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GOD DAMMIT ! THATS POLLUTION ! fuckin things
nice. why'd you trade the belt for a chain? on a thumper like that seems a belt would be a smoother ride.
nice light bud I'm sure them kola bears gonna loveit !
oldcunt
Forum Veteran
just enuff room for a chain there bro ...i got a 260 rear wheel on that even tho i know now you can get 300 and over these days ...its just a show piece for me to see where all my money is goin ...lol...i wish i kept my flt 82 model ..that was a real fkn bike .....
koalas will die of fright i i get close to em with flames shootin out the side ...lol
koalas will die of fright i i get close to em with flames shootin out the side ...lol
bud I know how much of that 260 tyre you wont use so why have one ? like I said to you in PM ( sorta ) why no suspension ? at our age we need it.
There's better ways to push ya piles in than going for a ride !
There's better ways to push ya piles in than going for a ride !
not enough rear tire for cushion either. and your feet aren't under you. if you don't have back problems now, you will.
What if it gripped in around a corner ? then what ?
Eva seen this one AB ?
Eva seen this one AB ?
casting his own parts in the backyard... cool. but i don't get why they want vertical V ? you want all that mass as low as possible. not hanging up there under the tank. nice bike tho.
on the isle of man shot he corners like kevin schwantz-
on the isle of man shot he corners like kevin schwantz-
Schantz = legend, lol he threated to punch out one of my mates at the island one year, fun times !
Rossi wins 2011 Laureus Award
Monday, 7 February 2011
The nine-time World Champion collected the ‘Comeback of the Year’ Award at the ceremony, which took place in Abu Dhabi on Monday.
Valentino Rossi’s incredible recovery from injury in 2010 was recognised by the Laureus Academy on Monday, as the Italian MotoGP rider was honoured with the 2011 Laureus World Sports Award ‘Comeback of the Year’ prize.
The Academy, which is made up of 46 of the greatest sportspeople of all time, voted Rossi’s remarkable return to action just 41 days after an exposed fracture of his right tibia as the most deserving of the award. The Italian suffered the injury in a practice session crash at Mugello on June 5th, and was back on track for the opening practice session of the German Grand Prix on July 16th.
Rossi held off competition from US golfer Paula Creamer, American sprinter Tyson Gay, Belgian tennis star Justine Henin, and athletes Carolina Kluft and Merlene Ottey to take the prize.
Spanish tennis star Rafael Nadal was named Sportsman of the Year and American skier Lindsey Vonn the Sportswoman of the Year at the ceremony in Abu Dhabi, which also bestowed awards in Team, Breakthrough, Sportsperson with a Disability, and Action Sportsperson of the Year categories, as well as Lifetime Achievement, Spirit of Sport and Sport for Good Awards.
It was also announced at the ceremony that five-time 500cc World Champion Mick Doohan had been elected to the Laureus World Sports Academy, joining another MotoGP Legend Giacomo Agostini.
Rossi wins 2011 Laureus Award
Monday, 7 February 2011
The nine-time World Champion collected the ‘Comeback of the Year’ Award at the ceremony, which took place in Abu Dhabi on Monday.
Valentino Rossi’s incredible recovery from injury in 2010 was recognised by the Laureus Academy on Monday, as the Italian MotoGP rider was honoured with the 2011 Laureus World Sports Award ‘Comeback of the Year’ prize.
The Academy, which is made up of 46 of the greatest sportspeople of all time, voted Rossi’s remarkable return to action just 41 days after an exposed fracture of his right tibia as the most deserving of the award. The Italian suffered the injury in a practice session crash at Mugello on June 5th, and was back on track for the opening practice session of the German Grand Prix on July 16th.
Rossi held off competition from US golfer Paula Creamer, American sprinter Tyson Gay, Belgian tennis star Justine Henin, and athletes Carolina Kluft and Merlene Ottey to take the prize.
Spanish tennis star Rafael Nadal was named Sportsman of the Year and American skier Lindsey Vonn the Sportswoman of the Year at the ceremony in Abu Dhabi, which also bestowed awards in Team, Breakthrough, Sportsperson with a Disability, and Action Sportsperson of the Year categories, as well as Lifetime Achievement, Spirit of Sport and Sport for Good Awards.
It was also announced at the ceremony that five-time 500cc World Champion Mick Doohan had been elected to the Laureus World Sports Academy, joining another MotoGP Legend Giacomo Agostini.
Fonsi Nieto announces his retirement
Monday, 7 February 2011
The Spanish rider, who was preparing to compete in his second Moto2 campaign, has taken the decision after being unable to overcome the physical issues caused by his accident at Indianapolis last year.
Fonsi Nieto has announced his decision to retire from professional motorcycling competition with immediate effect, and will therefore not take part in this year’s Moto2 World Championship for which he was set to enter with the G22 Racing team.
After announcing his retirement at a press conference in a Madrid hotel on Monday, Nieto said: “I’ve weighed up this decision during the past few days and have spoken with my family and my cousins, which includes the team I was due to ride with this year. I did not want any problems or misunderstandings, and I think they were glad when I told them.”
Nieto was accompanied at the press conference by many of those who have supported him throughout his career, including his uncle Ángel and Doctor Ángel Villamor, the latter of whom said that the “injuries suffered by Fonsi in his foot were practically irreversible”. He added that Nieto “had no sense of feeling in the sole of his foot” as a result of the injuries sustained in a Moto2 qualifying practice crash at Indianapolis.
“I go to the gym every day but after five minutes I have to stop,” said Nieto. “Faced with the possibility of not being able to do everything I wanted to properly, I preferred to retire, although this is a decision I will have to deal with forever. I know how I raced motorbikes and I also rode with Kato and Tomizawa. Now I know I’m going to walk away from competition, something that others haven’t been able to do,” added Nieto in reference to the Japanese riders who suffered fatal accidents.
Pablo Nieto, who along with his brother Gelete is in charge of the G22 Racing team, explained to motogp.com that Fonsi had been thinking over whether to retire for ten days and finally took his decision after realising he would not be able to compete this year as a fully fit rider.
“It’s a real shame, because he is a rider of undoubted talent,” said Pablo. “But he is not at 100%, physically or mentally, because of the problem with his foot, and this is the best decision.”
Pablo Nieto also explained that the team are currently choosing between a number of possible substitutes, and that a final decision could be announced on either Tuesday or Wednesday.
Stoner: "The Honda surprises me on every lap"
Monday, 7 February 2011
The new Repsol Honda rider again proved his ability to go fast on any bike in Malaysia, and analysed in detail his impressions after the Sepang Test.
Casey Stoner achieved some superb results in the first official MotoGP Test of 2011 in Malaysia last week. The Australian, who got on the Honda RC212V for the second time – after his debut last November in Valencia – closed the three days at Sepang with the third best time of the entire Test.
How did these three days go Casey?
“In general we were able to take some good steps forward. We tried many things, alternating between the two chassis, one more rigid and the other more flexible. We tried to find out which one gave the best sensations. We still haven’t made big changes on the set-up, which is really positive. We only tested some different things more to confirm that they work, rather than to really evaluate them. In the end we were able to make the bike work much better on used tyres and with a different traction control which brakes a little faster when they start to spin, and that helped us improve our corner speed.”
What do you think about the two chassis versions you tried?
“For now I prefer the stiff one, the one I tried in Valencia. But there are also some very good things in the flexible one. In fact, I set my best time with it, although it was because I crashed with the rigid one and I could not use it a lot. The stiff chassis seems to find more grip when you lift the bike, but the other allows you to use all the tyre surface better. There are some things we need to understand fully in the next Test, but we already have an idea and what we want to do is to confirm it.”
How is riding the Honda compared to the Ducati?
“The two bikes require totally different approaches. The Honda surprises me in each lap, again and again. When I enter a corner too wide, I don’t know how I am going to take it and suddenly I find myself on the inside white line, which is a great difference and something I still have to get used to – to see where is the best point at which to enter the corner. It is very different from what I was accustomed to. We are getting closer step by step; today we took a good step forward and I started to feel more comfortable.”
What is more demanding, especially in a full race?
“Physically, I think it is easy to know the answer. We rode a lot these three days and my hands are full of blisters, but I feel well. I had a little trouble sleeping on Tuesday and on Wednesday I was a bit tired, but on Thursday I felt better than the day before. Physically I feel fantastic on the bike. Maybe with the more flexible chassis it is a little more difficult in the changes of direction, and we will have to bear it in mind. But overall, I am very happy with this bike.<”
Andrea Dovizioso talked about some chattering problems with the clutch. Does it also happen to you? Is it something very serious?
“Yes, it is one of the most important things we noticed when we arrived here. We dedicated the first two days almost exclusively to working on the clutch, trying to reduce the chattering. We took a step ahead on it and we have been trying to fine-tune it in the last day. It works a little better, but we should improve it even more.”
Do you think the set-up work would be enough, or do the engineers have to change something?
“They have been working on many different areas of the set-up and they have come up with solutions since the last Test, but I think we can improve a little more before the next Test. We are able to improve the situation a little with the configuration and the electronics, but we cannot really solve the problem. So I think that is something that should be done externally and the engineers are the ones who would have to find something.”
What is your main problem with the chattering?
“Basically, it is that when you enter a corner, when you let go of the clutch to downshift, the bike chatters and that makes the whole bike move when entering the corner. That prevents you from bending more and braking harder, because it still chatters and the contact with the tarmac is not perfect. Moreover, if the bike does not follow the track perfectly, the engine braking and the torque do not help the braking. Everything has an effect, one way or the other, so at some point the engine braking interferes too much and blocks the back wheel. That is when you see a Honda rider entering with the bike crossed or doing a wheelie. To achieve a perfect braking performance, you need it to be perfect to avoid the blocking of the wheel and the chattering and it is very difficult to fine-tune it.”
We have seen three different Honda riders lead the classification on each day. What do you think about this?
“Right now I am focused on myself. Naturally, at the end of each day we used a soft tyre to try and set the fastest lap, but we have been more focused on other areas in which we are trying to get the perfect feeling with the bike. Every time is different and I didn’t do enough laps to feel comfortable with everything, because we had so many things to try. But the last day I was able to feel more at home and we took a great step forward. The times came very easily and everything went much better.”
Have you got more confidence with this bike’s front than with the one you had last year?
“Yes, a lot more. The Honda simply requires a different riding style to the Ducati. It is clear that it is not a slow bike and I won more races than anyone in the last four years, but it is just different. For instance, we had many problems with the Ducati's suspension, especially at this track. The drive would also close a lot on long corners, because there are many braking points and we suffered a bit. By contrast, these three days have been really fantastic. On Thursday I had a crash because I lost grip on the front wheel, but it was a one-time thing and it did not happen again. It is very different from the past.”
Did you come across the Yamaha riders on track and can you compare them with the Honda riders?
“I did not meet anyone on track. I saw a Test rider, but I have not been close enough to anyone to have an idea of how they went. We will have to wait until the races start because I don’t want to follow any rider and the majority of them do not want to follow anyone either. It is difficult to find someone on track when you are testing and have an idea of how the other bike goes, especially when you are trying things, because you don’t know if he feels comfortable with what he is trying or not. You cannot reach any conclusions.”
Have you tested the tyres?
“Yes, although there was no significant improvement in performance – it was not the aim of this Test, just a few changes. I prefer the standard compound we’ve had up to now. The harder compound seems a little more predictable. They are trying to gather all data and we will try something more at the next Test.”
Did you try the suspension?
“No, we didn't touch the set-up at all, because for us it was better to concentrate on what we have done. In the next Test we might improve the way to ride the bike and then we will test the suspension.”
How did you find the Honda RC212V? Was it what you expected?
“It was strange. In the first Test in Valencia I expected some things to go better than how they actually went and other things to go much worse. I expected to have many difficulties with the brakes, but in fact the feeling was really good. I thought acceleration would be incredibly powerful from low-revs, but I found that the engine was mild and sweet. There were other things I didn't expect also. I am really happy with what I found, and in fact it was a bit better than what I thought. I am pleased with the package.”
Before you, there was another Australian, Mick Doohan, who wore the Repsol Honda Team colours. How did you feel the first time you saw yourself in the mirror on Repsol livery?
“When Mick (Doohan) was in Repsol livery it was a little different, but for me, being with this team means everything. It is the HRC official team and it is Repsol. It is a great team and to be here with two more riders is amazing. It is interesting that when Mick was here there were three riders and now I arrive here and the situation repeats itself. I am very excited about this season and also about following in the steps of Mick Doohan; this is a huge privilege for me.”
Press release courtesy of Repsol Media Service
Monday, 7 February 2011
The new Repsol Honda rider again proved his ability to go fast on any bike in Malaysia, and analysed in detail his impressions after the Sepang Test.
Casey Stoner achieved some superb results in the first official MotoGP Test of 2011 in Malaysia last week. The Australian, who got on the Honda RC212V for the second time – after his debut last November in Valencia – closed the three days at Sepang with the third best time of the entire Test.
How did these three days go Casey?
“In general we were able to take some good steps forward. We tried many things, alternating between the two chassis, one more rigid and the other more flexible. We tried to find out which one gave the best sensations. We still haven’t made big changes on the set-up, which is really positive. We only tested some different things more to confirm that they work, rather than to really evaluate them. In the end we were able to make the bike work much better on used tyres and with a different traction control which brakes a little faster when they start to spin, and that helped us improve our corner speed.”
What do you think about the two chassis versions you tried?
“For now I prefer the stiff one, the one I tried in Valencia. But there are also some very good things in the flexible one. In fact, I set my best time with it, although it was because I crashed with the rigid one and I could not use it a lot. The stiff chassis seems to find more grip when you lift the bike, but the other allows you to use all the tyre surface better. There are some things we need to understand fully in the next Test, but we already have an idea and what we want to do is to confirm it.”
How is riding the Honda compared to the Ducati?
“The two bikes require totally different approaches. The Honda surprises me in each lap, again and again. When I enter a corner too wide, I don’t know how I am going to take it and suddenly I find myself on the inside white line, which is a great difference and something I still have to get used to – to see where is the best point at which to enter the corner. It is very different from what I was accustomed to. We are getting closer step by step; today we took a good step forward and I started to feel more comfortable.”
What is more demanding, especially in a full race?
“Physically, I think it is easy to know the answer. We rode a lot these three days and my hands are full of blisters, but I feel well. I had a little trouble sleeping on Tuesday and on Wednesday I was a bit tired, but on Thursday I felt better than the day before. Physically I feel fantastic on the bike. Maybe with the more flexible chassis it is a little more difficult in the changes of direction, and we will have to bear it in mind. But overall, I am very happy with this bike.<”
Andrea Dovizioso talked about some chattering problems with the clutch. Does it also happen to you? Is it something very serious?
“Yes, it is one of the most important things we noticed when we arrived here. We dedicated the first two days almost exclusively to working on the clutch, trying to reduce the chattering. We took a step ahead on it and we have been trying to fine-tune it in the last day. It works a little better, but we should improve it even more.”
Do you think the set-up work would be enough, or do the engineers have to change something?
“They have been working on many different areas of the set-up and they have come up with solutions since the last Test, but I think we can improve a little more before the next Test. We are able to improve the situation a little with the configuration and the electronics, but we cannot really solve the problem. So I think that is something that should be done externally and the engineers are the ones who would have to find something.”
What is your main problem with the chattering?
“Basically, it is that when you enter a corner, when you let go of the clutch to downshift, the bike chatters and that makes the whole bike move when entering the corner. That prevents you from bending more and braking harder, because it still chatters and the contact with the tarmac is not perfect. Moreover, if the bike does not follow the track perfectly, the engine braking and the torque do not help the braking. Everything has an effect, one way or the other, so at some point the engine braking interferes too much and blocks the back wheel. That is when you see a Honda rider entering with the bike crossed or doing a wheelie. To achieve a perfect braking performance, you need it to be perfect to avoid the blocking of the wheel and the chattering and it is very difficult to fine-tune it.”
We have seen three different Honda riders lead the classification on each day. What do you think about this?
“Right now I am focused on myself. Naturally, at the end of each day we used a soft tyre to try and set the fastest lap, but we have been more focused on other areas in which we are trying to get the perfect feeling with the bike. Every time is different and I didn’t do enough laps to feel comfortable with everything, because we had so many things to try. But the last day I was able to feel more at home and we took a great step forward. The times came very easily and everything went much better.”
Have you got more confidence with this bike’s front than with the one you had last year?
“Yes, a lot more. The Honda simply requires a different riding style to the Ducati. It is clear that it is not a slow bike and I won more races than anyone in the last four years, but it is just different. For instance, we had many problems with the Ducati's suspension, especially at this track. The drive would also close a lot on long corners, because there are many braking points and we suffered a bit. By contrast, these three days have been really fantastic. On Thursday I had a crash because I lost grip on the front wheel, but it was a one-time thing and it did not happen again. It is very different from the past.”
Did you come across the Yamaha riders on track and can you compare them with the Honda riders?
“I did not meet anyone on track. I saw a Test rider, but I have not been close enough to anyone to have an idea of how they went. We will have to wait until the races start because I don’t want to follow any rider and the majority of them do not want to follow anyone either. It is difficult to find someone on track when you are testing and have an idea of how the other bike goes, especially when you are trying things, because you don’t know if he feels comfortable with what he is trying or not. You cannot reach any conclusions.”
Have you tested the tyres?
“Yes, although there was no significant improvement in performance – it was not the aim of this Test, just a few changes. I prefer the standard compound we’ve had up to now. The harder compound seems a little more predictable. They are trying to gather all data and we will try something more at the next Test.”
Did you try the suspension?
“No, we didn't touch the set-up at all, because for us it was better to concentrate on what we have done. In the next Test we might improve the way to ride the bike and then we will test the suspension.”
How did you find the Honda RC212V? Was it what you expected?
“It was strange. In the first Test in Valencia I expected some things to go better than how they actually went and other things to go much worse. I expected to have many difficulties with the brakes, but in fact the feeling was really good. I thought acceleration would be incredibly powerful from low-revs, but I found that the engine was mild and sweet. There were other things I didn't expect also. I am really happy with what I found, and in fact it was a bit better than what I thought. I am pleased with the package.”
Before you, there was another Australian, Mick Doohan, who wore the Repsol Honda Team colours. How did you feel the first time you saw yourself in the mirror on Repsol livery?
“When Mick (Doohan) was in Repsol livery it was a little different, but for me, being with this team means everything. It is the HRC official team and it is Repsol. It is a great team and to be here with two more riders is amazing. It is interesting that when Mick was here there were three riders and now I arrive here and the situation repeats itself. I am very excited about this season and also about following in the steps of Mick Doohan; this is a huge privilege for me.”
Press release courtesy of Repsol Media Service
http://www.tradingpost.com.au/Autom...mber=D636000212193?BackToResult=true&AdOnTop=
this one has caught my eye, the price is right too. the old across was a workhorse
this one has caught my eye, the price is right too. the old across was a workhorse
those are fun bikes. there should be a lot of aftermarket parts to make it go fast (er)
it sounds alright mate
Suzuki line Hopkins up as a substitute
Thursday, 10 February 2011
The American, who rode in MotoGP for seven seasons until 2008, will attend the Qatar Test with the Rizla Suzuki team and will be a back-up rider for Álvaro Bautista in 2011.
Álvaro Bautista’s position as Rizla Suzuki’s sole rider in 2011 has required Team Manager Paul Denning to form a contingency plan for the season, namely that of preparing a ‘back-up’ rider should the Spaniard be unable to compete in any of the 18 World Championship rounds this year.
The man selected for the role is John Hopkins, the American who rode with the factory Suzuki team for five seasons and finished fourth in the World Championship in his last campaign with them in 2007.
Hopkins, who has been signed for the Crescent Suzuki team in British Superbikes this year – the team run by Denning – will be present at the Qatar Test from March 13th-14th, where he will ride the GSV-R in a bid to prepare himself for the eventuality of being called upon during the season.
“John won’t be doing the full Test in Qatar, he will be doing some riding on the bike to help us out with some PR and filming work. That will give him the opportunity to do some laps and get a feel for the bike, and he will be there at the Test in case we need him,” Denning explained to motogp.com. “We’re not sure whether we’re going to need him during the Test or not.”
Further explaining the plan to have Hopkins on standby throughout the season, Denning continued: “With only one rider we’ve got to think carefully about a back-up plan, in case something goes wrong. We’re obviously very much hoping that we don’t have to call on it at any point, because we’re putting everything behind Álvaro and that’s the priority. But we have an obligation to Suzuki, to Rizla and to all the team’s partners to be at all the races so we do need to have a plan.”
He added: “John is available, he’s got experience and he’s fit and focused, and so he would seem to be the right man to do that job.”
And what of the prospect of seeing Hopkins as a second Suzuki rider on the grid this season in a wild card capacity?
“There are no plans like that at the moment. Should something develop it could be considered, but at the moment it’s not in the plan,” concluded Denning.
Thursday, 10 February 2011
The American, who rode in MotoGP for seven seasons until 2008, will attend the Qatar Test with the Rizla Suzuki team and will be a back-up rider for Álvaro Bautista in 2011.
Álvaro Bautista’s position as Rizla Suzuki’s sole rider in 2011 has required Team Manager Paul Denning to form a contingency plan for the season, namely that of preparing a ‘back-up’ rider should the Spaniard be unable to compete in any of the 18 World Championship rounds this year.
The man selected for the role is John Hopkins, the American who rode with the factory Suzuki team for five seasons and finished fourth in the World Championship in his last campaign with them in 2007.
Hopkins, who has been signed for the Crescent Suzuki team in British Superbikes this year – the team run by Denning – will be present at the Qatar Test from March 13th-14th, where he will ride the GSV-R in a bid to prepare himself for the eventuality of being called upon during the season.
“John won’t be doing the full Test in Qatar, he will be doing some riding on the bike to help us out with some PR and filming work. That will give him the opportunity to do some laps and get a feel for the bike, and he will be there at the Test in case we need him,” Denning explained to motogp.com. “We’re not sure whether we’re going to need him during the Test or not.”
Further explaining the plan to have Hopkins on standby throughout the season, Denning continued: “With only one rider we’ve got to think carefully about a back-up plan, in case something goes wrong. We’re obviously very much hoping that we don’t have to call on it at any point, because we’re putting everything behind Álvaro and that’s the priority. But we have an obligation to Suzuki, to Rizla and to all the team’s partners to be at all the races so we do need to have a plan.”
He added: “John is available, he’s got experience and he’s fit and focused, and so he would seem to be the right man to do that job.”
And what of the prospect of seeing Hopkins as a second Suzuki rider on the grid this season in a wild card capacity?
“There are no plans like that at the moment. Should something develop it could be considered, but at the moment it’s not in the plan,” concluded Denning.
It's all fun and games till someone gets their head split open
http://theync.com/forum/showthread....s-Girlfriends-Head-Split-Open-on-the-Concrete...
http://theync.com/forum/showthread....s-Girlfriends-Head-Split-Open-on-the-Concrete...
Terol top again as 125cc Valencia Test concludes second day
Friday, 11 February 2011
The 2011 title favourite was the fastest rider, as he had been on day one. Impressively close and in the top three were rookies Maverick Viñales and Miguel Oliveira.
Nico Terol picked up where he had left off the previous day at Valencia as the Spaniard topped the timesheet again on day two of the Test at the circuit. Once again the fastest 125cc rider, today with a best time of 1'40.2, the Bancaja Aspar rider was kept in close check by two rookies who were hot on his trail.
Spanish 125cc Champion Maverick Viñales, who impressed on day one, was just a tenth off his vastly more experienced compatriot, with Portuguese talent Miguel Oliveira a further 0.1s back in third as the duo showed little signs of hesitance on a track they both know well from their Spanish Championship exploits.
2010 125cc Rookie of the Year Alberto Moncayo was fourth, but by a distance of 0.8s. He was followed by Sandro Cortese and a brace of riders stepping down from Moto2 this season; Sergio Gadea and Héctor Faubel. The highest placing Derbi was Efrén Vázquez, with his Ajo Motorsport team-mate Johann Zarco close behind. German youngster Jonas Folger completed the top ten.
Czech rider Jakub Kornfeil experienced the only fall of the day, and was taken to hospital for precautionary tests.
Unofficial 125cc times from day two at Valencia (provided by teams):
Terol, Nico (Bancaja Aspar, Aprilia), 1'40.2
Viñales, Maverick (PEV-Blusens-SMX Paris Hilton, Aprilia), 1'40.3
Oliveira, Miguel (Andalucia Cajasol, Aprilia), 1'40.4
Moncayo, Alberto (Andalucia Cajasol, Aprilia), 1'41.2
Cortese, Sandro (Racing Team Germany, Aprilia), 1'41.5
Gadea, Sergio (PEV-Blusens-SMX Paris Hilton, Aprilia), 1'41.5
Faubel, Héctor (Bancaja Aspar, Aprilia), 1'41.5
Vázquez, Efrén (Ajo Motorsport, Derbi) 1'41.5
Zarco, Johan (Ajo Motorsport, Derbi), 1'41.9
Folger, Jonas (Red Bull Ajo Motorsport, Aprilia), 1'42.3
Ono, Hiroki (Caretta Race Technology Dept., KTM), 1'42.4
Jakub Kornfeil (Ongetta-Centro-Seta, Aprilia), 1'42.8
MacKenzie, Taylor (Worldwide Race, Aprilia), 1'43.0
Ajo, Niklas (TT Motion Events Racing, Aprilia) 1'43.0
Kent, Danny (Red Bull Ajo Motorsport, Derbi), 1'43.1
Grotzkyj, Simone (Worldwide Race, Aprilia), 1'43.6
Stafford, Harry (Ongetta-Centro-Seta, Aprilia), 1'43.7
Zulfahmi, Khairuddin (AirAsia-SIC-Ajo, Derbi), 1'43.8
Morciano, Luigi (Team Italia FMI, Aprilia), 1'43.8
Kartheininger, Daniel (Caretta Race Technology Dept., KTM), 1'44.6
Pedone, Giulian (Worldwide Race, Aprilia), 1'44.8
Friday, 11 February 2011
The 2011 title favourite was the fastest rider, as he had been on day one. Impressively close and in the top three were rookies Maverick Viñales and Miguel Oliveira.
Nico Terol picked up where he had left off the previous day at Valencia as the Spaniard topped the timesheet again on day two of the Test at the circuit. Once again the fastest 125cc rider, today with a best time of 1'40.2, the Bancaja Aspar rider was kept in close check by two rookies who were hot on his trail.
Spanish 125cc Champion Maverick Viñales, who impressed on day one, was just a tenth off his vastly more experienced compatriot, with Portuguese talent Miguel Oliveira a further 0.1s back in third as the duo showed little signs of hesitance on a track they both know well from their Spanish Championship exploits.
2010 125cc Rookie of the Year Alberto Moncayo was fourth, but by a distance of 0.8s. He was followed by Sandro Cortese and a brace of riders stepping down from Moto2 this season; Sergio Gadea and Héctor Faubel. The highest placing Derbi was Efrén Vázquez, with his Ajo Motorsport team-mate Johann Zarco close behind. German youngster Jonas Folger completed the top ten.
Czech rider Jakub Kornfeil experienced the only fall of the day, and was taken to hospital for precautionary tests.
Unofficial 125cc times from day two at Valencia (provided by teams):
Terol, Nico (Bancaja Aspar, Aprilia), 1'40.2
Viñales, Maverick (PEV-Blusens-SMX Paris Hilton, Aprilia), 1'40.3
Oliveira, Miguel (Andalucia Cajasol, Aprilia), 1'40.4
Moncayo, Alberto (Andalucia Cajasol, Aprilia), 1'41.2
Cortese, Sandro (Racing Team Germany, Aprilia), 1'41.5
Gadea, Sergio (PEV-Blusens-SMX Paris Hilton, Aprilia), 1'41.5
Faubel, Héctor (Bancaja Aspar, Aprilia), 1'41.5
Vázquez, Efrén (Ajo Motorsport, Derbi) 1'41.5
Zarco, Johan (Ajo Motorsport, Derbi), 1'41.9
Folger, Jonas (Red Bull Ajo Motorsport, Aprilia), 1'42.3
Ono, Hiroki (Caretta Race Technology Dept., KTM), 1'42.4
Jakub Kornfeil (Ongetta-Centro-Seta, Aprilia), 1'42.8
MacKenzie, Taylor (Worldwide Race, Aprilia), 1'43.0
Ajo, Niklas (TT Motion Events Racing, Aprilia) 1'43.0
Kent, Danny (Red Bull Ajo Motorsport, Derbi), 1'43.1
Grotzkyj, Simone (Worldwide Race, Aprilia), 1'43.6
Stafford, Harry (Ongetta-Centro-Seta, Aprilia), 1'43.7
Zulfahmi, Khairuddin (AirAsia-SIC-Ajo, Derbi), 1'43.8
Morciano, Luigi (Team Italia FMI, Aprilia), 1'43.8
Kartheininger, Daniel (Caretta Race Technology Dept., KTM), 1'44.6
Pedone, Giulian (Worldwide Race, Aprilia), 1'44.8
Vyrus plans to run hub-center steered 986 M2 Factory racebike in Moto2
Boutique Italian motorcycle company Vyrus is hoping to cause a real shake-up in top-level racing by entering its radically unorthodox Vyrus 986 M2 Factory in the heavily standardized Moto2 competition. With the same weight, engine, tires and electronics as its opponents, the Vyrus bike is more or less a controlled experiment in the racetrack effectiveness of hub-center steering. It will be the first time in decades that we've seen a machine enter top-level racing without a set of traditional telescopic forks at the front end. If it succeeds, it has a real chance at causing a suspension revolution in the sportsbike world. Oh, and there's streetbike and kit versions available too. Very exciting news.
Hub-center steering
Hub-center steering has never managed to become popular on motorcycles – presumably due to the added cost and restricted turning circle offered by such systems. Or maybe just because it looks weird, and motorcyclists can be deeply resistant to change despite their "rebellious" image.
But while it may have some practical deficits around town, hub-center steering almost magically cures some of the most serious handling issues inherent in bikes with telescopic forks. There's no front-end dive under brakes, for example – so the bike's weight balance remains neutral and the suspension stays in its optimal traction management zone more of the time. You can "stay off the brakes until what seems suicidally late," as master bike tester Alan Cathcart once put it, and with the mechanical separation of steering from suspension, "there seems no limit on how hard you can push it in corners."
Cathcart made these comments after riding Vyrus's last attention-grabbing masterpiece, the 211-horsepower, 1200cc Vyrus 985 C3 4V.
Clearly, to get the best out of this sort of suspension system, you need to be hunting for tenths on a racetrack – but since Yamaha's GTS1000 of nearly 20 years ago, none of the major factories other than BMW have bothered much with anything but telescopic forks.
So it will be fascinating to see how Vyrus goes when it takes its brand new 600cc 986 M2 Factory racer out and pits it against some of the world's best racebike chassis designers on Moto2's world stage.
The Vyrus 986 M2 Factory
Any concerns about weight can be laid to rest immediately: the Vyrus Moto2 bike tips the scales right on 135kg, the mandated minimum weight for a Moto2 racer. In fact, if anything, you'd note that the weight is kept lower in the frame and closer to the central engine mass than on a forked bike with its heavily reinforced headstock area.
Likewise, the achingly gorgeous frame, milled from aerospace-grade aluminum, cradles the engine from beneath as another huge departure from the frame of pretty much any other Moto2 racer.
Bodywork is limited to a bellypan, a very simple pointy nosecone and a single unit that functions both as tank and lower fairing. The seat unit seems almost to bolt into thin air, although it's really attached to the top of the crankcase of the homologation CBR600RR motor.
The hub-center steering is actuated through Vyrus's own VSS system, which takes the handlebar input and transmits it to the front wheel through a double-action hydraulic ram that runs under the length of the front swingarm. It's notable that Cathcart made no complaints of vague or indirect feel through the front end when he test-rode the 985 C3 4V (this has long been regarded as the weak point of hub-center steering) and it seems Vyrus might have it licked.
Going racing
Vyrus has clearly stated its "intent of racing in the Moto2 category" - but the 986 M2 will likely start its racing career in lower-level national and international race series. No announcement has been made yet on when we'll see the Vyrus in the GP paddock.
Three versions: race, road and kit bike
Three versions of the Vyrus 986 M2 will be produced. There'll be the Factory – the full-on race version dripping with titanium, carbon fiber, magnesium and all sorts of other unobtanium as well as motoGP-spec brakes and suspension. It is availbel for 54,200 Euros (approx. US$73,560).
For those who wish to enjoy the Vyrus' exceptional handling on the road, the roadgoing Vyrus 986 SL Replica will be available for a fairly hefty 24,925 euros (that's approx. US$33,840). That includes super-light "white carbon" fairings, custom forged aluminum wheels, Brembo monobloc brake callipers and a Honda HRC engine computer for maximum performance out of the well-loved CBR600 engine. Expensive, yes, but this bike won't just grab every eyeball on the block at a rider meetup, it's also vastly lighter and quicker than anything else in its class on the road – not to mention its insane handling. Those dollars buy both prestige AND performance.
And there's a third option if you're handy with a spanner; you can get yourself a crashed CBR600RR between 2007 and 2011, and buy a Vyrus 986 Replica kit.
The kit comes with the frame, wheels, suspension and unpainted bodywork for 16,542 Euros (that's approx. US$22,450), to which you add the engine, brakes, exhaust system, wiring loom, CPU and dash from your CBR600RR. There's another kit coming out this September that will let you do the same with a Yamaha R6. The resulting kit bikes won't be road legal, but they will kick some very serious arse on the racetrack.
These bikes seem a long way out of most bike buyers' reach – and yet they're still well in the ballpark of a family car, so you'd have to think there's a market there. Either way, if there's a chance they can stick it to the fast guys at the top level of international racing, that's where their real value lies.
If a hub-center steered motorcycle wins the world championship in Moto2, competing within the same strict engine, electronics and tire restrictions as everyone else … well, the sportsbike world is in for a real shakeup – a proper revolution that will lead to some phenomenally quick-steering, stable and grippy roadbikes. Wish Vyrus luck!
Boutique Italian motorcycle company Vyrus is hoping to cause a real shake-up in top-level racing by entering its radically unorthodox Vyrus 986 M2 Factory in the heavily standardized Moto2 competition. With the same weight, engine, tires and electronics as its opponents, the Vyrus bike is more or less a controlled experiment in the racetrack effectiveness of hub-center steering. It will be the first time in decades that we've seen a machine enter top-level racing without a set of traditional telescopic forks at the front end. If it succeeds, it has a real chance at causing a suspension revolution in the sportsbike world. Oh, and there's streetbike and kit versions available too. Very exciting news.
Hub-center steering
Hub-center steering has never managed to become popular on motorcycles – presumably due to the added cost and restricted turning circle offered by such systems. Or maybe just because it looks weird, and motorcyclists can be deeply resistant to change despite their "rebellious" image.
But while it may have some practical deficits around town, hub-center steering almost magically cures some of the most serious handling issues inherent in bikes with telescopic forks. There's no front-end dive under brakes, for example – so the bike's weight balance remains neutral and the suspension stays in its optimal traction management zone more of the time. You can "stay off the brakes until what seems suicidally late," as master bike tester Alan Cathcart once put it, and with the mechanical separation of steering from suspension, "there seems no limit on how hard you can push it in corners."
Cathcart made these comments after riding Vyrus's last attention-grabbing masterpiece, the 211-horsepower, 1200cc Vyrus 985 C3 4V.
Clearly, to get the best out of this sort of suspension system, you need to be hunting for tenths on a racetrack – but since Yamaha's GTS1000 of nearly 20 years ago, none of the major factories other than BMW have bothered much with anything but telescopic forks.
So it will be fascinating to see how Vyrus goes when it takes its brand new 600cc 986 M2 Factory racer out and pits it against some of the world's best racebike chassis designers on Moto2's world stage.
The Vyrus 986 M2 Factory
Any concerns about weight can be laid to rest immediately: the Vyrus Moto2 bike tips the scales right on 135kg, the mandated minimum weight for a Moto2 racer. In fact, if anything, you'd note that the weight is kept lower in the frame and closer to the central engine mass than on a forked bike with its heavily reinforced headstock area.
Likewise, the achingly gorgeous frame, milled from aerospace-grade aluminum, cradles the engine from beneath as another huge departure from the frame of pretty much any other Moto2 racer.
Bodywork is limited to a bellypan, a very simple pointy nosecone and a single unit that functions both as tank and lower fairing. The seat unit seems almost to bolt into thin air, although it's really attached to the top of the crankcase of the homologation CBR600RR motor.
The hub-center steering is actuated through Vyrus's own VSS system, which takes the handlebar input and transmits it to the front wheel through a double-action hydraulic ram that runs under the length of the front swingarm. It's notable that Cathcart made no complaints of vague or indirect feel through the front end when he test-rode the 985 C3 4V (this has long been regarded as the weak point of hub-center steering) and it seems Vyrus might have it licked.
Going racing
Vyrus has clearly stated its "intent of racing in the Moto2 category" - but the 986 M2 will likely start its racing career in lower-level national and international race series. No announcement has been made yet on when we'll see the Vyrus in the GP paddock.
Three versions: race, road and kit bike
Three versions of the Vyrus 986 M2 will be produced. There'll be the Factory – the full-on race version dripping with titanium, carbon fiber, magnesium and all sorts of other unobtanium as well as motoGP-spec brakes and suspension. It is availbel for 54,200 Euros (approx. US$73,560).
For those who wish to enjoy the Vyrus' exceptional handling on the road, the roadgoing Vyrus 986 SL Replica will be available for a fairly hefty 24,925 euros (that's approx. US$33,840). That includes super-light "white carbon" fairings, custom forged aluminum wheels, Brembo monobloc brake callipers and a Honda HRC engine computer for maximum performance out of the well-loved CBR600 engine. Expensive, yes, but this bike won't just grab every eyeball on the block at a rider meetup, it's also vastly lighter and quicker than anything else in its class on the road – not to mention its insane handling. Those dollars buy both prestige AND performance.
And there's a third option if you're handy with a spanner; you can get yourself a crashed CBR600RR between 2007 and 2011, and buy a Vyrus 986 Replica kit.
The kit comes with the frame, wheels, suspension and unpainted bodywork for 16,542 Euros (that's approx. US$22,450), to which you add the engine, brakes, exhaust system, wiring loom, CPU and dash from your CBR600RR. There's another kit coming out this September that will let you do the same with a Yamaha R6. The resulting kit bikes won't be road legal, but they will kick some very serious arse on the racetrack.
These bikes seem a long way out of most bike buyers' reach – and yet they're still well in the ballpark of a family car, so you'd have to think there's a market there. Either way, if there's a chance they can stick it to the fast guys at the top level of international racing, that's where their real value lies.
If a hub-center steered motorcycle wins the world championship in Moto2, competing within the same strict engine, electronics and tire restrictions as everyone else … well, the sportsbike world is in for a real shakeup – a proper revolution that will lead to some phenomenally quick-steering, stable and grippy roadbikes. Wish Vyrus luck!
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