all sortz of pain here
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Pedrosa forced to sit out home race
Wednesday, 1 June 2011
The Repsol Honda rider has not been able to recover from collarbone surgery in time for this weekend’s Gran Premi Aperol de Catalunya.
Dani Pedrosa will miss this weekend’s Gran Premi Aperol de Catalunya, the fifth round of the 2011 campaign, as he continues to recover from the surgery he received on his fractured right collarbone on May 18th.
The Repsol Honda rider sustained the injury when he crashed during the French GP at Le Mans. Pedrosa and his team had hoped that following surgery three days after the accident and with a carefully planned rehabilitation programme he would be able to race this weekend, but a slower than anticipated healing process means he will instead sit this round out.
“After France, I had surgery to stabilise the fracture of my right collarbone and hoped to be ready for Barcelona. I pushed myself as best as I could but I feel that my collarbone is not yet ready. I think I must rest for a while and recover properly,” explained Pedrosa.
“Since early this year I've had many problems and operations and I really believe I must stop now and let this heal properly. I would love to be in Montmeló with all the fans that follow me but for me if I'm on track, I'm there to fight for victory and offer them a good race. I feel that is not possible at the moment and therefore the most sensible thing is not to compete. It is a big shame what happened. Despite all the problems I had earlier in the season, this year I felt very strong and I was aware that I could beat my opponents.”
Pedrosa added: “I want to say thank you to you all for your support and hope to be back in full shape as soon as possible to continue giving my best.”
The continued progress of the healing of the collarbone will determine the date of Pedrosa’s return to competitive riding.
Wednesday, 1 June 2011
The Repsol Honda rider has not been able to recover from collarbone surgery in time for this weekend’s Gran Premi Aperol de Catalunya.
Dani Pedrosa will miss this weekend’s Gran Premi Aperol de Catalunya, the fifth round of the 2011 campaign, as he continues to recover from the surgery he received on his fractured right collarbone on May 18th.
The Repsol Honda rider sustained the injury when he crashed during the French GP at Le Mans. Pedrosa and his team had hoped that following surgery three days after the accident and with a carefully planned rehabilitation programme he would be able to race this weekend, but a slower than anticipated healing process means he will instead sit this round out.
“After France, I had surgery to stabilise the fracture of my right collarbone and hoped to be ready for Barcelona. I pushed myself as best as I could but I feel that my collarbone is not yet ready. I think I must rest for a while and recover properly,” explained Pedrosa.
“Since early this year I've had many problems and operations and I really believe I must stop now and let this heal properly. I would love to be in Montmeló with all the fans that follow me but for me if I'm on track, I'm there to fight for victory and offer them a good race. I feel that is not possible at the moment and therefore the most sensible thing is not to compete. It is a big shame what happened. Despite all the problems I had earlier in the season, this year I felt very strong and I was aware that I could beat my opponents.”
Pedrosa added: “I want to say thank you to you all for your support and hope to be back in full shape as soon as possible to continue giving my best.”
The continued progress of the healing of the collarbone will determine the date of Pedrosa’s return to competitive riding.
these guys have no fear of heights
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Jeremy Burgess with one eye on next season
Tuesday, 31 May 2011
In an interview with former GP rider Daryl Beattie, Valentino Rossi’s Crew Chief on the Ducati Team discusses how the switch to the Italian factory in 2011 has gone so far, and the change in Technical Regulations which come into effect in 2012.
Speaking to former GP rider Daryl Beattie, Jeremy Burgess spoke about a range of subjects, starting with the switch to Ducati with Valentino Rossi for the 2011 campaign.
“It’s been a hard start, clearly, with Valentino’s injury” Burgess told Beattie an interview for Australian channel One HD. “The bike was being built at the end of last year and not leading into the first race, and I think ideally having a fit rider we could have had a bit of a stronger bike in Qatar. But it is what it is, we’re now starting to make progress and in the break we had prior to the Portugal race Valentino’s fitness improved a lot and we had a very good Test on the Monday after the race.”
“We got what we wanted (at the Estoril Test) and both parts – the chassis and the engine – were improvements. We need more in both directions. If this was the second Test at Sepang I’d have been very happy, unfortunately it’s the first Test during the Grand Prix season and we’re a little bit behind.”
He continued: “I think initially we’ll always be playing catch up (to the likes of Honda and Yamaha), of course until we get ahead of them. We haven’t been doing nothing, we have been working significantly with the electronics which we have tidied up a lot and passed on to the riders in the satellite teams who have all verified that it is better. The chassis was better in the Test as was the engine, so if we can take that a little further we’ll be getting closer and being able to make sure that we do keep going forward.”
Prior to the start of the 2011 season there was a lot of discussion surrounding the machine inherited from Burgess’ fellow Australian Casey Stoner.
“Casey without a doubt is a fantastic rider and did a wonderful job on that bike, but there were too many DNFs,” said Burgess. “Sometimes, and in this particular instance, I think Ducati let themselves down a little bit in the sense that they only analysed the success, they never analysed the failures. They treated the DNFs and crashes as bad luck rather than looking at it as if there might be something not quite right, and Casey had to ride perhaps too close to the limit to win the races he did. The margin that Casey had on that bike is perhaps a lot slimmer than what we would like to have on the bike that Valentino rides.”
Progress has been made by Burgess and Rossi in adapting the machine to be closer to the Italian’s style and requirements, and following the Portugal Test a podium at Le Mans was the fruit of their labours. There is still a lot to continue improving believes Burgess, who said: “There are certain things we can do to continue through this year and improve, and there are certain things we can do to probably accelerate our bike for next year.”
Speaking about the 2012 season, in which the introduction of new Technical Regulations will see the engine capacity limit raised to 1,000cc, Burgess commented: “I don’t think you’ll see much difference in who’s winning the races in terms of riders, I hope Valentino’s at the front a bit more! Genuinely I think it’ll be the same top four or five riders each week.”
“I find it a little bit disappointing going back to 1,000cc. I think companies such as Suzuki for example would like to see some sort of stability in the regulations so that we can all work through to a more equal competition. I know that from talking with Yamaha last year they would like to build a V4 engine but while the regulations are continuing to change they don’t have the manpower to allow that to happen. So they will go into the competition next year with another inline-four engine so it sort of stops the improvement development when you’re jumping from one set of regulations to another.”
Asked whether he felt the challenge undertaken in the change to Ducati was the toughest of his career to date, Burgess was not so sure.
“I think the early days with Mick (Doohan) were probably as tough, Honda hadn’t won the Championship for a number of years, and there was an expectation there in the early 90s that we should,” he explained. “In those years there was a lot of pressure from Japan. I think I can handle that sort of pressure better now than I could back then, but I probably still remember those years as the toughest. Ask me again in December!”
Tuesday, 31 May 2011
In an interview with former GP rider Daryl Beattie, Valentino Rossi’s Crew Chief on the Ducati Team discusses how the switch to the Italian factory in 2011 has gone so far, and the change in Technical Regulations which come into effect in 2012.
Speaking to former GP rider Daryl Beattie, Jeremy Burgess spoke about a range of subjects, starting with the switch to Ducati with Valentino Rossi for the 2011 campaign.
“It’s been a hard start, clearly, with Valentino’s injury” Burgess told Beattie an interview for Australian channel One HD. “The bike was being built at the end of last year and not leading into the first race, and I think ideally having a fit rider we could have had a bit of a stronger bike in Qatar. But it is what it is, we’re now starting to make progress and in the break we had prior to the Portugal race Valentino’s fitness improved a lot and we had a very good Test on the Monday after the race.”
“We got what we wanted (at the Estoril Test) and both parts – the chassis and the engine – were improvements. We need more in both directions. If this was the second Test at Sepang I’d have been very happy, unfortunately it’s the first Test during the Grand Prix season and we’re a little bit behind.”
He continued: “I think initially we’ll always be playing catch up (to the likes of Honda and Yamaha), of course until we get ahead of them. We haven’t been doing nothing, we have been working significantly with the electronics which we have tidied up a lot and passed on to the riders in the satellite teams who have all verified that it is better. The chassis was better in the Test as was the engine, so if we can take that a little further we’ll be getting closer and being able to make sure that we do keep going forward.”
Prior to the start of the 2011 season there was a lot of discussion surrounding the machine inherited from Burgess’ fellow Australian Casey Stoner.
“Casey without a doubt is a fantastic rider and did a wonderful job on that bike, but there were too many DNFs,” said Burgess. “Sometimes, and in this particular instance, I think Ducati let themselves down a little bit in the sense that they only analysed the success, they never analysed the failures. They treated the DNFs and crashes as bad luck rather than looking at it as if there might be something not quite right, and Casey had to ride perhaps too close to the limit to win the races he did. The margin that Casey had on that bike is perhaps a lot slimmer than what we would like to have on the bike that Valentino rides.”
Progress has been made by Burgess and Rossi in adapting the machine to be closer to the Italian’s style and requirements, and following the Portugal Test a podium at Le Mans was the fruit of their labours. There is still a lot to continue improving believes Burgess, who said: “There are certain things we can do to continue through this year and improve, and there are certain things we can do to probably accelerate our bike for next year.”
Speaking about the 2012 season, in which the introduction of new Technical Regulations will see the engine capacity limit raised to 1,000cc, Burgess commented: “I don’t think you’ll see much difference in who’s winning the races in terms of riders, I hope Valentino’s at the front a bit more! Genuinely I think it’ll be the same top four or five riders each week.”
“I find it a little bit disappointing going back to 1,000cc. I think companies such as Suzuki for example would like to see some sort of stability in the regulations so that we can all work through to a more equal competition. I know that from talking with Yamaha last year they would like to build a V4 engine but while the regulations are continuing to change they don’t have the manpower to allow that to happen. So they will go into the competition next year with another inline-four engine so it sort of stops the improvement development when you’re jumping from one set of regulations to another.”
Asked whether he felt the challenge undertaken in the change to Ducati was the toughest of his career to date, Burgess was not so sure.
“I think the early days with Mick (Doohan) were probably as tough, Honda hadn’t won the Championship for a number of years, and there was an expectation there in the early 90s that we should,” he explained. “In those years there was a lot of pressure from Japan. I think I can handle that sort of pressure better now than I could back then, but I probably still remember those years as the toughest. Ask me again in December!”
MotoGP Race Direction releases statement regarding Le Mans incident
Thursday, 2 June 2011
The Race Direction informed Simoncelli they wish to ensure his awareness of the incident at the French MotoGP race and to avoid any future repetitions.
The Race Direction composed of Paul Butler, Race Director and IRTA representative, Claude Danis, FIM representative, Javier Alonso, Dorna representative, and Franco Uncini, IRTA Riders Safety delegate today met with San Carlo Honda Gresini rider Marco Simoncelli. Also present was San Carlo Honda Gresini Team Principal Fausto Gresini.
The purpose of the meeting was to give all the parties the opportunity to discuss the incident at the French MotoGP in Le Mans that resulted in Marco Simoncelli being penalised with a ride through penalty and to draw a line under it.
The Race Direction informed Simoncelli that they wished to ensure that he was aware of his mistake and to avoid any repetition in the future. Simoncelli responded that in the interval after the French Grand Prix he had had time for reflection and regretted the statements he had made in the heat of the moment immediately after the Grand Prix. He also recognized that he had made an error of judgment and stated that in future he would try to evaluate situations better and be a little more cautious.
Thursday, 2 June 2011
The Race Direction informed Simoncelli they wish to ensure his awareness of the incident at the French MotoGP race and to avoid any future repetitions.
The Race Direction composed of Paul Butler, Race Director and IRTA representative, Claude Danis, FIM representative, Javier Alonso, Dorna representative, and Franco Uncini, IRTA Riders Safety delegate today met with San Carlo Honda Gresini rider Marco Simoncelli. Also present was San Carlo Honda Gresini Team Principal Fausto Gresini.
The purpose of the meeting was to give all the parties the opportunity to discuss the incident at the French MotoGP in Le Mans that resulted in Marco Simoncelli being penalised with a ride through penalty and to draw a line under it.
The Race Direction informed Simoncelli that they wished to ensure that he was aware of his mistake and to avoid any repetition in the future. Simoncelli responded that in the interval after the French Grand Prix he had had time for reflection and regretted the statements he had made in the heat of the moment immediately after the Grand Prix. He also recognized that he had made an error of judgment and stated that in future he would try to evaluate situations better and be a little more cautious.
Sykes Takes Top Six Finish In Opening Race
WSBK, Salt Lake City, USA, 31 May 2011
Tom Sykes moved from the third row to sixth place in race one at Miller, on a day when great progress was made between race one and race two by his fellow Kawasaki rider Joan Lascorz.
In race one Sykes followed through on some strong form from the first dry qualifying session on Saturday, taking sixth in the 21-lap race, despite making a less than ideal start. He had been tenth on the grid, but dropped to 12th on lap two as he got stuck behind slower riders for a time. He recovered with determination and a cool head and was rewarded with his best finish of the year so far.
Lascorz rode manfully in race one from a starting position of 17th to claim points for 14th place, but on far from optimum machine settings he prematurely wore out his rear tyre and lost significant pace from mid-race distance onwards. He hung on to score two points.
In the second race Sykes was unlucky to get boxed in after a much better start off the line and thus had to battle to take tenth place and some more very welcome points. Lascorz was in much better shape in race two than he had been in the opener and finished 12th, with a best single lap time more than a second faster than in race one. Tom is now 13th in the championship, on 50 points, Joan is 15th, on 39.
Pedercini Team Kawasaki Superbike riders Mark Aitchison and Roby Rolfo were just out of the points in race one, and again in race two, after not finding the set-up they need to challenge at this difficult and very high altitude circuit.
Tom Sykes: “Sixth in race one was a positive result, a real improvement on last year’s efforts here. We were strong at the end of the race and set my best lap time three laps from the end, so that has certainly broken the mould. We came through from the third row and a bad start and got into the top six. In the second race we did not make any real set-up changes as we were keen not to do anything too drastic this weekend. Overall I had a lot better launch in race two but there were guys battling to the right of me, then Camier made a good strong move and unfortunately I got boxed in on turn one. The whole race was faster than race one but unfortunately I ended up in a bit of a dice with Jonathan Rea and that allowed Ayrton Badovini to catch and pass me. I am confident we can go away and make more progress and I really want to thank all the team and Kawasaki. We worked together even tighter as a team and that showed through the weekend.”
Joan Lascorz: “I think I just needed to understand the bike a bit better to make the most of its potential. The second race set-up was better. I used the same rear tyre in each race but different front tyres to make different settings and race two was much better. In the first race we destroyed the rear tyre and in the middle of the race my laps were in the 1’55s. In race two they were in the 1’50s - five seconds per lap faster! I think if it had all went well and if I had a good grid position and made good starts we could have been inside the middle of the top ten, maybe.”
WSBK, Salt Lake City, USA, 31 May 2011
Tom Sykes moved from the third row to sixth place in race one at Miller, on a day when great progress was made between race one and race two by his fellow Kawasaki rider Joan Lascorz.
Lascorz rode manfully in race one from a starting position of 17th to claim points for 14th place, but on far from optimum machine settings he prematurely wore out his rear tyre and lost significant pace from mid-race distance onwards. He hung on to score two points.
In the second race Sykes was unlucky to get boxed in after a much better start off the line and thus had to battle to take tenth place and some more very welcome points. Lascorz was in much better shape in race two than he had been in the opener and finished 12th, with a best single lap time more than a second faster than in race one. Tom is now 13th in the championship, on 50 points, Joan is 15th, on 39.
Pedercini Team Kawasaki Superbike riders Mark Aitchison and Roby Rolfo were just out of the points in race one, and again in race two, after not finding the set-up they need to challenge at this difficult and very high altitude circuit.
Tom Sykes: “Sixth in race one was a positive result, a real improvement on last year’s efforts here. We were strong at the end of the race and set my best lap time three laps from the end, so that has certainly broken the mould. We came through from the third row and a bad start and got into the top six. In the second race we did not make any real set-up changes as we were keen not to do anything too drastic this weekend. Overall I had a lot better launch in race two but there were guys battling to the right of me, then Camier made a good strong move and unfortunately I got boxed in on turn one. The whole race was faster than race one but unfortunately I ended up in a bit of a dice with Jonathan Rea and that allowed Ayrton Badovini to catch and pass me. I am confident we can go away and make more progress and I really want to thank all the team and Kawasaki. We worked together even tighter as a team and that showed through the weekend.”
Joan Lascorz: “I think I just needed to understand the bike a bit better to make the most of its potential. The second race set-up was better. I used the same rear tyre in each race but different front tyres to make different settings and race two was much better. In the first race we destroyed the rear tyre and in the middle of the race my laps were in the 1’55s. In race two they were in the 1’50s - five seconds per lap faster! I think if it had all went well and if I had a good grid position and made good starts we could have been inside the middle of the top ten, maybe.”
bye.....
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Stoner sustains the lead in FP2
Friday, 10 June 2011
Repsol Honda’s Casey Stoner was fastest again in the second practice session of the AirAsia British Grand Prix after also topping the FP1. Stoner beat Marco Simoncelli (San Carlo Honda Gresini Team), who put forward a valiant effort to top the session, while Nicky Hayden (Ducati Team) followed in third. Cal Crutchlow (Monster Yamaha Tech 3) and Jorge Lorenzo (Yamaha Factory Racing) completed the top five.
Silverstone 2011 - MotoGP - FP2 - Full session
Repsol Honda rider Casey Stoner set the early fast pace in a practice session that began wet, then turned to mixed conditions. The Australian’s fastest time of 2’15.666 in FP2 was close to 12 seconds slower than his FP1 times.
Simoncelli topped the timings with one minute to go, but Stoner fought back to reclaim his lead by 0.797s in the dying seconds of the final session of the day. Nicky Hayden (Ducati Team) put his GP11 third in the practice rankings, with Cal Crutchlow (Monster Yamaha Tech 3), no stranger to Silverstone, following in fourth. Reigning MotoGP World Champion and current circuit record holder Jorge Lorenzo (Yamaha Factory Racing) finished fifth after his better morning session of third fastest.
Andrea Dovizioso put his Repsol Honda in sixth position with a time of 2’18.783, followed by Factory Yamaha rider Ben Spies and Karel Abraham (Cardion AB Motoracing) in eighth.
At certain points in the session, the long Silverstone circuit simultaneously had dry sections while other sections were under falling rain. As the session progressed, some of the field retreated to the pits to change suspension settings to try to deal with the simultaneously wet and dry conditions, including Valentino Rossi (Ducati Team).
Rossi returned to the pits to swap bikes with ten minutes left in the session and faired better with the differently set up bike, finishing the session in ninth position compared to his earlier twelfth. Toni Elías (LCR Honda) followed Rossi in tenth.
Colin Edwards again retired early, completing only 12 laps and finishing the session in 16th. Hiroshi Aoyama (San Carlo Honda Gresini) was just ahead of the American in 15th.
Friday, 10 June 2011
Repsol Honda’s Casey Stoner was fastest again in the second practice session of the AirAsia British Grand Prix after also topping the FP1. Stoner beat Marco Simoncelli (San Carlo Honda Gresini Team), who put forward a valiant effort to top the session, while Nicky Hayden (Ducati Team) followed in third. Cal Crutchlow (Monster Yamaha Tech 3) and Jorge Lorenzo (Yamaha Factory Racing) completed the top five.
Silverstone 2011 - MotoGP - FP2 - Full session
Repsol Honda rider Casey Stoner set the early fast pace in a practice session that began wet, then turned to mixed conditions. The Australian’s fastest time of 2’15.666 in FP2 was close to 12 seconds slower than his FP1 times.
Simoncelli topped the timings with one minute to go, but Stoner fought back to reclaim his lead by 0.797s in the dying seconds of the final session of the day. Nicky Hayden (Ducati Team) put his GP11 third in the practice rankings, with Cal Crutchlow (Monster Yamaha Tech 3), no stranger to Silverstone, following in fourth. Reigning MotoGP World Champion and current circuit record holder Jorge Lorenzo (Yamaha Factory Racing) finished fifth after his better morning session of third fastest.
Andrea Dovizioso put his Repsol Honda in sixth position with a time of 2’18.783, followed by Factory Yamaha rider Ben Spies and Karel Abraham (Cardion AB Motoracing) in eighth.
At certain points in the session, the long Silverstone circuit simultaneously had dry sections while other sections were under falling rain. As the session progressed, some of the field retreated to the pits to change suspension settings to try to deal with the simultaneously wet and dry conditions, including Valentino Rossi (Ducati Team).
Rossi returned to the pits to swap bikes with ten minutes left in the session and faired better with the differently set up bike, finishing the session in ninth position compared to his earlier twelfth. Toni Elías (LCR Honda) followed Rossi in tenth.
Colin Edwards again retired early, completing only 12 laps and finishing the session in 16th. Hiroshi Aoyama (San Carlo Honda Gresini) was just ahead of the American in 15th.
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round at my brothers after doing a basic service ourselves
http://www.youtube.com/watch?v=jaVKT48IREg
going into the shop soon for a tune up and once over, I dunno the previous owners ethic on keeping it running 100% but it seems to be in a great condition mechanically speaking
http://www.youtube.com/watch?v=jaVKT48IREg
going into the shop soon for a tune up and once over, I dunno the previous owners ethic on keeping it running 100% but it seems to be in a great condition mechanically speaking
looks to be in bloody good nick bud, sounds great too, good idea about the tune up. I dont think they gonna find anything bad to report to ya 
Sykes Takes First Pole For 2011 Ninja ZX-10R
WSBK, Misano, Republic of San Marino, 11 June 2011
Tom Sykes proved the master of wet conditions at Misano to overcome his rivals and win the first Superpole prize for the awesome Kawasaki Ninja ZX-10R in only its sixth competitive WSBK race weekend.
Tom had been seventh fastest after the dry combined qualifying sessions had been completed and when the rains appeared just as Superpole One was due to start, Tom and his Kawasaki Racing Team Superbike crew made good set-up choices and Tom was second quickest at that point. He repeated that feat once again in Superpole Two, then kept his best for last to head Superpole three and secure the best possible starting place for Sunday’s 24-lap WSBK races.
This was the second time that Tom has scored a pole position start, both in his WSBK career and for Kawasaki, as he took top slot at the Imola round last year in similar conditions, on the 2010 model Ninja ZX-10R machine. Sykes now hopes to get off the start line cleanly and head the field into the first corners at this generally tight and twisty circuit located close to the Adriatic coast.
Wet Superpole was not so kind to fourth fastest qualifier in the pre-Superpole session, Joan Lascorz. The Kawasaki Racing Team rider was eventually 12th, and will start the races from the third row, having made it into Superpole Two. He had been fourth in combined qualifying, before Superpole started, overcoming some set-up issues he experienced through qualifying.
Chris Vermeulen got back into action and lapped the tight and twisty Misano circuit at a more than respectable pace in his comeback race. His ranking in the time sheets, 22nd, hides the fact that he was only 1.611 seconds from the dry race pre-qualifying best lap. His best lap time was only a second from fourth place in combined qualifying.
Pedercini Team Kawasaki riders Roberto Rolfo and Mark Aitchison were 21st and 23rd fastest respectively, sandwiching Vermeulen in the time sheets.
Tom Sykes: “That just makes it a little bit sweeter for me, having struggled to get a good dry set-up at some points this weekend. I took this pole in exactly the same conditions as last year at Imola. I want to give massive credit to Kawasaki Racing and Paul Bird Motorsport, because in those conditions we have a strong electronics package and that helped us today. Conditions we so slippery and we found the maximum. Tomorrow is another day but I am optimistic. I want to get a good start and go as fast as I can for 24 laps. I want to have a top six again, like in America, and today’s Superpole win was just a kind of added extra.”
Joan Lascorz: “In dry conditions in the morning session today I set a good lap time but I was not as comfortable as I wanted to be and I crashed at one point. I wanted to be faster and more comfortable while setting good lap times today, and I managed to set a good lap time this morning for sure. In the wet of Superpole I could not find the grip I wanted when I opened the throttle, so that held me back a little. I hope for two good races tomorrow, and dry weather.”
Chris Vermeulen: “It has been good to come back to a race situation for all of us. We have a little bit of work to do with the bike and the times are so close here. We have improved every session and my gap to the front has been getting closer. It’s only 1.6 to the front after dry qualifying but only a second up to fourth place. It is very tight and I just need a little bit more confidence. Kawasaki has been working hard and the improvements can be seen because of Joan and Tom, but we just need to get a base setting and an understanding of the bike from our side."
Sykes Takes First Pole For 2011 Ninja ZX-10R
WSBK, Misano, Republic of San Marino, 11 June 2011
Tom Sykes proved the master of wet conditions at Misano to overcome his rivals and win the first Superpole prize for the awesome Kawasaki Ninja ZX-10R in only its sixth competitive WSBK race weekend.
This was the second time that Tom has scored a pole position start, both in his WSBK career and for Kawasaki, as he took top slot at the Imola round last year in similar conditions, on the 2010 model Ninja ZX-10R machine. Sykes now hopes to get off the start line cleanly and head the field into the first corners at this generally tight and twisty circuit located close to the Adriatic coast.
Wet Superpole was not so kind to fourth fastest qualifier in the pre-Superpole session, Joan Lascorz. The Kawasaki Racing Team rider was eventually 12th, and will start the races from the third row, having made it into Superpole Two. He had been fourth in combined qualifying, before Superpole started, overcoming some set-up issues he experienced through qualifying.
Chris Vermeulen got back into action and lapped the tight and twisty Misano circuit at a more than respectable pace in his comeback race. His ranking in the time sheets, 22nd, hides the fact that he was only 1.611 seconds from the dry race pre-qualifying best lap. His best lap time was only a second from fourth place in combined qualifying.
Pedercini Team Kawasaki riders Roberto Rolfo and Mark Aitchison were 21st and 23rd fastest respectively, sandwiching Vermeulen in the time sheets.
Tom Sykes: “That just makes it a little bit sweeter for me, having struggled to get a good dry set-up at some points this weekend. I took this pole in exactly the same conditions as last year at Imola. I want to give massive credit to Kawasaki Racing and Paul Bird Motorsport, because in those conditions we have a strong electronics package and that helped us today. Conditions we so slippery and we found the maximum. Tomorrow is another day but I am optimistic. I want to get a good start and go as fast as I can for 24 laps. I want to have a top six again, like in America, and today’s Superpole win was just a kind of added extra.”
Joan Lascorz: “In dry conditions in the morning session today I set a good lap time but I was not as comfortable as I wanted to be and I crashed at one point. I wanted to be faster and more comfortable while setting good lap times today, and I managed to set a good lap time this morning for sure. In the wet of Superpole I could not find the grip I wanted when I opened the throttle, so that held me back a little. I hope for two good races tomorrow, and dry weather.”
Chris Vermeulen: “It has been good to come back to a race situation for all of us. We have a little bit of work to do with the bike and the times are so close here. We have improved every session and my gap to the front has been getting closer. It’s only 1.6 to the front after dry qualifying but only a second up to fourth place. It is very tight and I just need a little bit more confidence. Kawasaki has been working hard and the improvements can be seen because of Joan and Tom, but we just need to get a base setting and an understanding of the bike from our side."
I feel sorry for crutchlow he may have got on the podium
Stoner smashes lap record in Silverstone qualifying
Saturday, 11 June 2011
Casey Stoner launched his Repsol Honda to pole position for the AirAsia British Grand Prix with a record breaking lap time, ahead of Marco Simoncelli (San Carlo Honda Gresini Team) and Jorge Lorenzo (Yamaha Factory Racing).
Silverstone 2011 - MotoGP - QP - Full session
Under darkening skies, Stoner outran the competition to pole position in a spellbinding MotoGP qualifying session, setting a new lap record of 2’02.020, over a second faster than last year’s pole position record set by Jorge Lorenzo at the then brand new track. Simoncelli ran a close second with a qualifying time of 2’02.208, with Lorenzo in third, 0.029s behind the Italian.
Simoncelli leapt to the top of the timesheet at the start of the session, followed by Lorenzo at the 30-minute mark with a lap 1.5s faster than his best practice time, then by Stoner, who set a time of 2’02.442, and again by Simoncelli who overtook the lead with a lap of 2’02.389, only to have Stoner set an unstoppable lap that sent him to the front of the field.
The rest of the field set far faster times than those of the previous day, with Ben Spies (Yamaha Factory Racing) heading the second row for the AirAsia British Grand Prix race with a time of 2’02.677, over a second faster than his best practice time, followed by Stoner’s team mate Andrea Dovizioso in fifth with a time of 2’03.212. Karel Abraham (Cardion AB Motoracing), who had a crash in the morning session, finished qualifying in sixth, putting his Ducati in the last spot on the second row, with a time of 2’04.151.
Nicky Hayden will start in seventh position 0.153s behind Abraham, followed by Colin Edwards (Monster Yamaha Tech 3) who continued to improve his times while still recovering from a broken collarbone. Álvaro Bautista (Rizla Suzuki) qualified ninth, 0.012s behind Edwards, and Randy de Puniet (Pramac Racing) completed the top ten times with a 2’04.589.
Valentino Rossi (Ducati Team) finished the qualifying session down in 13th, behind Hiroshi Aoyama (San Carlo Honda Gresini) in 11th and Héctor Barberá (Mapfre Aspar) in 12th. The Italian has struggled all weekend to find a set up for the GP11 while simultaneously learning his way around the track after missing last year's race due to injury.
Cal Crutchlow (Monster Yamaha Tech 3) was enjoying a good weekend until a crash after completing just two laps resulted in a broken collarbone and concussion. Toni Elías also crashed in the first half of the session.
Stoner smashes lap record in Silverstone qualifying
Saturday, 11 June 2011
Casey Stoner launched his Repsol Honda to pole position for the AirAsia British Grand Prix with a record breaking lap time, ahead of Marco Simoncelli (San Carlo Honda Gresini Team) and Jorge Lorenzo (Yamaha Factory Racing).
Silverstone 2011 - MotoGP - QP - Full session
Under darkening skies, Stoner outran the competition to pole position in a spellbinding MotoGP qualifying session, setting a new lap record of 2’02.020, over a second faster than last year’s pole position record set by Jorge Lorenzo at the then brand new track. Simoncelli ran a close second with a qualifying time of 2’02.208, with Lorenzo in third, 0.029s behind the Italian.
Simoncelli leapt to the top of the timesheet at the start of the session, followed by Lorenzo at the 30-minute mark with a lap 1.5s faster than his best practice time, then by Stoner, who set a time of 2’02.442, and again by Simoncelli who overtook the lead with a lap of 2’02.389, only to have Stoner set an unstoppable lap that sent him to the front of the field.
The rest of the field set far faster times than those of the previous day, with Ben Spies (Yamaha Factory Racing) heading the second row for the AirAsia British Grand Prix race with a time of 2’02.677, over a second faster than his best practice time, followed by Stoner’s team mate Andrea Dovizioso in fifth with a time of 2’03.212. Karel Abraham (Cardion AB Motoracing), who had a crash in the morning session, finished qualifying in sixth, putting his Ducati in the last spot on the second row, with a time of 2’04.151.
Nicky Hayden will start in seventh position 0.153s behind Abraham, followed by Colin Edwards (Monster Yamaha Tech 3) who continued to improve his times while still recovering from a broken collarbone. Álvaro Bautista (Rizla Suzuki) qualified ninth, 0.012s behind Edwards, and Randy de Puniet (Pramac Racing) completed the top ten times with a 2’04.589.
Valentino Rossi (Ducati Team) finished the qualifying session down in 13th, behind Hiroshi Aoyama (San Carlo Honda Gresini) in 11th and Héctor Barberá (Mapfre Aspar) in 12th. The Italian has struggled all weekend to find a set up for the GP11 while simultaneously learning his way around the track after missing last year's race due to injury.
Cal Crutchlow (Monster Yamaha Tech 3) was enjoying a good weekend until a crash after completing just two laps resulted in a broken collarbone and concussion. Toni Elías also crashed in the first half of the session.
lol wtf ?
Adventurous motorcyclists might be familiar with the thrill of getting airborne at the top of a rise, but the Hoverbike is set to take catching some air to a whole new level. With a 1170 cc 4-stroke engine delivering 80 kW driving two ducted propellers, the inventor of the Hoverbike, Chris Malloy, says with its high thrust to weight ratio, the Hoverbike should be able to reach an estimated height of more than 10,000 feet and reach an indicated airspeed of 150 knots (278 km/h or 173 mph). At the moment these are only theoretical figures as the Hoverbike hasn't been put through its paces yet, but Malloy has constructed a prototype Hoverbike and plans to conduct real world flight tests in a couple of months.
By day, Malloy works in the mechanical design of airborne and ground based hyperspectral sensors at an optical engineering company in Australia. But after work and on weekends Malloy has spent the past two and a half years slaving away in his garage working on his Hoverbike. His efforts were prompted when his helicopter instructor likened a Robinson R22 light utility helicopter to an airborne motorbike. Disagreeing, Malloy set about building something closer to an actual flying motorbike.
The result is a prototype Hoverbike that seats a single pilot on a Kevlar reinforced carbon fiber with foam core frame in between two horizontal spinning propellers constructed from Tasmanian Oak with a carbon fiber leading edge. Instead of the complicated swash plate setup found in single rotor helicopters, the Hoverbike employs the same basic flying principles as a tandem-rotor Chinook helicopter. As with the Chinook, the counter-rotating rotors cancel out each other's torque reaction, eliminating the need for an anti-torque vertical tail rotor and increasing the efficiency of the vehicle.
Control of the Hoverbike is done completely via the handlebars. Forward and reverse movement is controlled via the motorbike-like handlebar grips. The right grip increases the thrust, while the left grip controls the angle of the control vanes positioned under the rotors to pitch the nose of the Hoverbike down - for forward movement - or up - for moving backwards. Meanwhile, turning is achieved by turning the handlebars left and right, just like a motorbike but with an extra axis that lets them rotate up and down a little, which alters the angle of the front and rear control vanes.
With safety an obvious concern for airborne vehicles, Malloy says he has given as many components as possible triple redundancy and made the Hoverbike design as simple as possible. The current prototype doesn't feature adjustable pitch propellers so it cannot autorotate in the case of an engine failure, but Malloy says the ability to add two explosive parachutes to the Hoverbike's airfarme or have the rider wearing a parachute is a safer option.
Malloy also says he plans to have the whole system controlled by gyros and he has already designed and partially tested the circuits and code required. But he initially wants to fine-tune the controls mechanically first to ensure he produces the most stable design. Eventually however, he says there will be room for a computer override of sorts to stop amateur pilots tipping over. The propellers, which are currently largely exposed, will also be fully covered in a mesh to ensure limbs don't get too near the blades.
With dimensions of 3 m long by 1.3 m wide by 0.55 m high (9.8 x 4.3 x 1.8 ft), the Hoverbike weighs 105 kg (231 lb) and has a maximum takeoff weight of 270 kg 595 lb). Malloy claims the bike's 30 L primary fuel tank should provide a range of 148 km (92 miles) at a cruising speed of 80 kts (148 km/h or 92 mph), while the addition of secondary fuel tanks that double the fuel capacity will double the range.
Malloy told Gizmag he expects his Hoverbike will have nearly the same abilities as a helicopter and it should outperform a two-blade aircraft such as a Robinson R22 acrobatically, however, due to the decreased rotor size its fuel consumption will be higher.
Although it sounds like it could be a lot of fun and would be a surefire way to beat traffic snarls, Malloy says he has designed the Hoverbike to be an airborne workhorse. Possible applications include aerial cattle mustering, search and rescue, aerial survey, film, power line inspection and military and emergency service.
In what should help with the obvious regulatory hurdles that will need to be crossed before it takes to the skies, in the U.S. the Hoverbike will be classed as an ultralite, which means that it will not require a pilot's license to be flown.
Malloy hopes to be able to get the Hoverbike into limited production within a year, with full production possible another two years after that. He anticipates a production run of at least 100 units a year would see the price of the vehicle at around US$40,000, with the price coming down to around that of a performance motorcycle if he's able to ramp up production to 1,000 units a year.
Having invested much of his own time and money in getting the Hoverbike to its current prototype stage, Malloy says he is now looking for investors to enable him to push through the testing phase and get the vehicle into production - although he points out that any investment would need to see him retaining majority control of the company.
Malloy says he'd also be happy to hear from any engineers with experience in computational fluid dynamics willing to volunteer their expertise to help model changes in the design and cut down on the amount of empirical testing. Anyone interested can contact Malloy via the Hoverbike website.
To help generate interest in the hopes of attracting investors, Malloy plans to conduct flight tests in a couple of months. He has already conducted ground testing of the prototype with the bike remaining strapped to the ground, so the next stage of testing will be the first time the Hoverbike will actually fly untethered.
http://www.gizmag.com/hoverbike/188...aign=09199440e6-UA-2235360-4&utm_medium=email
Adventurous motorcyclists might be familiar with the thrill of getting airborne at the top of a rise, but the Hoverbike is set to take catching some air to a whole new level. With a 1170 cc 4-stroke engine delivering 80 kW driving two ducted propellers, the inventor of the Hoverbike, Chris Malloy, says with its high thrust to weight ratio, the Hoverbike should be able to reach an estimated height of more than 10,000 feet and reach an indicated airspeed of 150 knots (278 km/h or 173 mph). At the moment these are only theoretical figures as the Hoverbike hasn't been put through its paces yet, but Malloy has constructed a prototype Hoverbike and plans to conduct real world flight tests in a couple of months.
By day, Malloy works in the mechanical design of airborne and ground based hyperspectral sensors at an optical engineering company in Australia. But after work and on weekends Malloy has spent the past two and a half years slaving away in his garage working on his Hoverbike. His efforts were prompted when his helicopter instructor likened a Robinson R22 light utility helicopter to an airborne motorbike. Disagreeing, Malloy set about building something closer to an actual flying motorbike.
The result is a prototype Hoverbike that seats a single pilot on a Kevlar reinforced carbon fiber with foam core frame in between two horizontal spinning propellers constructed from Tasmanian Oak with a carbon fiber leading edge. Instead of the complicated swash plate setup found in single rotor helicopters, the Hoverbike employs the same basic flying principles as a tandem-rotor Chinook helicopter. As with the Chinook, the counter-rotating rotors cancel out each other's torque reaction, eliminating the need for an anti-torque vertical tail rotor and increasing the efficiency of the vehicle.
Control of the Hoverbike is done completely via the handlebars. Forward and reverse movement is controlled via the motorbike-like handlebar grips. The right grip increases the thrust, while the left grip controls the angle of the control vanes positioned under the rotors to pitch the nose of the Hoverbike down - for forward movement - or up - for moving backwards. Meanwhile, turning is achieved by turning the handlebars left and right, just like a motorbike but with an extra axis that lets them rotate up and down a little, which alters the angle of the front and rear control vanes.
With safety an obvious concern for airborne vehicles, Malloy says he has given as many components as possible triple redundancy and made the Hoverbike design as simple as possible. The current prototype doesn't feature adjustable pitch propellers so it cannot autorotate in the case of an engine failure, but Malloy says the ability to add two explosive parachutes to the Hoverbike's airfarme or have the rider wearing a parachute is a safer option.
Malloy also says he plans to have the whole system controlled by gyros and he has already designed and partially tested the circuits and code required. But he initially wants to fine-tune the controls mechanically first to ensure he produces the most stable design. Eventually however, he says there will be room for a computer override of sorts to stop amateur pilots tipping over. The propellers, which are currently largely exposed, will also be fully covered in a mesh to ensure limbs don't get too near the blades.
With dimensions of 3 m long by 1.3 m wide by 0.55 m high (9.8 x 4.3 x 1.8 ft), the Hoverbike weighs 105 kg (231 lb) and has a maximum takeoff weight of 270 kg 595 lb). Malloy claims the bike's 30 L primary fuel tank should provide a range of 148 km (92 miles) at a cruising speed of 80 kts (148 km/h or 92 mph), while the addition of secondary fuel tanks that double the fuel capacity will double the range.
Malloy told Gizmag he expects his Hoverbike will have nearly the same abilities as a helicopter and it should outperform a two-blade aircraft such as a Robinson R22 acrobatically, however, due to the decreased rotor size its fuel consumption will be higher.
Although it sounds like it could be a lot of fun and would be a surefire way to beat traffic snarls, Malloy says he has designed the Hoverbike to be an airborne workhorse. Possible applications include aerial cattle mustering, search and rescue, aerial survey, film, power line inspection and military and emergency service.
In what should help with the obvious regulatory hurdles that will need to be crossed before it takes to the skies, in the U.S. the Hoverbike will be classed as an ultralite, which means that it will not require a pilot's license to be flown.
Malloy hopes to be able to get the Hoverbike into limited production within a year, with full production possible another two years after that. He anticipates a production run of at least 100 units a year would see the price of the vehicle at around US$40,000, with the price coming down to around that of a performance motorcycle if he's able to ramp up production to 1,000 units a year.
Having invested much of his own time and money in getting the Hoverbike to its current prototype stage, Malloy says he is now looking for investors to enable him to push through the testing phase and get the vehicle into production - although he points out that any investment would need to see him retaining majority control of the company.
Malloy says he'd also be happy to hear from any engineers with experience in computational fluid dynamics willing to volunteer their expertise to help model changes in the design and cut down on the amount of empirical testing. Anyone interested can contact Malloy via the Hoverbike website.
To help generate interest in the hopes of attracting investors, Malloy plans to conduct flight tests in a couple of months. He has already conducted ground testing of the prototype with the bike remaining strapped to the ground, so the next stage of testing will be the first time the Hoverbike will actually fly untethered.
http://www.gizmag.com/hoverbike/188...aign=09199440e6-UA-2235360-4&utm_medium=email
County Meath rider Derek Brien killed at Isle of Man TT
IN ASSOCIATION WITH
Page last updated at 12:23 GMT, Monday, 6 June 2011 13:23 UK
Derek Brien after his Junior Manx Grand Prix win in 2007
Irish rider Derek Brien has been killed in an accident at the Isle of Man TT.
The county Meath man, 34, crashed on the first lap of Monday's opening Supersport event, which led to the race being halted.
Brien, a former Manx Grand Prix winner and a regular competitor on the Isle of Man, is the third rider to die at this year's TT.
Sidecar racer Bill Currie and his passenger Kevin Morgan were killed in a practice crash last Tuesday.
Monday's accident happened at the Gorselea section of the circuit.
Brien, from Bellewstown in county Meath, won the Junior event at the 2007 Manx Grand Prix on the Isle of Man.
The Irish rider was also a regular competitor at both the North West 200 and Ulster Grand Prix.
He also participated in the Irish Superbikes Championship, with his best performance a third placing in the Open 1000cc series in 2007.
Brien opted out of racing during the following season for financial reasons but returned to action in 2009.
Jim Parker, managing director, ACU Events described Brien as a "very talented road racer".
"Derek achieved a number of notable career highlights including his Manx Grand Prix victory. He will be sorely missed," said Mr Parker.
IN ASSOCIATION WITH
Page last updated at 12:23 GMT, Monday, 6 June 2011 13:23 UK
Irish rider Derek Brien has been killed in an accident at the Isle of Man TT.
The county Meath man, 34, crashed on the first lap of Monday's opening Supersport event, which led to the race being halted.
Brien, a former Manx Grand Prix winner and a regular competitor on the Isle of Man, is the third rider to die at this year's TT.
Sidecar racer Bill Currie and his passenger Kevin Morgan were killed in a practice crash last Tuesday.
Monday's accident happened at the Gorselea section of the circuit.
Brien, from Bellewstown in county Meath, won the Junior event at the 2007 Manx Grand Prix on the Isle of Man.
The Irish rider was also a regular competitor at both the North West 200 and Ulster Grand Prix.
He also participated in the Irish Superbikes Championship, with his best performance a third placing in the Open 1000cc series in 2007.
Brien opted out of racing during the following season for financial reasons but returned to action in 2009.
Jim Parker, managing director, ACU Events described Brien as a "very talented road racer".
"Derek achieved a number of notable career highlights including his Manx Grand Prix victory. He will be sorely missed," said Mr Parker.
gidday bud, glad you surfaced
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