and DTC Dynamic Traction Control.

The optional Race ABS weighs just 2.5 kg, compared to around 10 kg for other similar systems, while the Dynamic Traction Control offers various riding modes at the touch of a button for wet surfaces, regular road requirements, racetracks with sports tyres and racetracks with slicks. An optional HP Gearshift Assistant allows clutchless shifting, without the slightest interruption of torque and power.

ON SATURDAY 9 MAY, A LITTLE PIECE OF HISTORY WAS MADE AT THE

LEGENDARY MONZA CIRCUIT IN ITALY, WHEN BMW MOTORRAD PRESENTED ITS

NEW SERIES PRODUCTION S 1000 RR TO A PACKED HOSPITALITY UNIT FULL OF

INTERNATIONAL JOURNALISTS.

“BOrN ON THe rACe TrACK”AT FIM WORLD SUPERBIKE CHAMPIONSHIP

The S 1000 RR combines an astonishing 193 hp at 13,000 rpm with a dry weight of just 183 kg giving it the best power-to-weight ratio in its class ///


/// MArKeT PLACe

Other highlights are almost too numerous to mention but include a multi-functional instrument cluster with racing features such as a laptimer. The rider is able to set all functions directly from the ends of the handlebar. The S 1000 RR also features a high-speed, extra-sturdy valve drive with individual cam followers and titanium valves, following the example of BMW’s Formula 1 engines. Class-leading aerodynamics and sporting ergonomics make the litre-class sports bike ideal for both tall and short riders, and supreme handling comes as standard, combined with best-in-class high-speed and braking stability.

The decision to present arguably the most exciting machine in BMW Motorrad’s recent history to the media in Monza was by no means a coincidence. Since the beginning of this year Team BMW Motorrad Motorsport has been playing an active role in the World Superbike Championship, with the two works riders Troy Corser and Ruben Xaus at the forefront of the development of the production-based racing machine. Therefore it was quite fitting that the two riders were on hand to take the covers off the customer version of their race bikes.

A variety of colour schemes will be offered, including Mineral Silver Metallic, Thunder Grey Metallic and Acid Green Metallic. However, the S 1000 RR in BMW Motorrad Motorsport team colours attracted serious attention from all the ‘petrol heads’ in the press conference, with its Alpine White Non-Metallic, Magma Red Non-Metallic and Lupin Blue Metallic colour scheme, the swingarm finished in eloxy Silver and the wheels in high-gloss black.

It’s a brave move and a serious challenge for BMW Motorrad to enter the World Superbike Championship and in developing the S 1000 RR, the company has entered completely unchartered territory. However, the potential benef its are huge, both commercially and from a brand image perspective. More than 85,000 1000cc sport bikes were sold last year, with the key markets being the USA, Germany, Italy, UK, France, and to a lesser extent, Japan and Australia. Clearly, a manufacturer such as BMW Motorrad no longer wants to miss out on this opportunity to extend its brand image in a much more sporting direction.

Naturally, most of the customers of this exciting new Superbike are expected to switch allegiances from other brands, as BMW Motorrad is hoping to enthuse and win over new customers that have not yet been reached by the current model line-up. Hence, the Superbike World Championship is the ideal stage to prove the potential of the S 1000 RR. This race series is enjoying growing popularity internationally on all continents, the starting f ield contains all the main competitors (unlike MotoGP) and the costs are justifiable in comparison with the Grand Prix world.

BMW Motorrad has also become a welcome addition to the SBK series and although 2009 has been designated as a ‘learning year’, early results are already demonstrating that the Motorsport team is moving in the right direction. The objective is to achieve

‘top tens’ in 2009 with a real step forward and a genuine challenge in 2010.

Troy CORSER on the new BMW 1000 RR presented to the International Media on Saturday 9 May at the Monza circuit ///

MArKeT PLACe ///


Clearly, the series production machine is very exciting and it’s going to be a long wait for the world’s motorcycle media - all of whom are desperate to ride the new bike - who will have to hold out until late autumn before tucking behind the screen of the S 1000 RR and experiencing the rush of 192 hp at their fingertips.

Ruben Xaus already knows how good the new machine is though and the day after the press conference, the talented racer treated 118,000 Superbike fans at the circuit to an excellent display of riding by giving Team BMW Motorrad Motorsport its best result so far in the 2009 series, with a superb seventh in the first race at Monza. He then followed it up with a solid ninth in the second race to make it his best weekend in five rounds. With Troy Corser back in action for the next round of the championship at Miller Motorsports Park in the USA at the end of the month, the success story looks set to continue.

By BMW Press Service

BMW Motorrad Motorsport Superbike Riders Troy CORSER & Rubens XAUS during the presentation of the new series productions 1000 RR at Monza ///

/// MArKeT PLACe


COUPeS MOTOLeGeNde iN FrANCe

THE LARGEST EUROPEAN GATHERING OF VINTAGE COLLECTORS’ MOTORCyCLES

THE 17TH EDITION OF THE COUPES MOTO LéGENDE WAS HELD AT THE CIRCUIT OF

DIJON-PRENOIS ON SATURDAy 30 AND SUNDAy 31 MAy 2009. OVER 1,000

MOTORCyCLES, DIVIDED INTO DIFFERENT GROUPS, RODE IN FRONT OF MORE THAN

20,000 SPECTATORS ON BOTH DAyS. THESE CUPS ARE NOT REAL RACES, BUT

DEMONSTRATIONS IN WHICH EACH RIDER GOES AT HIS OWN SPEED.

Harley Davidson 1924 racing bike. ///


/// ViNTAGe

Dijon-Prenois circuit « Gauche de la Bretelle.» ///

In a very pleasant atmosphere, it was possible to meet and talk with the people who have restored and maintained vintage motorcycles, as well as with riders who are part of the history of motorcycling. Amongst many others were Phil Read, Hubert Rigal, Christian Sarron, Eric Offenstadt, Jean-François Baldé, Ron Chandler, Guy Bertin, Alain Michel, Ubaldi Elli, Tepi Lansivuori, Gianfranco Bonera.

All these riders, anonymous or confirmed champions, would not be anything without their noble riding device. These historical and prestigious vehicles are also what attract such a large public, to see motorcycles whose origins date from the early days until 1983, in all cubic capacities and divided into the following classes: Origin, Sport, Racing, Grand Prix, Tourism, Endurance, Sidecar (both for road use and racing).

This means a lot of brands, such as: Aermachi, Condor, Derbi, Honda, Kreidler, MBA, Morbidelli, Linto, Motobécane, Mz, NSU, Seeley, Simson, Velocette, Villa, yamaha, AJS, Norton Manx, Paton, Rickmann, Suzuki, Triumph, Ariel, Dollar, Automoto, Excelsior, Aiglon, Favor, FN, Gillet-Herstal, Gnôme et Rhône, Harley-Davidson, Indian, Koehler-Escoff ier, Magnat-Debon, Monet-Goyon, Motosacoche, New Map, Norton, Peugeot, Raleigh, Ravat, Royal Enfield, Sarolea, Scott, Stylson, Sunbeam, Terrot, Rhonyx, Thomann, zenith, BMW, BSA, Calthorpe, DKW, Dresch, Horex, Motoconfort, Moto Guzzi, René Gillet, Rudge, Victoria, zündapp, Bultaco, AWO, Ducati, FMC, Ducati, Jawa, Matchless, Motobi, Moto Morini, MV Agusta, Parilla, Puch, Egli-Vincent, Gilera, Panther, Ratier, Rickmann, Triton, Vincent, Kawasaki, Martin, Godier-Genoud, Japauto, Aspes, BPS, Gauthier, Terrot and Rumi.

Besides this great party, there was also a commercial village with more than 200 traders, clubs and also an exchange market, which is one of the largest in France. The Moto Legend Cups is a great

festivity of motorcycles where sharing and friendliness are the master words and the atmosphere which reigns and allows each one, whether young or old, passionate or just curious, to be happy just to be there.

By Walter Wermuth

Phil READ: 8 times World Champion,52 GP wins, 8 times winner of the TT Isle of Man ///

MeN ANd MOTOrCYCLeS

One of the Clubs represented « La Motocyclette à l’ancienne.» ///

ViNTAGe ///


“BACK TO THe FUTUre” WiTH TTxGP

THIS WAS MOTORCyCLING STEPPING INTO THE SET OF THE 1985 FILM STARRING

MICHAEL J. FOX. - A RACE USING NEW ELECTRIC POWERED MOTORCyCLES! OVER

ONE LAP OF THE 60Km ISLE OF MAN TT COURSE THE RACE WAS WON By ROB BARBER

AT AN AVERAGE OF 140.67 KPH (87.43 MPH).

Travel back into history - with the winning machine built in a garden shed, “ factor y” just l ike those of Harley-Davidsons, Nortons, and other pioneering brands. In Potters Bar, a suburb north of London. Engineers Cedric Lynch and Arvind Rabadia using two of their AGNI electric motors to power the winning machine.

How does this compare with conventional racing? Back in 1966 Honda’s Ralph Bryans clocked an almost identical time on a twin cylinder 50cc four stroke that must have felt like an electric motor as it revved to 22,000 rpm. The TT course includes a climb over Snaefell rising to 422 metres (1380 feet) above sea level. The climb is steep t a x ing on any engine , e lec tr ic or conventional. In practice Barber reached 164 kph (102 mph) on the fastest part of the course. In the race where he improved on practice times, his top speed was slightly lower. This shows how effective electric power is with average speed is much closer to ma x imum than a convent ional machine.

“It works” said Barber. “It feels like home as soon as you ride it.” Asked how the experience compared with his petrol powered Suzuki he replied, “In many ways better. You can concentrate better because your ears aren’t bleeding with the noise - more peaceful - and I have to tell you

hearing the crowds cheering me on for the first time was quite something!”

Barber also praised engine designer Lynch, “Cedric, he really is the inspiration if you want to know about electric power he is your man! He had the bike set up perfectly, the suspension was spot on and I was able to - well you could see it - take many of the bends flat out and trim the grass at the sides!”

The AGNi motor

An Anglo-Indian collaboration the AGNI motor is British designed by Cedric Lynch and manufactured in India. A tough 40 horsepower motor designed to run constantly even in difficult conditions of damp and heat. Anywhere where power is needed - especially in diff icult climatic conditions, this engine works. Two were used in the winning motorcycle and many other competitors also employed AGNI engines in their designs.

TTxGP 2009 results

Best Buy Pro Class

Pos Team rider Time Speed/MPH

1 AGNI X01 Rob Barber 25:53:50 87.434

2 XXL Racing Team Thomas Schoenfelder 29:04:93 77.841

3 Brammo Mark Buckley 30:02:64 75.350

4 mission motors Thomas Montano 30:33:26 74.091

5 Htblauva Paul Dobbs 36.10.63 62.575

6 Brunel X-team Stephen Harper 56:27:89 40.092

Open Class

Pos Team rider Time Speed/MPH

1 Electric Motorsport chris Heath 34:17:30 66.022

2 Barefoot Motors Chris Petty 36:23:06 62.219

3 TORK John crellin 37:26:01 60.475


/// TeCH TALK

Rob Barber (Team Agni X01) winner of the 2009 TTXGP - 60km at an average speed of 87.43 MPH (140.67 kph).///

TeCH TALK ///


Second and third place

Thomas Schoenfelder came second for the XXL Racing Team at 77.84 mph (125.24 kph) followed by the Brammo ridden by Mark Buckley at 75.35mph (121.23 kph).

The Brammo built by a corporation based in Oregon USA was the most beautiful machine in the race. Painted pale green reminiscent of classic Moto-Guzzi racers of the 1950s it followed a similar theme with the emphasis on a lightweight engine and chassis.

Brammo are building electric motorcycles and have signed with the one of the event sponsors - the Best Buy Corporation of the USA, to sell machines to customers looking for alternative low cost and green ways to commute. AGNI power proved superior but I would not write off Brammo which has potential to make electric motorcycling practical.

TTxGP - the background

This time last year the idea had not even been thought of. It is down to the initiative and drive of UK entrepreneur and motorcycle enthusiast Azhar Hussain whose background is in consumer electronics where he has made his fortune. Concerned to drive environmentally friendly technology he came to the conclusion that motorcycle racing could do so. As the AGNI engine proves - he is right. This is motorcycle racing driving socially useful progress.

Hussain thinks “big” even chartering an airliner for the day to get fans to and from the Isle of Man for the TTXGP. His next stop is the AMA annual celebration in Ohio USA.

Technical support and adjudication came from the Institute of Engineering Technology. IET has branches worldwide supporting engineers, and education.

The inside laid bare..wires, connectors, battery elements & electric engine. Not the usual elements found on a motorcycle. ///

An electric bike passing near refilling petrol cans useless for

electric bikes! ///


/// TeCH TALK


Azhar HUSSAIN ///

The setting was the Isle of Man where the government supported this initiative. For Azhar Hussain it provided a platform where the new venture would be assured publicity. Many in the press corps were sceptical that the motorcycles would even complete the single lap given the challenges of the course, particularly the taxing climb over Snaefell.

FiM support for TTxGP

With FIM’s commitment to alternative energy FIM President Vito Ippolito wrote a forward to the programme wishing the event success. The FIM Management Council was represented by Honorary Vice-President Colin Moram. - Accompanied by Alex Goldenberg, Co-ordinator of the FIM AEWG. Silvio Manicardi, CMT member and Fabio Fazi Vice President of the CTI travelled in ahead to spend more time with the teams talking, “new technology”.FIM Director of Public Affairs, John Chatterton-Ross was also present given the implications of this for the future of our sport.

His words conclude:“All my life motorcycling has been blighted by negative stereotypes. Motorcycling is much safer than it was forty years ago when I first rode at age sixteen. In town it is comparable with walking or cycling. It is not as safe as being inside a car - but is not dangerous in the way it is portrayed so often. I have yet to meet any politician who is not keen in these days of environmental concern to promote walking and cycling as part of the solution, but when it comes to a powered two wheeler they are usually negative.

This makes no sense, but until now there was not much we could do about it. This event shows we can now change that and promote motorcycling as at the centre of the move to environmentally responsible transport solutions. It is a happy day for me - my job just became a whole lot more exciting. It really is now time to “Ride with us!” .

AZHAr HUSSAiN TALKS TO THe FiM AFTer THe eVeNT:

“This race was an incredible success. We really changed people’s ideas of “Green motor sport”, not only did we move forward the perception; we also moved forward the technology in a very real way. The bikes really only existed because of the TTXGP and they created a lot of new technology which we can build up on. We also introduced motor sport to new markets in a way which has never happened before. In the very first year the winning Team already broke the lap record for the 50cc petrol bikes, and slowly it starts! This event also created a very different kind of excitement. Before the race we had a very tough time finding licenced riders but as soon as the racing started we had a waiting list of riders… There were two paddocks during the event, the Zero Carbon Paddock and the normal Petrol Paddock and even people for the Petrol Paddock competing in the regular TT came over asking how to enter the race next year. Some of them purchased parts just to start testing and the winning bike in the Open class has been purchased as well. The biggest success of this TTXGP is the fact that it is moving motorcycling to the forefront as the leader of the new generation of technology.”

By James Lansdowne


TeCH TALK ///

The 64th edition of this three-day event - the most important motorcycle touring event in the FIM calendar - was organised from 25 to 27 May under the aegis of the Croatian Motorcycle Federation (HMS) and led by Ivan Matacin in collaboration with the 1st Croatian Motorcycle Club of zagreb, the zadar tourist board and Kompas Travel. The venue was the zaton Holiday Village about 15 km from zadar on the Adriatic coast. Almost 1200 participants came from 28 European countries as well as Canada and the United States.

zaton provided excellent camping facilities as well as bungalow accommodation with top level services for all the participants. There was ample time to explore the ancient city of zadar, a town of Roman and medieval monuments, as well as fascinating museums and ancient churches. A visit to Nin, the oldest Croatian royal town with its salt pans and boasting the smallest cathedral in the world, was a sheer delight.

On the first day each national team rode from Zaton to the arrival control in Zadar; the national hymns were played and the Parc Fermé was situated at zador port. The day concluded with a special Dalmatian meal and local folk music on the beach.

After an unexpected storm that evening, the blustery Bura wind and cooler temperatures did not deter the participants from enjoying a day-long motorboat trip to the nearby islands where there was the chance to explore on foot, experience the unusual “donkey music” and enjoy freshly grilled mackerel on the boats.

The Parade of Nat ions highl ighted the participating nations with a return trip from zaton to zadar giving hundreds of local people a fine show of splendid motorbikes festooned with national flags and banners.

Instead of presenting all the awards on the last night, the organisers broke with tradition and presented the interclub challenges (the best placed club from each participating national federation) on the second night which gave more visibility to the 30 winning clubs, making a celebration of the second evening whilst shortening what is inevitably a long Prize-Giving ceremony on the final night.

The Prize-Giving Ceremony, also held near the beach but under dark and menacing skies, saw the Finnish federation win the coveted FIM Challenge with 225,973 points (1 point per km for each rider registered) followed by Italy and Sweden. Switzerland won the challenge for the highest number of sidecars; Spain’s Tamarite Club won the San Marino Foemina Challenge for the most number of female participants and Italy won the FIVA Challenge for the highest number of motorcycles which were at least 20 years old. For the full results of the Rally Challenges:

http://www.fim-live.com/fim-organisation/leisure-motorcycling/fim-classic-gatherings/results-2009-fim-rally

In line with FIM’s new “green” image, the organisers arranged for two trees to be planted at the Holiday Village to commemorate the 2009 FIM Rally being held there.

you can order the official CD of the 2009 FIM Rally from

[email protected]

The 2010 FIM Rally will be held in Herentals, Belgium from 22 to 24 June

www.fimrally2010.eu

by maggie Sutton

2009 FiM rALLY - CrOATiA - THe MediTerrANeAN AS iT ONCe WAS…

LeiSUre MOTOrCYCLiNG NeWS


/// FiM iNSide


MxGP – BeLGiAN rOUNd

MOTOCrOSS NeWS

To Motocross fans, the first weekend of August is almost a classic date which the legendary will forever be linked to the legendary circuit of Namur, the “Monaco” of Motocross. Much motxocross history was written on the “Circuit de la Citadelle”. 500cc legend Roger De Coster was called “roi de la Citadelle” because of his many victories there whereas Stefan Everts won every World Championship meeting he ever entered on the famous track. Others like Johan Boonen have may have won one GP only in their long career, but the fact that it was in Namur made the victory taste better. And he did not need a beer like Hakan Carlqvist who stopped at the café in 1988 to have one before crossing the finish as the winner of the race !

Namur is no longer on the calendar but the Belgian round of the FIM Motocross World Championship is back on another famous track: Lommel. yes, the very same track the all Honda team of Donnie Hansen, Danny Laporte, Johnny O’Mara and Chuck Sun started the American dominance in the “Nations” winning the 1981

“Trophée des Nations” (250cc).

Anyhow, Belgian motocross greats Eric Geboers and Stefan Everts have joined forces to make the host the 2009 “GP of Flanders” at the “Stedelijk Motocrossterrein Lommel” on 1-2 August a success and are already thinking about the future with a unique concept ; the “Mx rookie”.

The “Mx rookie” is a unique opportunity for amateur riders to ride on the World Championship track. Besides the Fédération Motocycliste de Belgique, Belgium has a lot of different amateur federations. young and talented riders from these amateur federations and all over the world are now welcome to display their skills on the demanding track of Lommel in front of an elite

spectator group: the riders of the MX1 and MX2 World Championship as well as the Veteran World Cup !

The organisers have informed us that the winner of the premier “Mx rookie” class will take home a brand new motocross machine and technical support contracts for one season and

more goodies to start a career. The Rookie starts as of Tuesday 28 July with Free Practises and qualification sessions; more qualifications on Wednesday 29 July and Finals on Friday 31 July. Free entrance and parking during the “Mx rookie” days.

More detailed information and online registration via www.mxrookie.com

2009

In May FIM was invited to the FIA Foundation launch (in Rome) of a report calling for a United Nations action plan to tackle road safety worldwide. Last year the first UN resolution was passed by the General Assembly in New york. In November the Russian government will host a UN conference to further this aim. Vice President Witkowski and Director of Public Affairs John Chatterton-Ross attended the launch.

More than one million people are killed on the roads of developing countries every year, and tens of millions are injured, a toll set to double by 2030. Road crashes are the main cause of death for young people aged 10-24; Road crashes have overtaken malaria as a killer in developing countries. The FIA Commission for Global Road Safety wants the UN to adopt a ‘Decade of Action for Road Safety’ and governments to commit to reducing the forecast 2020 level of road deaths by 50% (from 1.9 million to below 1 million a year).

Lord Robertson (former NATO Secretary-General) spoke to the delegates saying: “Five million lives are at stake in the next ten years. We need the international community to demonstrate political will. The ministerial meeting in Moscow can be the turning point marking a new direction for global road safety. We must respond to this preventable epidemic with urgency and determination.”

At the FIM management Council meetings in June FIM CEO Guy Maitre, FIM President Vito Ippolito and FIM CMT President Achille Damen added their names to this campaign.

MAKe rOAdS SAFe – THe CAMPAiGN FOr GLOBAL rOAd SAFeTY

MOBiLiTY, TrANSPOrT, rOAd SAFeTY & PUBLiC POLiCY NeWS


FiM iNSide ///

PORTRAIT

UNSTOPPABLeBEN SPIES

/// GALLerY


On 1 March 2009 Ben Spies took part in his first race in the FIm Superbike World Championship in Australia. It was his first race, his first pole position and his first victory. No American rider has achieved a World Superbike win since Colin Edwards in Imola in 2002. Ben Spies comes as a complete surprise in the motorcycle racing scene. Following three national titles in the AMA Superbike on a Suzuki beating the invincible Mat Mladin, the Texan is now storming on the World Superbike. Halfway through the season he has already won 7 out of 14 heats. And you also have to count the record of pole positions achieved in a row. you also have to remember that the World Championship has never reached such a level with seven manufacturers on the starting grid and including fighting with top guns such as Noriyuki Haga, Max Biaggi or Carlos Checa.

Where does Spies come from? Born in Tennessee, Texan by adoption, he started as a teenager in the 125cc class. Becoming professional in 2000, he received advice from another very well known Texan: Kevin Schwantz. In 2006, 2007 and 2008 he was crowned AMA Superbike Champion three times after dominating all his opponents in a smart way and breaking all records. Considered as a Grand Prix candidate, he finally signed with yamaha in World Superbike. Now established in Europe, on the shores of Lake Como, during the season, Spies is a machine made for winning. A big fan of cycling, he trains relentlessly on the Italian roads. Physically at the top, perfect in adjusting his bike, a master strategist in practice as well as in the race, Spies has in himself above all the psychology of a winner. His determination and impressive cold blood made a perfect score in Salt Lake City. In front of his home crowd, he clinched a perfect double win and came 35 points closer to the Championship leader over a single week-end.

aFTEr THrEE ama TITlES In

THE USA, SPIES IS RUNNING

THIS yEAR FOR THE WORLD

SUPERBIKE TITLE, RIDING A

FACTORy R1 yAMAHA. AT

MID SEASON, SUCCESS RATE

IN THE SUPERPOLE: 100%!

SUCCESS RATE IN THE RACES:

50%. SEVEN RACES WON

OUT OF FOURTEEN. EVEN IF

HE IS CURRENTLy IN SECOND

PLACE, THERE IS NO DOUBT

THaT THE 2009 TITlE IS

EASILy WITHIN HIS RANGE.

Ben SPIES is a big fan of cycling, he trains relentlessly on the Italian roads ///


GALLerY ///

/// GALLerY


Noriyuki Haga, who succeeded Troy Bayliss on the factory Ducati, may well be worried. As a perfectly smooth-running machine, Spies is heading directly towards the World title and - without doubt - towards the top class of MotoGP. But not just at any price. The American is, before all else, a very intelligent person who knows the right people to have around him. If he goes to join Rossi and Stoner on their playground, it will be on the condition of having at his disposal a motorcycle and a team able to run for the title. Second places are not for him.

Born on 11 July 1984 in Memphis, Tennessee, Ben Spies was quickly nicknamed “Elbowz” in the racing world, for his incredible style with his elbow almost scratching on the kerbs when cornering. Very close to his family, in particular his mother Mary, frequently present in the yamaha Superbike pit and also his sister Lisa, Ben Spies has known how to choose the best people since the beginning of his career. He was seen with Kevin Schwantz in the United States when he was racing for the yoshimura Suzuki team. 19 years older, Kevin Schwantz said about Spies: “I am sure he has all the qualities to become a great champion in MotoGP.” A fan of Led zeppelin, keen sushi-eater, Spies likes to take refuge in quiet places, away from circuits, for a moment of fishing, alone or with friends. Not surprisingly he chose to live along the shores of Lake Como in Italy.

By Eric Malherbe

“I AM SURE HE HAS ALL THE

qUALITIES TO BECOME A

GREAT CHAMPION IN

MOTOGP.” Kevin SCHWANTZ

During the season, Ben is established in Europe on the shores of Lake Como in Italy. ///

GALLerY ///


2009 FIM Motocross World ChampionshipMX 1, MX 2 and Women’s MX

LIVE ON MOTORS TV

For more information:

www.motorstv.comDes

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12FIm MX3 MOTOCROSSWORLD CHAMPIONSHIPOrehOva vas SLOVeNiA.............................................................................

FIm SIDECAR MOTOCROSS WORLD CHAMPIONSHIP

Genk BeLGiUM

26FIm ROAD RACING WORLD CHAMPIONSHIP GRAND PRIXDOninGtOn Park GreAT BriTAiN..............................................................................

FIm SUPERBIKE & SUPERSPORT WORLD CHAMPIONSHIPBrnO CZeCH reP.

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

FIm SUPERSTOCK 1000cc CUPBrnO CZeCH reP.

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

QTEl FIm ENDURANCE WORLD CHAMPIONSHIP 8 HOURS OF SUzUKAsuzuka JAPAN..............................................................................

FIm MOTOGP ROOKIES CUPDOninGtOn Park GreAT BriTAiN..............................................................................

FIm SIDECAR MOTOCROSS WORLD CHAMPIONSHIPslaGelse deNMArK

18FIm SIDECARWORLD CHAMPIONSHIPsachsenrinG GerMANY ..............................................................................

MAXXIS FIM ENDUROWORLD CHAMPIONSHIPvalle Del BravO MexiCO ..............................................................................

FIM JUNIOR ENDUROWORLD CHAMPIONSHIPvalle Del BravO MexiCO ..............................................................................

FIM yOUTH ENDURO CUP125cc 2-STROKESvalle Del BravO MexiCO ..............................................................................

FIm SPEEDWAY WORLD CUPlesznO FiNAL

4QTEl FIm ENDURANCEWORLD CHAMPIONSHIP& FIM ENDURANCEWORLD CUP8 HOURS OF ALBACETEalBacete SPAiN ..............................................................................

FIm SIDECARWORLD CHAMPIONSHIPalBacete SPAiN..............................................................................

FIm SPEEDWAY WC GP qUALIF MEETINGS - SEMI-FINAL 1MOtala SWedeN..............................................................................

FIm SPEEDWAY WC GP qUALIF MEETINGS - SEMI-FINAL 2DauGavPils LATViA

5FIm ROAD RACING WORLD CHAMPIONSHIP GRAND PRIXlaGuna seca USA..............................................................................

FIm MX1/MX2 MOTOCROSS WORLD CHAMPIONSHIPuDDevalla SWedeN..............................................................................

FIm WOMEN’S MOTOCROSS WORLD CHAMPIONSHIPuDDevalla SWedeN..............................................................................

FIm MX3 MOTOCROSSWORLD CHAMPIONSHIPFaenza iTALY

9FIm SPEEDWAY yOUTHGOLD TROPHy 80ccryBnik POLANd

13FIm LONG TRACK WORLD

CHAMPIONSHIP FINAL 2

MarManDe FrANCe..............................................................................

FIm SPEEDWAY

WORLD CUP EVENT 2

PeterBOrOuGh GREAT BRITAIN

19FIm ROAD RACING WORLDCHAMPIONSHIP GRAND PRIXsachsenrinG GerMANY..............................................................................

FIm MOTOGP ROOKIE CUPsachsenrinG GerMANY..............................................................................

FIm MX3 MOTOCROSSWORLD CHAMPIONSHIPMlaDina CrOATiA..............................................................................

FIm SIDECAR moTocroSS WORLD CHAMPIONSHIPsachsenrinG GerMANY

25FIm GRASS TRACK yOUTHGOLD TROPHy 125cctayac GerMany

16FIm SPEEDWAY WORLD CUP racE-oFFlesznO POLANd

11FIm SPEEDWAY WORLD CUP EVENT 1vOjens deNMArK

JULYrOAd BOOK ///


29MAXXIS FIM ENDUROWORLD CHAMPIONSHIPserres Greece

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

FIM JUNIOR ENDUROWORLD CHAMPIONSHIPserres Greece

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

FIM yOUTH ENDURO CUP125cc 2-STROKESserres Greece ..............................................................................

FIm SPEEDWAY WORLDCHAMPIONSHIP GPvOjens DenMark

16FIm ROAD RACING WORLD CHAMPIONSHIP GRAND PRIXBrnO czech reP...............................................................................

FIm MOTOGP ROOKIES CUPBrnO czech reP.

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

FIm SIDECAR moTocroSS WORLD CHAMPIONSHIPPenza russia

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

FIM JUNIOR MOTOCROSS WORLD CHAMPIONSHIPtauPO neW zealanD

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

FIm TEam LONG TRACK WORLD CHAMPIONSHIP -FINALeenruM the netherlanDs

A U G U S T1FIm SPEEDWAYWORLD CHAMPIONSHIP GPDauGavPils latvia

5FIm MOTOCAMParBOn sWitzerlanD

2FIm MX1/MX2 MOTOCROSS WORLD CHAMPIONSHIPlOMMel BelGiuM..............................................................................

FIm MX3 MOTOCROSSWORLD CHAMPIONSHIPschWeDt GerMany..............................................................................

FIm VETERAN MOTOCROSS WORLD CUPlOMMel BelGiuM

9FIm MX1/MX2 MOTOCROSS WORLD CHAMPIONSHIPlOket czech reP...............................................................................

FIm MX3 MOTOCROSSWORLD CHAMPIONSHIPlacaPelle Marival France..............................................................................

FIm SIDECAR moTocroSS WORLD CHAMPIONSHIPkeGuMs latvia

30FIm ROAD RACING WORLD CHAMPIONSHIP GRAND PRIX

FIm MOTOGP ROOKIES TROPHy inDianaPOlis usa..............................................................................

FIm MX1/MX2/WOMEN'S MOTO-CROSS WORLD CHAMPIONSHIPlierOP the netherlanDs..............................................................................

FIm MX3 MOTOCROSS WORLD CHAMPIONSHIP ranDers DenMark

15FIm SPEEDWAYWORLD CHAMPIONSHIP GPMalilla sWeDen

22FIm TRACK RACING SIDECAR

1000cc WORLD CHAMPIONSHIP

la réOle France

23FIm SIDECARWORLD CHAMPIONSHIPGrOBnik crOatia ..............................................................................

FIm MX3 MOTOCROSSWORLD CHAMPIONSHIPvantaa FinlanD..............................................................................

FIm SIDECAR moTocroSS WORLD CHAMPIONSHIPkiviOli estOnia..............................................................................

FIm LONG TRACK WORLD CHAMPIONSHIP - FINAL 3herxheiM GerMany

/// rOAd BOOK


Riders believes that in the 21st century, peopleshould not be isolated from the health care theydesperately need, simply because health workers donot have reliable transportation.

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

Motorcycling is the only sport ever to have given rise to a major humanitarian organisation. Better yet, the health care professionals we support use the very thingthat binds the motorcycling community together – the motorcycle.

RIDERS FACTSNumber of employees in Africa – 259Number of vehicles managed – 1,414

Number of people reached – 10.8 millionCost of reaching 100 people – $15

To find out more about Riders and how we are helping people receive regular health care, visit our website:

www.riders.org

3 New Street, Daventry, Northants, NN11 4BT, United KingdomT: +44 (0)1327 300 047 F: +44 (0)1327 308 760 E: [email protected]

UK REGISTERED CHARITY NO. 1054565

Riders for HealthMOTORCYCLES SAVING LIVES

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

the fim magazine - ride with us - n° 67

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