Two Wheels

[wino]

Dr Hinds was outspoken in his support of the introduction of an air ambulance service in Northern Ireland, and yesterday DUP Health Minister Simon Hamilton said he was saddened to learn of his death.

Mr Hamilton said: “I had the honour of meeting Dr Hinds recently. His skill was undoubted but what shone through was his passion for his work.



“John was extremely well regarded not just within the medical profession, but right across the motorcycling world, where his loss will be greatly mourned.”

 

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MOTO GUZZI: Past, Present and Future A brief history of the Mandello del Lario factory, plus a chat with Piaggio CEO Roberto Colaninno.
July 2, 2015 By Bruno dePrato


Moto Guzzi’s home in Mandello del Lario, by Lake Como, has been there since Carlo Guzzi founded the Società Anonima Moto Guzzi, in association with Emanuele Vittorio Parodi and son Giorgio Parodi. Giorgio served in Italian Army Air Service during World War I, aside of Carlo Guzzi and Giovanni Revelli, who died after the war while testing a new plane.

It was in remembrance of Revelli that Carlo Guzzi and Giorgio Parodi included the legendary “spreading wings” Eagle in the Moto Guzzi logo. The Parodi-Guzzi association produced superb motorcycles from the very beginning and the Moto Guzzi factory became a reference point for thousands of enthusiasts. Despite the success and solid financial situation, Moto Guzzi’s headquarters never changed much because there was not land enough to expand the buildings. The reason? A range of Alpine rocks marks the northern limit of the factory area.



To cope with its growing success, Moto Guzzi in the 1950s went vertical. The company built a three-story final assembly area and a product-validation department. Because land was scarce, this was a positive move, but the bikes were assembled on the third floor and tested on an oval track on the roof, then eased by crane back down to the ground. The irrationality of the Moto Guzzi production cycle would have horrified Henry Ford, but the system was never changed through the years. But then the Piaggio Group took over Moto Guzzi and CEO Roberto Colaninno launched a plan to fix things once and for all.

Now, the historic Mandello del Lario facility is undergoing a significant evolution. From the outside, the front-line buildings with the historic address of via Emanuele Vittorio Parodi 57 at Mandello del Lario look exactly the same. At the center is a huge red gate that proudly sports the oval Moto Guzzi logo. Equally unchanged are the second-row buildings, where part of the Moto Guzzi production now takes place. Inside, all these buildings have been vastly refurbished and reorganized, with all production lines now relocated there.



This move was made possible because the production numbers are much lower than they were in the 1950s and 1960s, when the range of Moto Guzzi models included the vastly popular 125cc Stornello and 160cc Lodola. Now, beyond the two rows of buildings, is a large area that has cleared by bulldozers, because Colaninno wanted the old, messy collection of odd buildings cleaned up.

Yes, Colaninno has a vision, but it still hurts to think of all the great Moto Guzzi creations by Chief Project Engineer Dr. Giulio Cesare Carcano that came to life there. Last time I met Colaninno at Moto Guzzi , I asked him a question and shared some thoughts: “What will be come of Mandello del Lario? It is sacred ground to Moto Guzzi enthusiasts all over the world. Even though it’s less functional than other Piaggio Group facilities like the huge Pontedera factory or even the Aprilia one at Noale, the heart of Moto Guzzi is here.”

Colaninno’s reply: “Absolutely right! Moto Guzzi was born here and will always be here in Mandello del Lario. But things do not happen overnight. There was, and still is, a lot to be done to make this a perfectly rational and highly productive factory. I have a project and it is in its final stage of definition. I have seen the sketches of the general layout and it is fascinating, I promise. And I promise that what we are going to give life to well represent Moto Guzzi at its absolute, ultimate best, from its glorious past tradition to the equally glorious future that we are designing for Moto Guzzi, its models and for the Mandello del Lario factory.



“The new California 1400 models are a great success in all main markets, and so is the V7 line. Moto Guzzi is experiencing its strongest recovery and projections from now to the end of 2015 indicate that sales will keep increasing at a rate of close to 10 percent.

“Speaking of the Piaggio Group in general, our next move will be in the environmentally friendly mobility systems, starting with a radically innovative electric bicycle that will be the most advanced in the field, featuring state-of-the-art lithium-ion batteries and a high efficiency electric motor designed and produced by Piaggio. Then there will be more at the coming EICMA. Our very solid financial condition grants Piaggio Group a full capacity to invest in a whole generation of radically new products that are being defined within all our makes to respond to the mobility needs of the next generation of active young people. We will do it by fielding all the most advanced technologies that the global research constantly makes accessible, including those that at present are not being associated with two- and three-wheeled vehicles. This is creativity applied to technology, and we will do it through highly refined design, which is where Italians have an undisputed tradition of absolute leadership.”

 

[wino]

 

[wino]

Tested: Polite Notice waistcoat
Three weeks through central London looking like plod

Posted: 7 July 2015
by Tom Rayner



POLITE looks a lot like POLICE and because nobody wants to knock a cop off their bike, other motorists make room. That's the simple logic behind these increasingly popular high-visibility bibs. But do they work?

Yes, according to the security guard at the Visordown office. He wears one and swears by it. 'It's like Moses parting the Red Sea,' he told me proudly when he spotted me wearing my waistcoat. 'Even the buses move out of your way.' It sounded promising.

My daily commute is 12 miles of constant filtering, ducking, darting and weaving - it's SMIDSY central. I have to ride so defensively it's the biking equivalent of the Hindenburg Line. I was ready to try anything that might make the commute a little less white-knuckle.

At first I was worried I might get nicked for impersonating a police officer but the Association of Chief Police Officers has given the bibs the thumbs up, supporting the idea that better visibility means safer roads and makes their jobs easier.

My other worry - which has proved harder to dispel even after three weeks - was what a complete tool I always feel when I'm wearing the waistcoat, it's unashamedly naff. I feel like a five-year-old who has raided the dressing-up box. 'When I grow up, mummy, I want to be a police motorbike man.'

The first time I rolled out of the car park wearing the waistcoat my self-consciousness must have been radiating like a beacon for bullies because at the first set of lights three blokes in a white van started laughing and pointing.

'Are you going to arrest me, officer?' they jeered. I revved the engine to drown out the taunts but I was a deep shade of scarlet beneath the dark visor.

This incident was a one-off and unfortunately other motorists failed to pay as much notice of my POLITE waistcoat as those white van bullies. Researchers suggest wearing high-viz vests improves your chances of being seen, particularly at night but in my three weeks through London I couldn't really notice any difference.


Read more: http://www.visordown.com/product-features/tested-polite-notice-waistcoat/27912.html#ixzz3fIAtUQ6W

 

[wino]

Dr Hinds was outspoken in his support of the introduction of an air ambulance service in Northern Ireland, and yesterday DUP Health Minister Simon Hamilton said he was saddened to learn of his death.

Mr Hamilton said: “I had the honour of meeting Dr Hinds recently. His skill was undoubted but what shone through was his passion for his work.



“John was extremely well regarded not just within the medical profession, but right across the motorcycling world, where his loss will be greatly mourned.”

 

[wino]

oops

http://www.damian-cudlin.com/

 

[wino]

Stoner begins 8 Hour preparations in Suzuka test

Section: Racing Post: Alex Gobert

Stoner begins 8 Hour preparations in Suzuka test

Two-time MotoGP World Champion Casey Stoner has commenced testing for the 2015 Suzuka 8 Hours in Japan, taking his first laps on the MuSASHi RT HARC-PRO Honda CBR1000RR that he will race on 26 July.

Stoner’s opening day of testing ahead of the iconic event was washed with rain, circulating alongside event teammates Michael van der Mark and Takumi Takahashi on the defending champion #634 entry.

While the weather restricted track time and details from the circuit are minimal at this point, the MuSASHi RT HARC-PRO Honda outfit was sixth fastest overall in the day led by the Kohara RT Honda squad.

 

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[wino]

Guzzi V7 4H10

La libertà di opinione verrà rispettata sempre, nei limiti della legalità. Qualora si ravvisino commenti offensivi ovvero in violazione di una qualsiasi normativa in vigore, il commento verrà cancellato ma conservato (con il relativo indirizzo ip di pubblicazione) per una eventuale azione legale.

Dont like th Guzzi LOVE it

 

[wino]

Guy Martin targets land speed record

Published: Yesterday 09:17

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Guy Martin will make a pilgrimage to the world-famous Bonneville Salt Flats at the end of August to launch a bid on the motorcycle land speed record, in a streamliner Triumph – in an attempt to bring the speed record back to the British firm – and the UK – after an absence of 45 years.

The challenge will be filmed for a new Channel 4 documentary, continuing the success of 'Speed with Guy Martin', which comprised two incredibly popular previous series, as well as the 'Our Guy in India' special, and 'Guy Martin's Spitfire'.

While the current record stands at 376.363 mph, the Triumph team is aiming to surpass that over the measured mile.

Triumph have a long legacy of smashing the land speed record and held the title of ‘World's Fastest Motorcycle’ from 1955 to 1970 with the exception of a brief 33 day period. The record-breaking Triumph Streamliners which included: Devil's Arrow, Texas Cee-gar, Dudek Streamliner and Gyronaut X1, the former achieving a top speed of 245.667 mph (395.28 km/h). Today's bar, held by Rocky Robinson since 2010 riding the Top Oil-Ack Attack streamliner, sits at 376.363 mph (605.697 km/h).

The 2015 Triumph Rocket Streamliner features a carbon Kevlar monocoque construction with two turbocharged Triumph Rocket III engines producing a combined 1000bhp at 9000 rpm. The motorcycle is 25.5 feet long, 2 feet wide and 3 feet tall. Powered by methanol fuel, the bike will compete in the Division C (streamlined motorcycle) category.

The iconic Bonneville name was conceived following Johnny Allen’s land-speed record runs at the Salt Flats in September 1955, when he reached the record breaking speed of 193.72 mph. The first T120 Bonneville model was unveiled at the Earls Court Bike Show and went on sale in 1959.

With final testing scheduled at the Bonneville Salt Flats in mid-July, Triumph and Guy Martin will attemnpt to make history and retake the record from 23-27 August 2015.

 

[wino]

ASK KEVIN: Why Doesn’t Anybody Produce a Square Four Engine? A query from a man who greatly admires the Ariel Square Four.
July 10, 2015 By Kevin Cameron



QUESTION: I have admired the Ariel Square Four engine for a long time. Has a manufacturer produced a Square Four since? If not, why?

Bob Kelly
Denver, Colorado

ANSWER: They certainly are attractive from the standpoint of balance. Liquid-cooled 500cc Grand Prix two-strokes have been built this way, but four-stroke square-fours would now have to be liquid-cooled as well because the front cylinders block cooling air to the rears. Also, there’s some problem with packaging. The original Edward Turner Ariel did not have a very free-flowing intake arrangement.

Honda’s V-4 RC30 barely had room in that wide vee for its four carburetors. Point the front intakes forward and the rears rearward? Updraft exhausts in the middle? Or vice versa? The 500cc two-strokes had their exhaust ports face two forward, two rearward, with disc-valve intakes pointing right and left. Or, with reed valves, the cylinders were opened into a vee to allow forward-facing reeds and carbs.

It’s fun to play with ideas like this in one’s mind. Thanks for taking the time to write.

Send your “Ask Kevin” questions to [email protected]. We cannot guarantee a reply to every inquiry.

John McGuinness fined for taking daughter out of school for TT
TT legend hit with £120 council fine for six-year-old daughter’s school absence

Posted: 10 July 2015
by Visordown News



JOHN McGuinness has been fined £120 for taking his daughter out of school to watch him race at the Isle of Man TT.

McGuinness took six-year-old daughter Masie to last month’s TT, where he scored his 23rd win with a 132.701mph lap record in the Senior race. The Morecambe Missile said he could not compete without his family present.

Great Wood Primary school in Morecambe had granted permission for an earlier trip to Australia and warned further absence would result in a fine.

Head teacher John Ross said: ‘We can only authorise absence in exceptional circumstances.'

McGuinness, 43, told local paper the Morecambe Visitor: ‘The TT is the biggest, most dangerous thing for me and I have my family around me for it.

‘I do a mainly risky job, you can’t concentrate without your family around you, they are my rock, I need them around me in situations like this.

‘My dad goes to the TT and most of the family are in the Isle of Man so I can’t leave the kids with nobody. When we are there my wife takes the children everywhere, to museums, so they are learning all the time. For as long as I am riding they will be there.’

McGuinness said he had known he would be hit with the council fine and questioned why the money did not go directly to the school. ‘I just can’t understand why the money doesn’t go back into the school,’ he said.


Read more: http://www.visordown.com/motorcycle...out-of-school-for-tt/27920.html#ixzz3fdo04q4J



CUSTOM & STYLE: Ecosse Moto Heretic X3 An explosive American monster.
July 9, 2015 By Mark Hoyer
Photographer : Brian Blades, Jay McNally



From the April 2005 issue of Cycle World.

As the name suggests, this bike is an outcast, almost villainous. Riding it is like carrying a weapon, trigger at the right handgrip. Interested?

Even if big-inch Harley power isn’t your thing, the Ecosse Moto Heretic‘s enticing-yet-peculiar blend of bare-fisted American muscle, Italian-inspired chassis. Swedish suspension and thug-like-bike riding position is difficult to resist.

Helping you refrain from the impulse buy, however, is the $64,800 price tag! Okay, a super-expensive, hand-made American motorcycle constructed from fine materials and top-quality components is not for everybody. Who is it for? We defer to Don Atchison, who with wife and company CEO Wendy make up the top players of the Denver, Colorado—based Ecosse team (www.ecossemoto.com).

“We want the 50-year-old guy who grew up on dirtbikes and is looking to get back into riding,” says Don, a part-time roadracer who works primarily on design and testing. “Or if they got back into bikes through Harley-Davidson—which has done a great job getting people back into bikes—hey might look to us for something lighter and more sporty. We’d be happy with 0.5 percent of the Harley re-entry market.”

Wouldn’t everybody? Actually, with the Heretic production run limited to just 100, that .5 percent would probably be too many buyers.

So what drives a couple to chuck everything and invest all their time and money into starting an American motorcycle company?

“The idea for this bike began in the ’90s,” says 37-year-old Don. “I was thinking about it pretty seriously while going to grad school getting my MBA, and already had a BS in mechanical engineering. I had gotten back into bikes on Harleys, but after riding sportbikes and dirtbikes as a kid, it drove me nuts that Harleys wouldn’t turn, wouldn’t brake. I thought, ‘Why can’t someone retain the fun and torque of that motor in a chassis that works?'”



The Atchisons were even Bimota and Confederate dealers, dabbling in these obscure brands because “that’s what we like.” But during their time as dealers, both parent companies ran into financial troubles.

“At that point, we thought the only way we’re ever going to do these kinds of things is to do them ourselves,” said Don.

The company got its start in 2002. Why Ecosse? Why Heretic?

I’m about half Scottish, and there was an old race team in the 1950s called Ecurie Ecosse that raced Jaguars,” says Don. “I thought it was cool that this essentially small club-level team became world-class. Nobody wanted to let them play, but they finally got to Le Mans and kicked ass.”

As for Heretic, they like the image of a “heroic figure speaking out against the masses.” but Don says it really stemmed from his days in engineering school: “I was a fan of Leonardo Da Vinci, and he’s known as the original heretic.”

As the X3 designation implies, this is not Ecosse’s first Heretic, but rather, following experimental fighter—plane norms, the third version.

While the name game is fun, the thing that sets the Heretic apart from other not-chopper “customs” of its ilk is the quality of the riding experience.

First off, there is the motor. From idle (and below!) there is enough smooth torque to rip away from low speeds in any gear. The standard engine is a Nigel Patrick 107-cubic-inch (1753cc), carved-from-billet monster—if you want it polished like our testbike’s, add $2600. The only thing you might wish for is more revs. The 5800-rpm limit just feels like a restriction. Until you shift into the next gear, anyway, when all that torque is at the ready to again peel your eyelids back and shake your femurs to dust. Yes, there is some vibration characteristic to the big-inch 45-degree V-Twin. but it’s surprisingly tolerable considering what’s getting flung around in that long-stroke beast. In fact, lugging around at low revs, it’s not unlike a pre-counterbalanced Softail.



The only major cast pats you see on the engine are the inner cases. Cylinders, heads and the rest are all chipped from big blocks of alloy. Even the transmission case is made from billet. There is a 113-inch motor available that upgrades carburetor from the single 42mm Mikuni HSR flat-slide to a pair, featuring staggered opening for smoother response. That will set you back another $2600 for a motor with the basic machined finish, or $5500 for the full “show polished” version.

Our 107-inch rider turned in 100 horsepower and 100 foot-pounds of torque on the CW dyno, which fell short of Ecosse’s expectations. Later investigation showed our testbike was delivered with lean jetting suitable for their mile-high Denver HQ, not L.A. Properly jetted, expect at least 115 on both counts, says Atchison. The 113-inch mill is said to produce 130 hp and 139 ft.-lbs. of torque.
The twin, high-mount aluminum exhaust cans take off the harsh edge that can come from a big-inch performance Evo-style engine. It’s still loud enough to make a statement, but has a roundness to the sound that makes listening a pleasure.

The six-speed gearbox is from Baker, with fine-tuning tweaks requested by Ecosse. Shift throws are short and engagement reasonably positive. The ratios are good, too, with an overdrive top gear helping to keep your molars intact and your pee from getting all fizzy after an extended spin at freeway speed or beyond.

The primary drive is surprisingly short. What gives?

“We played a little trickery with gearsets to make it as compact as possible,” says Don. “It’s about 4 inches shorter than a standard Harley primary drive. The big objective there is to get the swingarm pivot as far forward as possible. Burt Baker is one smart mofo.”

As you can see, the swingarm pivot is indeed very far forward, and a side effect is that the final-drive chain is quite long and must be set up on the loose side. It looks wrong when the bike is unladen, but the slack is taken up when the rider is seated. Tensioners were tested, but none held up.

Forged alloy O.Z. wheels carry Michelin rubber in sporty 120/70ZRl7 and 190/50ZRl7 sizes. You can have 200mm at the back, if you’re into that, but the 190 makes the bike handle better, according to Don.

A particularly cool chassis feature is the adjustable rear ride height for the Öhlins shock. There are three positions on the swingarm to accept the shock’s bottom eyelet, settings described by Ecosse as Roadracer, Cruiser and Dragster. The linkageless setup goes from a rising-rate, to neutral, to falling-rate in the respective positions, and seat height varies from 30.5 to 28 inches. There is also hydraulic shock-spring preload adjustment, with full damping tweaks (compression is even high- and low-speed tunable).



In the Cruiser mode, the bike handles pretty typically for this sort of American musclebike, in that it takes considerable effort to initiate a turn. Also, once you get it leaned over, you have to force it to stay there. Jack up the rear ride height, however, and you get a much better tip-in response, as well as more willingness to turn and stay turning. The raised rear improves cornering clearance, too. Still, this is a bike that takes a great deal of effort to quickly change direction, and it never lost its tendency to stand up while trail-braking. A GSX-R it ain’t. Action from the inverted 43mm Öhlins fork was well-controlled and offered a balanced ride in concert with the shock settings.

“We goofed off at Öhlins for a while, toyed with Superbike internals and got a good setup,” says Don. “That’s how they ship them to us now.”

While the stand-up tendency—plus the touchy ISR six-piston front brakes—initially keep you from really taking it deep in corners, once you get a sense of what’s what, you really can have a good time. While steering isn’t super-quick (rake is spec’d at 30 degrees, wheelbase a long 61 inches), this is a very entertaining ride on a flowing backroad. Especially when you pull the trigger on that engine. It’s important to use a judicious hand on the throttle at deep lean, though. The bottomless torque makes it very easy to get the bike to squirm around when you’re on the edge of the tire. It was actually better to run a lot of revs through apexes, just because the torque curve is diminishing as you roll on the gas, making it less likely to surprise you with a sudden twitch! Which it will.

The seat discourages lingering or treating riding with a lack of enthusiasm. It is not particularly uncomfortable, but it is small and not overstuffed (a thicker seat is available). With power so plentiful, acceleration so frighteningly immediate, it is nice that the riding position is good, lending the pilot a feeling of control and oneness with the Heretic you almost never associate with that big-inch, potato-potato-potato sound in the engine room. The fact that the rear cylinder head is right next to your right leg, and that there is little seat or bodywork to shield you from engine heat means the rider gets quite a roasting, even on cooler days. But you didn’t buy this bike to tour, did you?

No, probably not. One big reason to drop such large money on a Heretic is how it looks, and how it is made, not to ride from New York to Daytona before the thaw begins. The chrome-moly frame tubes are joined by machined steel lugs, all gorgeously constructed and welded. If chrome-moly is too pedestrian for you, Ecosse has already started work on a titanium-frame version. It will be sold in a brushed, uncoated finish, so you can see the rainbowed glory of the heat-affected zones around the welds come shining through. Price will at least double.

“The riding position gives a feeling of control and oneness you’d never associate with the big-inch potato-potato-potato sound in the engine room.

Every bodywork piece is carbon-fiber. The fuel tank is particularly trick in its construction, with multiple layers-a matrix of carbon-fiber, fiberglass and carbon-kevlar—to enhance resistance to crash damage. If you drop your $60K bike, you really don’t want it to go up in flames, too, do you?

The tapered aluminum handlebar can be had in a variety of bends, our tester fitted with a Honda “CR Low,” measuring about 34 inches tip to tip. There is plenty of leverage, and as mentioned above, you need it.

Some of the nice attention to detail can be found in the ISR control pods and switchgear. The necessary DOT symbols for the killswitch, horn and such, as well as all the mumbo-jumbo on the brake master cylinder (“Use DOT 4 Fluid, etc.”), are machined into the pieces.

“I refused to do stickers,” Don says flatly.

Ecosse makes the footpegs and foot controls, while tiny CRG bar-end mirrors provide an acceptable, fish-eyed notion of what’s behind you.

Overall, the Heretic is a striking piece with just about every item a work of art in its own right, except perhaps that flowerpot air-filter housing. Otherwise, it is sweet, indeed.

“We’ve kept a no-compromise philosophy in building this bike,” Atchison says. “Like the leather we use on the seat is this really trick, laser-etched stuff from Italy that’s eight times as expensive as what we used at first. The bill of materials cost has gone up dramatically since we started the project!”

As you would expect from a low-volume builder such as this, the sky is (almost) the limit in terms of personalizing your ride with options. But only up to a point.

“We’ll work with customers to build a bike to their tastes, as long as it doesn’t affect the engineering,” says Don. “We’ve got too much blood, sweat and tears in figuring how to make them work right.”

In this time of choppers, when popular culture has embraced the raked, apehanger-equipped “long” bike and style-conscious bobber, the Ecosse is a refreshing and interesting contrast, made more so by that big Evo powerplant, which Ecosse says just happened to be the right choice for this model.

“We’re not fixated on American V-Twins,” says Don with a smile. “We’ve been talking to other known engine manufactures about future models. It was just that for an all-out high-performance streetbike like the Heretic, we thought this was the best motor for that purpose. You can have a good time without going 100 mph.”

Cool thing is, you can also have a good time going 100 mph-plus. But that would be sorta heretical.

http://www.cycleworld.com/2015/07/0...-cycle-world-custom-and-style/?src=SOC&dom=fb

 

[wino]

MotoGP »
MotoGP Germany - Full Qualifying Results
11 July 2015

Full Qualifying Results and Grid line-up for the 2015 German MotoGP at Sachsenring, round 9 of 18.

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  MotoGP Germany - Full Qualifying Results
  
  MotoGP champion Marc Marquez claims his sixth successive pole at the Sachsenring. He'll be joined on the front row by Honda team-mate Dani Pedrosa and Yamaha's Jorge Lorenzo.
  
  World championship leader Valentino Rossi starts sixth.
  
  Marquez will be fighting for a sixth German GP win in a row on Sunday, but only his second victory of this season.
  
  After a miserable season, Marco Melandri has split from Aprilia and is replaced by test rider Michael Laverty.
  
  Stefan Bradl is missing his home round due to a fractured scaphoid at Assen and is replaced by Claudio Corti. Karel Abraham is again absent due to a foot injury at Catalunya and replaced by Honda test rider Hiroshi Aoyama...
  
  Qualifying 2:
  1. Marc Marquez ESP Repsol Honda Team (RC213V) 1m 20.336s [Lap 6/8] 293km/h (Top Speed)
  2. Dani Pedrosa ESP Repsol Honda Team (RC213V) 1m 20.628s +0.292s [7/10] 294km/h
  3. Jorge Lorenzo ESP Movistar Yamaha MotoGP (YZR-M1) 1m 20.921s +0.585s [7/10] 290km/h
  4. Andrea Iannone ITA Ducati Team (Desmosedici GP15) 1m 21.029s +0.693s [8/10] 295km/h
  5. Yonny Hernandez COL Octo Pramac Racing (Desmosedici GP14.2) 1m 21.115s +0.779s [6/8] 292km/h
  6. Valentino Rossi ITA Movistar Yamaha MotoGP (YZR-M1) 1m 21.220s +0.884s [9/11] 291km/h
  7. Aleix Espargaro ESP Team Suzuki Ecstar (GSX-RR) 1m 21.239s +0.903s [8/10] 283km/h
  8. Pol Espargaro ESP Monster Yamaha Tech 3 (YZR-M1) 1m 21.274s +0.938s [8/9] 293km/h
  9. Bradley Smith GBR Monster Yamaha Tech 3 (YZR-M1) 1m 21.329s +0.993s [9/10] 293km/h
  10. Cal Crutchlow GBR CWM LCR Honda (RC213V) 1m 21.409s +1.073s [6/9] 288km/h
  11. Andrea Dovizioso ITA Ducati Team (Desmosedici GP15) 1m 21.503s +1.167s [7/8] 297km/h
  12. Maverick Viñales ESP Team Suzuki Ecstar (GSX-RR)* 1m 21.796s +1.460s [7/8] 289km/h
  
  Qualifying 1:
  13. Hector Barbera ESP Avintia Racing (Desmosedici GP14 Open) 1m 21.628s 290km/h
  14. Scott Redding GBR Estrella Galicia 0,0 Marc VDS (RC213V) 1m 21.632s 287km/h
  15. Danilo Petrucci ITA Octo Pramac Racing (Desmosedici GP14.1) 1m 21.760s 290km/h
  16. Alvaro Bautista ESP Factory Aprilia Gresini (RS-GP) 1m 22.049s 288km/h
  17. Alex De Angelis RSM E-Motion IodaRacing (ART) 1m 22.195s 280km/h
  18. Jack Miller AUS CWM LCR Honda (RC213V-RS)* 1m 22.225s 287km/h
  19. Nicky Hayden USA Aspar MotoGP Team (RC213V-RS) 1m 22.362s 283km/h
  20. Loris Baz FRA Athina Forward Racing (Forward Yamaha)* 1m 22.394s 284km/h
  21. Mike Di Meglio FRA Avintia Racing (Desmosedici GP14 Open) 1m 22.441s 290km/h
  22. Hiroshi Aoyama JPN Cardion AB Motoracing (RC213V-RS) 1m 22.543s 288km/h
  23. Eugene Laverty IRL Aspar MotoGP Team (RC213V-RS)* 1m 22.693s 283km/h
  24. Michael Laverty GBR Factory Aprilia Gresini (RS-GP) 1m 22.947s 284km/h
  25. Claudio Corti ITA Athina Forward Racing (Forward Yamaha) 1m 23.374s 281km/h
  
  Blue Name = Factory - Official MotoGP ECU hardware, unique manufacturer software.
  20 litres of race fuel, 5 engine changes for the season. All engines identical throughout the year within the same team (development freeze).
  Black Name = Factory (with concessions) - Official MotoGP ECU hardware, unique manufacturer software.
  Applicable to Factory entries by a manufacturer that did not achieve a dry win in 2013 (Ducati) or any new MotoGP manufacturers (Suzuki and Aprilia).
  22 litres of race fuel for Ducati, 24 litres for Suzuki and Aprilia. Same 12 engine changes, softer rear tyre, no engine development freeze and extra testing opportunities as the Open Category. Fuel and soft tyre can change depending on top three results.
  Red Name = Open - Full official MotoGP ECU, hardware and software.
  24 litres of race fuel, 12 engine changes, softer rear tyre, no engine development freeze and greater testing opportunities relative to Factory.
  * Rookie
  Latest Updates: Follow @Crash_MotoGP
  
  Fastest practice time:
  Marc Marquez SPA Honda 1m 21.083s (FP3)
  Official Sachsenring MotoGP records:
  Best lap:
  Marc Marquez SPA Honda 1m 20.937s (2014)
  Fastest race lap:
  Dani Pedrosa SPA Honda 1m 21.846s (2011)

MotoGP »
MotoGP Germany: Crutchlow: 'Sorry Dani'... hails Hernandez, Smith
11 July 2015

"Honda came to me and said, 'Cal we have a bill. Dani's punched his tank because of you'" - Cal Crutchlow.

• • StumbleUpon
  
  
  MotoGP Germany: Crutchlow: 'Sorry Dani'... hails Hernandez, Smith
  
  Cal Crutchlow was quick to hold his hands up and apologise to Dani Pedrosa after qualifying at the Sachsenring on Saturday.
  
  The Englishman accidentally held up the Repsol Honda rider early in Qualifying 2, with Pedrosa making his anger clear. Crutchlow apologised to Pedrosa as soon as the session ended, by which time the Spaniard had claimed a front row start.
  
  “Honestly I was looking behind me twice on that lap because I was coming in and I didn't see anybody and then I held him up. Completely my fault," Crutchlow said. "He was revving... I went and saw him to say sorry but he was f**king angry. I said, 'listen, I didn't see you'. He said, 'you did.' I said, 'I didn't.' I hate when people hold you up and when they follow each other.
  
  "I said, 'listen, I'm sorry' and he's fine. But Honda came to me and said, 'Cal we have a bill. Dani's punched his tank because of you.' They need a new tank now because he's punched it through but he's ok. When I went to see him he said, 'you need to pay for the tank.' I said, 'F**k you!' But no, he's ok!"
  
  While Pedrosa had gone on to take second on the grid, Crutchlow was left down in tenth, 1.073s from Marc Marquez.
  
  "I qualified tenth. I wasn't very happy. I should have been in the top six. Simple as that. I don't really know [what happened]. I felt like I was pushing to the limit of our package at that time and that's as fast as I could go. I made two or three mistakes for sure but because I was pushing in other areas.
  
  "Marc has [the race] sewn up if he rides around. He did a '21.6 with 30 laps, he's doing them for fun. Dani's strong as well. I think you always have to be careful with Jorge, he'll be there. Honestly Valentino doesn't have a bad pace and I think we have the next best pace after that. It'll be hard from tenth on the grid because it's so difficult to pass."
  
  Crutchlow had already suffered a setback prior to qualifying in the form of a highside in morning practice (pictured).
  
  “I had a big crash in FP3, I went into the corner a bit too fast and didn't want to risk losing the front so I used the rear brake a little too much and it threw me over the handlebars. So I have a small crack in my elbow and my fibula, but honestly I'm ok and not in too much pain,” he revealed.
  
  The #35 added that fifth place qualifier Yonny Hernandez was his hero of the day, with Bradley Smith pulling off the best save by hanging on to a near highside.
  
  "The hero of the day has to be Hernandez – that lap time he did there is good enough for pole in 2013 and second last year. He's f**king riding well. I don't think he'll be there in the race and again he's on a super soft.
  
  "Save of the day has to be Brad. I want to go and see his nut sack later. They must be black, they're not going to be ginger any more!"
  
  

Miller targets top Open result in German grand prix
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Section: Racing Post: Alex Gobert
Sachsenring a special round for determined Aussie rookie.


Source: LCR.

CWM LCR Honda’s Jack Miller qualified as the top Open Honda rider at the Sachsenring in Germany on Saturday, starting the 30-lap Grand Prix of Germany from 18th place on the grid.

The Australian is a big fan of the tight and twisty venue and made significant progress after a difficult first day of practice on Friday.

After disappointment last time out in Holland, he is confident of being able to finish as top Open bike, with the focus being on getting through the crucial first laps.

“We started off quite slowly on Friday, but we came through today and really improved the bike in free practice, especially on the used tyres,” Miller explained. “Qualifying still wasn’t quite perfect for me though, we would still like to improve on how the bike is handling.

“There’s a lot of spin here in Sachsenring and I was just beginning to manage it a bit better, it wasn’t so aggressive and snappy under acceleration. The bike is working well, I feel comfortable here but it’s definitely a difficult circuit and 30 laps will feel very long around here.

“It’s one of my favourite race tracks though, I made my debut here and won here last year, so it’s kind of special to me and I’m going to enjoy it a lot. I think finishing as top Open bike is within reach, but we’ll need to get a decent start and stay out of trouble for the first five or six laps.”

 

[wino]

 

[wino]

 

[wino]

Countdown: Progression of Jack Miller
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Section: Countdown Post: Alex Gobert
Five reasons the Aussie rookie is meeting MotoGP expectations.

When it was confirmed 20-year-old Jack Miller would be stepping straight from Moto3 to MotoGP in 2015, doubters across the world declared his and HRC’s decision a mistake. However those that stood by Miller’s talent have been vastly rewarded for much of the season’s first half, displaying impressive speed with reasonable consistency. Here are five moments that have stood out to CycleOnline.com.au so far.


Source: LCR.

5. Speed on his side:
After an incredible display of form in Moto3 last year, it comes as no surprise to see Miller quickly up to speed on the RC213V-RS this season in MotoGP. His qualifying performances haven’t been overly strong, but in practice and race trim he’s consistently shown consistent pace across longer distances.

4. Minimised pressure:
With a three-year Honda Racing Corporation (HRC) contract in his back pocket, pressure has been reduced for his rookie campaign inside the Open class ranks. Sure, we don’t see him up front with Marquez and co. on television, but amongst the Opens he has been learning his craft and that will eventually pay dividends after bypassing Moto2.

3. Mistakes made:
Aussie Jack has made his fair share of mistakes across the course of the season as he pushes the envelope of experience, crashing out on debut at Qatar and then again at Le Mans, Mugello and Assen while struggling with the front-end. As long as he learns from them – and he will – then it will all count once he lands more competitive equipment.


Source: LCR.

2. Direct yard-sticks:
Having the likes of 2006 world champion Nicky Hayden and proven world class fellow rookie Eugene Laverty – who transferred from WorldSBK – on near identical Open class Honda machinery provides an opportunity to compare Miller’s current form with two top riders. And so far, he’s ahead of both Hayden and Laverty in the standings at 18th overall.

1. Top Open in Argentina:
While Miller’s best result of the year to date came in 11th at Catalunya, he had a taste of parc ferme in the Argentine round at Termas de Rio Hondo by finishing as best of the Open runners in 12th. Come the second half of the season, we expect him to repeat that performance a couple more times before year’s end.

 

[Gh0zt™]

What do you guys wear for jackets ? I have a bullshit decent joe rocket leather . But I wear my olympia AST2 jacket more often lighter , more vents , easier to move in . The thing vents so much air in the summer when im sweating balls the air on sweats almost acts as a/c . I also have Olympia ranger 3 pants but ive yet to wear them . As they are like firefighting bunker pants . Boots currently I wear timberlands but I have a pair of Fox comp 5 race boots I wear when dualsporting offroad.

What you guys rockin these days ?

 

[wino]

black leather.



all over.

and Shoei helmet

 

[wino]

What do you guys wear for jackets ? I have a bullshit decent joe rocket leather . But I wear my olympia AST2 jacket more often lighter , more vents , easier to move in . The thing vents so much air in the summer when im sweating balls the air on sweats almost acts as a/c . I also have Olympia ranger 3 pants but ive yet to wear them . As they are like firefighting bunker pants . Boots currently I wear timberlands but I have a pair of Fox comp 5 race boots I wear when dualsporting offroad.

What you guys rockin these days ?

right .

Great subject Gh0zt36

my first answer when I was at work and on the phone. and 12 hours later after life and sport and drinking. I'm pissed. Great subject you have brought up Sir.

I have always brought Arai or Shoei helmets. Neverwilltrustanother.

I have for ever 'EVER' worn a thick grain of leather jacket and down here in Oz there is a lot of brands to buy. And . . . I got kids bikes, football, cricket and tunes flying about. ATM

Bottom line today I dont go buy a cup of coffee without a cow skin and boots. EVA

 

[Gh0zt™]

right .

Great subject Gh0zt36

my first answer when I was at work and on the phone. and 12 hours later after life and sport and drinking. I'm pissed. Great subject you have brought up Sir.

I have always brought Arai or Shoei helmets. Neverwilltrustanother.

I have for ever 'EVER' worn a thick grain of leather jacket and down here in Oz there is a lot of brands to buy. And . . . I got kids bikes, football, cricket and tunes flying about. ATM

Bottom line today I dont go buy a cup of coffee without a cow skin and boots. EVA

I like leathers , I had a Icon motorhead for a while but they are just so damn heavy and hot in the throws of summer. I really like my Olympia Ast2 , I hardly even wear my leather anymore .. My helmet ( dont laugh haha ) is a Gmax 54s . Ya know the modular one with the internal flip down sun visor as well as the clear outer shield ?

And then I have a Gmax 46x dual sport helmet too again for the hottest part of summer . I dont know how good they are in a crash . Hopefully I dont ever have to find out people have gave good post crash reviews on the 54s .

I just dont have 700 bones for an arai lol

How bout gloves? Right now Im rocking Held ninja gloves with kevlar paneling .