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MotoGP 2015: Championship standings after Le Mans
The Doctor remains at the top of the Championship standings

Posted: 17 May 2015
by Samantha Wanless



IT MAY have been Movistar Yamaha's Jorge Lorenzo who won at Le Mans, but its his team-mate Valentino Rossi who still remains at the top of the Championship standings by 15-points.

Andrea Dovizioso has moved down one to third in the standings despite finishing third in France whilst Repsol Honda's Marc Marquez sits in fourth after finishing fourth.

Cal Crutchlow remains in 7th after crashing out with fellow Brit's Bradley Smith and Scott Redding in 7th and 13th respectively.

Brother Pol and Aleix Espargaro have 4-points between them as they are now 8th and 9th respectively.

The next MotoGP round takes place in Mugello, Italy at the end of this month.

1. Valentino Rossi Yamaha 102
2. Jorge Lorenzo Yamaha 87
3. Andrea Dovizioso Ducati 83
4. Marc Marquez Honda 69
5. Andrea Iannone Ducati 61
6. Cal Crutchlow Honda 47
7. Bradley Smith Yamaha 46
8. Pol Espargaro Yamaha 35
9. Aleix Espargaro Suzuki 31
10. Maverick Viñales Suzuki 27
11. Danilo Petrucci Ducati 25
12. Yonny Hernandez Ducati 20
13. Scott Redding Honda 13
14. Hector Barbera Ducati 13
15. Dani Pedrosa
Honda 10
16. Nicky Hayden
Honda 8
17. Loris Baz
Yamaha Forward 6
18. Jack Miller
Honda 6
19. Hiroshi Aoyama
Honda 5
20. Alvaro Bautista
Aprilia 3
21. Eugene Laverty
Honda 2
22. Stefan Bradl
Yamaha Forward 1

 

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MotoGP »
MotoGP Le Mans: Aleix Espargaro sent flying at 200km/h
16 May 2015

“It was the biggest of my career. Almost 200km/h. I fly a lot. So it's strange to say but I was really lucky” - Aleix Espargaro.

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  MotoGP Le Mans: Aleix Espargaro sent flying at 200km/h
  
  Aleix Espargaro suffered the biggest accident of his career on Saturday morning at the French MotoGP.
  
  The Suzuki star was launched into the air when the rear of his GSX-RR broke free after switching to the extra soft tyre.
  
  Taken to the medical centre to have x-rays on his right hand and scans to his abdomen, the battered and bruised Spaniard was fortunately given the all-clear to return for final practice and qualifying.
  
  “It was the biggest of my career,” Espargaro said of the fall. “Almost 200km/h. I fly a lot. So it's strange to say but I was really lucky because I have pain in all my back and all my body, especially my hand. I have one ligament almost destroyed. But I'm OK and I'll do my best tomorrow.”
  
  Espargaro defied his injuries to win one of the two transfer places in Qualifying 1, going on to finish an admirable tenth out of twelve riders in the Qualifying 2 pole position shootout.
  
  “They gave me some medicine but I prefer to try natural,” he revealed. “In the hard braking I had a lot of pain when the handlebar is pushing my hand, but at least we know and tomorrow for the race I will [take some medication].”
  
  Despite his condition Espargaro, who said he 'hates' the Le Mans circuit on Thursday, is confident of delivering a strong race due to a 'fantastic' set-up for his GSX-RR.
  
  “This track I don't like at all, every year struggle a lot, but this year I don't understand why but the bike is fantastic,” he explained. “I think maybe it is the best setting I've had this year. Tomorrow we can do a very, very interesting race. A very good race.
  
  “This morning I did a 1m 34.2s with 28 laps on the rear tyre, which is fantastic. So I pushed a little bit in Qualifying 1. I was not even looking at the pit board. The position I don't care. I just pushed and then I stopped in the pits and I was lucky I was into Qualifying 2.
  
  “Then we had one [soft] tyre left, because I don't want to use the extra soft anymore, so I did just three laps in Qualifying 2. I think a '33.6 is a good time and enough for today.”
  
  Team-mate Maverick Vinales did not progress past Qualifying 1 and will start 13th.

 

[wino]

WSBK »
WSBK Donington: Sykes remains top as Giugliano crashes late on
22 May 2015

Tom Sykes has maintained his position on top after FP3 at Donington Park, edging out Davide Giugliano who crashed unhurt late on

• 
  
  WSBK Donington: Sykes remains top as Giugliano crashes late on
  
  See full FP3 results here
  
  Tom Sykes has maintained his position on top of the timesheet after free practice three at Donington Park, edging out Davide Giugliano who crashed unhurt late on.
  
  The Kawasaki rider had been briefly displaced by the Italian but regained provisional P1 with a 1m 28.172s lap, a tenth of a second up on Giugliano. As the Aruba.it Racing Ducati rider looked to displace the Brit again he crashed out at Redgate with two minutes remaining in the session.
  
  Runaway World Superbike championship leader Jonathan Rea kept within touching distance of the leading pair, ending the session third fastest, three-tenths off of his team-mate Sykes.
  
  With the combined timesheet results determining which riders qualifying for Superpole, Jordi Torres and Sylvain Guintoli were the most notable names to lose out after posting the 11th and 12th fastest times respectively.
  
  The pair will now have to battle it out in Superpole 1 to qualify for the pole position shootout on Saturday.
  
  Walking wounded rider Leon Haslam recovered from his earlier bike issues to grab fourth place in FP3 ahead of Chaz Davies, while Alex Lowes began to find some consistency on the Voltcom Crescent Suzuki machine to take sixth.
  
  Ayrton Badovini guided his BMW Italia S1000RR to seventh as Michael van der Mark, Leon Camier and Matteo Baiocco rounded out the top ten.

 

[wino]

FASTEST TEST EVER: Kawasaki H2 v Suzuki Hayabusa v Yamaha YZF-R1

Published: 21 May 2015

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Kawasaki's H2 is the quickest production bike in history, but can it eclipse the Hayabusa and R1 on the ultimate road trip?

The Kawasaki H2 is choking on its leash, the throttle straining in my right hand as I hold the monstrous supercharger back. The digital speedo in indicating a calm 104mph, and I feel like I could step off and walk alongside. An imposing BMW 5-Series fills my horizon, its driver probably feeling that he’s tanking-on with three figures on the clock. But I want more. Come on Mr BMW, pull over.

I flick my left indicator on, signalling my intent, and his right indicator glows orange in response, as he begins to drift right with a lazy nonchalance that seems to say ‘I’m not bothered, you go faster if you want to’. I do want to. Back two gears to fourth, and the roar of air charging through the supercharger builds instantly as I steal a glance in my mirrors and roll the throttle back. The Busa and R1 are sat on each flank, close enough that you could throw a blanket over the three of us, but I’m about to stretch the arrow formation to breaking point.

That now-familiar surge is building beneath me as the clear stretch of unrestricted German autobahn unravels before me. I just have time to give Steve and Bruce a Barry Sheene-esque wave as I wind the H2’s throttle to the stop. The supercharger feels like it’s inhaling the horizon, the boost gauge confirming that I’ve got every horse the H2 can muster thrusting me forwards. The acceleration is immense, it feels like a superbike does from 60mph in second gear, but we’re doing well over the ton, and I’m in fourth. I keep the throttle pinned and fire home another gear with the quick-shifter. There’s no dip in the aggressive thrust, and as the clocks blitz through 150mph the Busa and R1 are shrinking in my mirrors like they’re both stuck in fourth gear.

 

[wino]

There’s nothing ahead of me, and the conditions are perfect. I grab top gear, push my arse back against the seat unit and tuck in. This is it; 160, 170, 180. The H2 is still pulling hard. The inside lane is fading in my peripheral vision, the Busa and R1 are just specks. The Akrapovic is emitting a tortured howl, and still the supercharger crams air into the aluminium airbox. Bridges appear as thin as cables as they flash overhead, and suddenly I slam into the speed limiter like someone’s just slashed the fuel line. The speedo flicks dementedly between 186 and 187mph, and you can almost feel every fibre of the H2 apologising for the tease. It wants to give you everything, but can’t.

This is the fastest- accelerating production bike we’ve ever tested, and 200mph should be effortless without the artificial restriction; we already know that he H2R will cruise to over 221mph. I hold the Ninja on the limiter for 10 seconds or so, imprinting the experience of legally holding 187mph on a public road into my brain. It’s immense.

Stability isn’t an issue, tucked in behind the screen it feels calm, smooth and solid. All three of us are covering over three miles per minute, but it’s the H2 rewriting the history book on acceleration.

My eyes are locked on the horizon, and there are growing dots in the middle lane, cars that probably aren’t expecting my arrival at double their speed. I roll the throttle off and gently squeeze the brake lever. The calipers’ power is immense, and I’m back down to 100mph before my head can process the deceleration. I have to check the speedo twice, I feel like I’m crawling over the tarmac. Bruce and Steve are suddenly back with me, and the arrowhead reforms.

The aerodynamic Busa slithers alongside, and I can just make out Steve’s beaming face though his tinted visor. But the road ahead is suddenly clear again, and I cog back to fourth and the game starts afresh. Yes, the H2 has so much torque that I could have just rolled on in top, but I want to feel the full force again. We stretch out in line like an elastic band as the H2 stomps away again, but it’s sucking so much fuel that I have to back off before the limiter calls time. I ease the speed down to 70mph and wait for the others to close up before pointing to the H2’s filler cap, universal sign language for the most tedious job in motorcycling. We drift along in a post-carnal haze of tingling nervous excitement, and peel off into the first petrol station we spot.

We’re like sugar-doped kids at the fuel stop, gabbling at each other at a million miles an hour. “That Kwak’s an absolute missile,” says a peaking Mercer, unable to stand still as he forces the words through his grin. The R1 and Busa are quick, each hitting their speed limiter with plenty in reserve, but the H2 gets there much faster. From a standing start the H2 will reach its terminal speed almost half-a-mile before the Hayabusa, and cuts the Yamaha’s 0-terminal figures in half. The H2 will reach 184mph from a standing start in just 900 metres. That’s extraordinary. At over 100mph it takes just a fraction over a second to add each 10mph until it hits the limiter; half the time the Hayabusa needs to reach a near-identical top speed. The R1 is surprisingly close to both up to 150mph, and loses nothing to the others in stability on Germany’s super-smooth autobahn, but can’t compete during that last 30mph.

Nothing can match the craziness of the H2 – or it’s fuel consumption. We could have spent all day playing on the unrestricted German autobahns, but we couldn’t afford the fuel bill. With the H2 down to 23mpg or worse, we decided to head into the Eifel mountains to have some fun on real roads.

With speeds down to normal road pace, the Kawasaki’s biggest problem was the R1, it’s just so damn good. Our superbike group test winner feels and handles like a race 600, but with nearly 200bhp and GP-level electronics. It turns you into a riding god, boosts your confidence, and means you never feel like you’re approaching the limit, as you dive from one apex to the next with total confidence.

In contrast, the H2 feels reluctant to make the initial turn, craving straight lines. The weight feels higher up in the chassis, meaning you have put in more effort to make it turn. The Busa is longer and feels heavier, but carries it lower meaning it too flops into corners more naturally than the H2.

Once in a corner the H2 has more control than the Busa, the Suzuki soon starting to wallow and complain if the tarmac isn’t billiard-table smooth. The H2 is much more controlled mid-corner, meaning you can carry more lean and speed. It copes with road imperfections better, and you can even change your line mid-corner. Ask too much of the Suzuki and you’ll soon start to drag its fat undercarriage. But the R1 is leagues ahead of both.

Getting on the power on corner exits really highlights the differences between the three. The R1 is just a race bike on the road – huge power, brilliant suspension and intelligent electronics controlling everything. It’s so clever that it knows the difference between the tyre sliding sideways and spinning. Comparing the R1 to the Busa is like comparing the space shuttle to a steam engine.

 

[wino]

While the Busa may be basic, its long wheelbase and feel from the rear tyre does allow you to search out the available grip. But with so much torque, rear traction can become an issue. Thankfully the fuelling is smooth and predictable – not something that can be said of the H2.

The biggest gripe with the Busa was its braking performance. Whether you’re snaking through a winding forest road, or covering a mile every 20 seconds, you need good stoppers. Sadly the Suzuki items are lacking by comparison, and the ABS kicks in way too early. Bruce even suggested the new ABS brakes are a step backwards over the old unassisted items. As Mercer pointed out: “You can have huge Brembo calipers, but that doesn’t mean anything when the ABS is too intrusive and the master cylinder is a decade old.”

As sinuous road miles click away, the Kawasaki’s fuelling starts to get quite annoying. It surges and lurches, and it’s hard to feed in the power smoothly in the first few gears. Once that ride-defining supercharger starts spinning, it just wants to go flat out until you’re bouncing off the limiter. Bruce compared it to a 500 two-stroke in feel, where there’s a slight delay followed by a rush of power. Some will like the fact it’s edgy and isn’t simple to ride, but others will be put off by the switch-like power delivery in the lower gears. Trying to slowly dial in the power at around 6000rpm in second or third is near impossible. Yes you have very clever electronics to control any slides or unwanted wheelies, and you can even turn the power down if you wish, but even experienced riders will find the H2 unforgiving, especially on an unfamiliar road at pace.

Away from the autobahns the Suzuki isn’t as comfortable as you’d think, the seat is wide and plush but the pegs are higher than you’d expect and the standard screen is low. The R1, however, was a real surprise. Considering its track credentials, the ergonomics aren’t too bad and there’s no reason why you couldn’t take on some serious miles on the R1.

The Kawasaki feels reasonably roomy, but obviously there’s no lower fairing to aid cooling purposes, night-time revealing that the downpipes can glow cherry red at motorway speeds. The screen is a little low, and there’s no pillion perch, but the biggest gripe was the poor fuel economy, and its resultant tank range. At normal motorway speeds the H2 averaged 31.43mpg compared to 45.45mpg on the Yamaha and 52.63mpg on the Suzuki. That gives the H2 a potential tank range of only 117 miles, the fuel light burning bright at 97 miles.

Up the pace to around 100mph for any distance and the H2 dips below 30mpg (with the fuel light illuminating at 84 miles) compared to the R1’s 37mpg and the Busa’s 42mpg. We had to stop to fuel the H2 nearly every hour on the run home from Germany.

Steve and Bruce didn’t favour the H2 around town either, both thought it was painful on the wrists, and the throttle woes are at their worst in the lower gears. Town riding soon became a pain, but most owners will simply put up with it in lieu of its other unique charms. No-one is going to care about the tank range or a slightly choppy throttle when they’ve got that supercharger to listen to as they ride the incredible tide of torque and power.


MCN VERDICT:

‘The H2's like nothing else’

The H2 has its faults on the road, the recalcitrant throttle and surging power characteristics making it far from user friendly. It’s not an easy bike to just jump on and ride, and this all makes it far from ideal around town or on tight B-roads, while the tank range makes fast thrashes, or continent-crossing motorway blasts expensive. There’s so much that isn’t quite there with the H2, imperfections that detract from its excellence, but I still want it. Just look at it, it’s beautiful and ugly at the same time, like a Batman concept bike that’s made it into production by mistake. It sounds amazing and it’s the fastest-accelerating production bike on the planet. The R1 was a real surprise on this test. Included as a bit of useful context to help position the H2, it actually proved itself as an epic tourer and effortless in town.

But this test belongs to the H2. Yes, you can probably get to Germany and back faster on the Busa because you’ll need half the fuel stops, but deep down I’d always want to be on the Ninja H2: it accelerates, and communicates with your soul, in a way that nothing else on two wheels can.

 

[wino]

 

[wino]

Video: Kawasaki H2R 'Flat Out'
http://www.motorcyclenews.com/news/first-rides-tests/2015/may/video-h2r-flat-out/

We’re confident the H2R is going to break 200mph; after that we’re into the unknown.

We speed tested the road-going Kawasaki H2 just a few weeks ago and it kicked sand in the face of the Suzuki’s Hayabusa, smoking it to 180mph while becoming the fastest-accelerating bike we have ever tested at MCN.

Normal production bikes are restricted to a manufacturers’ agreement of 300kph (186mph) but Kawasaki has thrown the rulebook in the bin with the H2R; they say there are no speed limits or restrictors.

The only limiting factor is the size of the rider’s coconuts.

For the full write-up read the May 20, 2015 edition of MCN.

 

[wino]

WSBK »
WSBK Donington: Brilliant Sykes smashes lap record for Donington pole
23 May 2015
Tom Sykes smashes his own lap record to claim pole position at Donington Park, ahead of Jonathan Rea and Davide Giugliano.

WSBK Donington: Brilliant Sykes smashes lap record for Donington pole

SEE FULL WORLD SUPERBIKE SUPERPOLE RESULTS HERE

Tom Sykes broke his own lap record on his way to a dominate pole position in front of his home fans at Donington Park and will be joined on the front row by Jonathan Rea and Davide Giugliano.

Tom Sykes duly smashed his previous World Superbike lap record around Donington with a fantastic 1m 27.071s, going two-tenths under the previous record. The Kawasaki rider's flyer also kept his rivals Rea and Giugliano at a safe distance despite having one final hot lap left.

The Kawasaki rider was able to convert his strong practice pace into qualifying for his 26th career World Superbike pole position. The Englishman had said on Friday evening he would target the lap record with the qualifying tyre and duly delivered.

His Kawasaki team-mate Rea will start from second on the grid after finding an extra couple of tenths on Aruba.it Racing Ducati's Giugliano, but the pair were powerless to stop Sykes.

Voltcom Crescent Suzuki's Alex Lowes had laid down the early marker with a 1m 27.670s lap to go top before all the riders returned to the pits ahead of their second runs. The Lincolnshire rider ended Superpole 2 in fifth as walking wounded Leon Haslam jumped in front to head the second row.

Welsh rider Chaz Davies makes it an all-British second row at Donington, edging out Leon Camier on the MV Agusta.

Reigning World Superbike champion Sylvain Guintoli and Pedercini Kawasaki rider David Salom were the two men to progress through from Superpole 1, with Guintoli improving to ninth on the grid just behind Matteo Baiocco as Salom completes the top ten.

Ayrton Badovini struggled during Superpole 2 after suffering a fast lowside crash in FP4 while reigning World Supersport champion Michael van der Mark was unable to find vital gains in qualifying and will start at the back of the fourth row.

Tom Sykes says he 'kicked myself' after failing to duck into the 1m 26s times during Superpole qualifying and is adamant he could have gone even faster after breaking his own World Superbike lap record around Donington Park.

The Kawasaki rider will start from P1 ahead of his team-mate and championship leader Jonathan Rea at his home round which he has completely dominated this weekend.

Sykes achieved his target from Friday of breaking his previous lap record with a 1m 27.071s, but felt a slight regret that his time wasn't even faster.

“I am very impressed with the lap time, although I came over the line and saw 1'27'' and kicked myself,” he said. “It should have been a 1'26''. The qualifying tyre caught me out in some areas and pushed me off line.

"But you cannot be greedy and I am very happy.”

His pole position at the Leicestershire track was his 26th career success and drew him joint-second on the all-time pole list with Troy Bayliss.

Sykes says he is delighted to equal some of the men he grew up idolising but feels it will count for little unless he converts it into victories on Sunday.

“I am getting amongst some legends, all time greats, people I admired when I grew up racing,” he explained. “We could see in Superpole 1 that few riders were getting two laps out of their tyres. Into my second lap, exiting turn one, she was sliding nicely. We definitely used the potential of our rear qualifier and for that I am happy.

“We did enough to make it count but tomorrow is another day and we have changing weather forecasts all the time. But we are in a good position.”

WSS »
Great Britain: Sofuoglu converts dominance into Donington pole
23 May 2015

Kenan Sofuoglu has smashed the World Supersport lap record at Donington Park for the second time today and claimed pole position

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  Great Britain: Sofuoglu converts dominance into Donington pole
  
  See full WSS qualifying results here
  
  Kenan Sofuoglu has smashed the World Supersport lap record at Donington Park for the second time today to claim pole position by almost half a second from British wild card rider Kyle Ryde.
  
  The Turkish rider has looked nearly untouchable all race weekend and converted his strong form into a P1 start for the sixth round of the 2015 World Supersport championship. Sofuoglu has notched up his 21st career World Supersport pole and will be joined by Ryde and Jules Cluzel on the front row.
  
  Such is the dominance of the Kawasaki Puccetti rider at the Leicestershire track, he took to the top of the qualifying timesheet with his first lap and improved throughout the session to break the lap record for the second time, with a 1m 29.925s.
  
  Serial pole winner Jules Cluzel was unable to add to his four this year after suffering a crash at Redgate midway through the session which seriously hampered his progress. As a result, Brit Ryde took advantage to nip ahead by two-tenths of a second.
  
  Fellow British wildcard rider Luke Stapleford will head the second row of tomorrow's race and will be joined by MV Agusta rider Lorenzo Zanetti and American PJ Jacobsen.
  
  British hopeful Kyle Smith was only able to put his Pata Honda CBR600RR ninth on the grid after running into the back of Marco Faccini at Goddards in the early stages of qualifying.
  
  The Brit is under investigation for the incident after it appeared he misjudged the corner, carrying too much speed, and slid into the rear wheel of Faccani to send the pair sprawling.
  
  Ahead of Reid on row three is British duo Sam Hornsey and Gino Rea in seventh and eighth respectively, while Lorini Honda rider Roberto Rolfo completes the top ten for tomorrow's race.

 

[wino]

bored ? wanna watch bikes ?

click http://motolink.website/

 

[wino]

apart from riding SBK Mr. Sykes has a project going in his shed . . . . . .. like the rest of us.

yeah I know . . . it's not his shed

 

[wino]

MotoGP »
MotoGP Italy, Mugello - Free Practice (3) Results
30 May 2015

Free Practice (3) results from the 2015 Italian MotoGP at Mugello, round 6 of 18.

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  MotoGP Italy, Mugello - Free Practice (3) Results
  
  Jorge Lorenzo sets new lap record, MotoGP champion Marc Marquez misses out on top ten place and will therefore have to take part in Qualifying 1 this afternoon...
  
  FP3:
  1. Jorge Lorenzo ESP Movistar Yamaha MotoGP (YZR-M1) 1m 46.617s [Lap 19/20] 343km/h (Top Speed)
  2. Andrea Iannone ITA Ducati Team (Desmosedici GP15) 1m 47.008s +0.391s [19/20] 350km/h
  3. Andrea Dovizioso ITA Ducati Team (Desmosedici GP15) 1m 47.113s +0.496s [18/19] 348km/h
  4. Michele Pirro ITA Ducati Team (Desmosedici GP15) 1m 47.161s +0.544s [17/18] 345km/h
  5. Pol Espargaro ESP Monster Yamaha Tech 3 (YZR-M1) 1m 47.175s +0.558s [19/20] 343km/h
  6. Cal Crutchlow GBR CWM LCR Honda (RC213V) 1m 47.210s +0.593s [16/17] 345km/h
  7. Dani Pedrosa ESP Repsol Honda Team (RC213V) 1m 47.226s +0.609s [18/19] 344km/h
  8. Bradley Smith GBR Monster Yamaha Tech 3 (YZR-M1) 1m 47.495s +0.878s [17/17] 346km/h
  9. Valentino Rossi ITA Movistar Yamaha MotoGP (YZR-M1) 1m 47.543s +0.926s [16/21] 342km/h
  10. Maverick Viñales ESP Team Suzuki Ecstar (GSX-RR)* 1m 47.557s +0.940s [14/17] 334km/h
  11. Marc Marquez ESP Repsol Honda Team (RC213V) 1m 47.566s +0.949s [6/16] 344km/h
  12. Scott Redding GBR Estrella Galicia 0,0 Marc VDS (RC213V) 1m 47.595s +0.978s [15/18] 339km/h
  13. Danilo Petrucci ITA Octo Pramac Racing (Desmosedici GP14.1) 1m 47.639s +1.022s [16/17] 348km/h
  14. Aleix Espargaro ESP Team Suzuki Ecstar (GSX-RR) 1m 47.776s +1.159s [14/15] 334km/h
  15. Yonny Hernandez COL Octo Pramac Racing (Desmosedici GP14.2) 1m 47.893s +1.276s [14/17] 344km/h
  16. Loris Baz FRA Athina Forward Racing (Forward Yamaha)* 1m 48.548s +1.931s [12/15] 334km/h
  17. Stefan Bradl GER Athina Forward Racing (Forward Yamaha) 1m 48.580s +1.963s [18/19] 342km/h
  18. Jack Miller AUS CWM LCR Honda (RC213V-RS)* 1m 48.580s +1.963s [11/11] 339km/h
  19. Alvaro Bautista ESP Factory Aprilia Gresini (RS-GP) 1m 48.806s +2.189s [17/18] 335km/h
  20. Nicky Hayden USA Aspar MotoGP Team (RC213V-RS) 1m 49.005s +2.388s [12/16] 337km/h
  21. Mike Di Meglio FRA Avintia Racing (Desmosedici GP14 Open) 1m 49.006s +2.389s [11/13] 345km/h
  22. Hector Barbera ESP Avintia Racing (Desmosedici GP14 Open) 1m 49.071s +2.454s [16/17] 348km/h
  23. Karel Abraham CZE Cardion AB Motoracing (RC213V-RS) 1m 49.272s +2.655s [6/17] 334km/h
  24. Eugene Laverty IRL Aspar MotoGP Team (RC213V-RS)* 1m 49.714s +3.097s [17/19] 335km/h
  25. Alex De Angelis RSM E-Motion IodaRacing (ART) 1m 50.031s +3.414s [17/19] 329km/h
  26. Marco Melandri ITA Factory Aprilia Gresini (RS-GP) 1m 52.050s +5.433s [6/16] 335km/h
  
  Riders going directly to Qualifying 2 - Top 10 Combined Practice Times:
  1. Jorge Lorenzo ESP Movistar Yamaha MotoGP (YZR-M1)
  2. Andrea Iannone ITA Ducati Team (Desmosedici GP15)
  3. Andrea Dovizioso ITA Ducati Team (Desmosedici GP15)
  4. Michele Pirro ITA Ducati Test Rider (Desmosedici)
  5. Pol Espargaro ESP Monster Yamaha Tech 3 (YZR-M1)
  6. Cal Crutchlow GBR CWM LCR Honda (RC213V)
  7. Dani Pedrosa ESP Repsol Honda Team (RC213V)
  8. Bradley Smith GBR Monster Yamaha Tech 3 (YZR-M1)
  9. Valentino Rossi ITA Movistar Yamaha MotoGP (YZR-M1)
  10. Maverick Vinales ESP Team Suzuki Ecstar (GSX-RR)*
  
  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

 

[wino]

MotoGP »
MotoGP Italy: Marquez trying to tame 'aggressive' Honda
29 May 2015

“Last year it was one of my strongest points and this year I am struggling” - Marc Marquez.

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  MotoGP Italy: Marquez trying to tame 'aggressive' Honda
  
  Reigning MotoGP champion Marc Marquez finished Friday practice for the Italian Grand Prix second on the timesheets, behind Ducati's Andrea Dovizioso.
  
  But Marquez's top priority was to work through a range of ideas to try and reduce corner entry slides and corner exit 'aggression' from his Repsol Honda.
  
  The Spaniard, who has sunk 33 points from title leader Valentino Rossi, explained on Thursday that their options are limited by the in-season engine development freeze.
  
  “Today we concentrated on the electronic side to try to improve the character of the engine and looks like we improved a little bit,” Marquez said. “Still we must work. For example on the last run we tried a different thing and it was not working. But we are in the moment where we must try things, to understand which direction to take. Some things are working well and are improving this aggressive feeling in the exit of the corners, but still it is of course not fixed.”
  
  Marquez revealed that the current emphasis is on corner exit because solving the braking and entry slides will require a 'big change'.
  
  “The entry of the corners I think we must change a big thing to try to improve. But ok we know that we have that problem, so we try to improve the other problems,” he said. “And the other problem was the exit of the corner with the character of the engine. And it looks like we improved the movement and wheelie, that also for physical condition was tough. If we improve that, the consistency is much better as well.”
  
  Meanwhile corner-entry work is centered around modifying his riding style.
  
  “In braking, more than the bike I'm trying to change, because in the end this is the bike,” he said. “In FP1 I just went out with that mentality to try to improve on the braking, try to slide less. Still I am sliding but it looks like at his circuit I can control it better.”
  
  The young Spaniard leaning into corners with his rear-wheel still in the air has been a spectacular, and regular, sight during previous MotoGP seasons.
  
  “The problem is that this year I can't,” Marquez explained. “If I do that the slide is even worse. So I try to avoid that and then of course you need to brake earlier and smoother. But yeah if I do like last year then I don't go in [the corner] I just go wide. So I'm trying to improve there with everything, with the body [position], because it's a thing that last year was one of my strongest points and this year I am struggling there.”
  
  The search for handing solutions has been ramped-up following a poor Le Mans race, when Marquez was the only factory class Honda rider not to fall, on his way to fourth.
  
  “In Le Mans we knew we were struggling on the exit of the corners and [on corner entry] I was turning the bike with the front wheel,” he said. “Then from warm-up to the race the temperature was 15-20 degrees higher and we never rode in that temperature. The front tyre was the same for everybody, but we were pushing the front a lot to make the lap time and [in the heat] the tyre was on the soft side. There was big movement.
  
  “In Le Mans it was everything. All the strongest points we had we couldn't use in the race.
  
  “But it looks like here the character of the engine is smoother also just because the final sprocket is longer [because of the higher top speed] and then the gearbox is longer, so the bike is pushing less. The corners are also faster here and we don't have that big acceleration [out of slow corners] and that helps us.
  
  “But on the other side there are also many long entries to the corners and that sliding is also where we need to fix now.”
  
  Marquez was also asked if the issues with the 2015 Honda could have been addressed during winter testing.
  
  “In Valencia when we did the test after the race I said, 'If it feels like this we will have problems next year'. But then we arrived in Sepang and this aggressive character of the engine was not a big problem because the engine is slower due to the high temperature and humidity. It is also a long circuit, with a long gearbox setting.
  
  “But then when we arrive in Qatar I saw that [the engine] was aggressive, but ok we didn't have time to change the engine [design] and we start the season like that. But ok, now we know that we are on the wrong way, so we must improve in other things [areas] and I think we can improve.”
  
  The Mugello re-evaluation included back-to-back testing of the latest swingarm against the previous version.
  
  “I tried the swingarm that I raced in Le Mans, the new one, and the old one and it looks like the new one is better. In Jerez I felt slightly better, Le Mans I didn't try the other but here again I confirmed that with the new one I feel better.”
  
  Marquez, who won the opening ten races of last season, has taken one victory from the opening five rounds of 2015.

 

[wino]

MotoGP »
MotoGP Italy, Mugello - Full Qualifying Results
30 May 2015

Full Qualifying Results and Grid line-up for the 2015 Italian MotoGP at Mugello, round 6 of 18.

• 
  
  MotoGP Italy, Mugello - Full Qualifying Results
  
  Injured Andrea Iannone claims his first MotoGP pole position in qualifying for his and Ducati's home race at Mugello. Jorge Lorenzo second for Yamaha and Iannone's team-mate Andrea Dovizioso third.
  
  Reigning world champion Marc Marquez, having been unable to claim a top ten place in practice, then failed to claim one of the top two places needed to progress past Qualifying 1. The Repsol Honda star will start just 13th on the grid...
  
  Qualifying 2:
  1. Andrea Iannone ITA Ducati Team (Desmosedici GP15) 1m 46.489s [Lap 6/7] 350km/h (Top Speed)
  2. Jorge Lorenzo ESP Movistar Yamaha MotoGP (YZR-M1) 1m 46.584s +0.095s [6/6] 339km/h
  3. Andrea Dovizioso ITA Ducati Team (Desmosedici GP15) 1m 46.610s +0.121s [5/6] 346km/h
  4. Cal Crutchlow GBR CWM LCR Honda (RC213V) 1m 46.657s +0.168s [6/8] 346km/h
  5. Aleix Espargaro ESP Team Suzuki Ecstar (GSX-RR) 1m 46.854s +0.365s [5/5] 333km/h
  6. Michele Pirro ITA Ducati Team (Desmosedici GP15) 1m 46.870s +0.381s [5/6] 349km/h
  7. Dani Pedrosa ESP Repsol Honda Team (RC213V) 1m 46.875s +0.386s [3/8] 344km/h
  8. Valentino Rossi ITA Movistar Yamaha MotoGP (YZR-M1) 1m 46.923s +0.434s [7/8] 344km/h
  9. Maverick Viñales ESP Team Suzuki Ecstar (GSX-RR)* 1m 46.934s +0.445s [6/7] 336km/h
  10. Pol Espargaro ESP Monster Yamaha Tech 3 (YZR-M1) 1m 47.050s +0.561s [6/7] 341km/h
  11. Bradley Smith GBR Monster Yamaha Tech 3 (YZR-M1) 1m 47.090s +0.601s [8/8] 344km/h
  12. Yonny Hernandez COL Octo Pramac Racing (Desmosedici GP14.2) 1m 47.423s +0.934s [6/7] 347km/h
  
  Qualifying 1:
  13. Marc Marquez ESP Repsol Honda Team (RC213V) 1m 47.240s 346km/h
  14. Danilo Petrucci ITA Octo Pramac Racing (Desmosedici GP14.1) 1m 47.497s 343km/h
  15. Hector Barbera ESP Avintia Racing (Desmosedici GP14 Open) 1m 47.978s 347km/h
  16. Stefan Bradl GER Athina Forward Racing (Forward Yamaha) 1m 48.047s 339km/h
  17. Scott Redding GBR Estrella Galicia 0,0 Marc VDS (RC213V) 1m 48.120s 340km/h
  18. Loris Baz FRA Athina Forward Racing (Forward Yamaha)* 1m 48.133s 339km/h
  19. Nicky Hayden USA Aspar MotoGP Team (RC213V-RS) 1m 48.298s 337km/h
  20. Karel Abraham CZE Cardion AB Motoracing (RC213V-RS) 1m 48.366s 331km/h
  21. Alvaro Bautista ESP Factory Aprilia Gresini (RS-GP) 1m 48.477s 335km/h
  22. Mike Di Meglio FRA Avintia Racing (Desmosedici GP14 Open) 1m 48.503s 347km/h
  23. Jack Miller AUS CWM LCR Honda (RC213V-RS)* 1m 48.572s 341km/h
  24. Eugene Laverty IRL Aspar MotoGP Team (RC213V-RS)* 1m 48.638s 338km/h
  25. Alex De Angelis RSM E-Motion IodaRacing (ART) 1m 49.198s 330km/h
  26. Marco Melandri ITA Factory Aprilia Gresini (RS-GP) 1m 51.391s 336km/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:
  Jorge Lorenzo SPA Yamaha 1m 46.617s (FP3)
  
  Official Mugello MotoGP records:
  Best lap:
  Jorge Lorenzo SPA Yamaha 1m 46.617s (2015)
  Fastest race lap:
  Marc Marquez SPA Honda 1m 47.639s (2013)

 

[wino]

MotoGP »
MotoGP Italy: Iannone toasts 'special' piece of history at Mugello
30 May 2015

Ducati's Andrea Iannone seals maiden MotoGP pole to become first Italian rider to clinch top spot on an Italian machine at his home grand prix since Giacomo Agostini in 1972.

• 
  
  MotoGP Italy: Iannone toasts 'special' piece of history at Mugello
  
  Andrea Iannone made a little bit of history as he clinched pole position with a sizzling new record lap for the Italian MotoGP at Mugello, hailing the feat on Saturday as a 'special moment'.
  
  The injured factory Ducati rider became the first Italian to qualify in pole position on an Italian machine at his home grand prix since Giacomo Agostini in 1972 at Imola on the MV Agusta.
  
  Iannone - due to debut a new engine with team-mate Andrea Dovizioso on Saturday - set a red-hot lap in 1m 46.489s to edge out Movistar Yamaha's Jorge Lorenzo by only 0.095s to secure his maiden premier class pole start, with Dovi making it two Ducatis on the front row in third.
  
  “It is an incredible day for me and a special moment, because it is my first pole position in Italy with an Italian bike and so I am really happy,” said Iannone, who hurt his shoulder during a practice tumble during a private test at Mugello prior to the French round of the championship at Le Mans.
  
  “It was a really fast lap and a record for the track and today I improved the speed a little bit better than last year.
  
  “For sure it is really difficult for me because my shoulder is not 100 per-cent, but this is the situation and I want to think positive and this is really important.”
  
  Iannone anticipates a tough race not least due to his physical disadvantage, highlighting the expected red-hot race pace of Lorenzo, Dovizioso, Valentino Rossi and even Marc Marquez, who has it all to do after qualifying in 13th place on row five.
  
  “The race will be really, really difficult I am sure, because the pace of Jorge [Lorenzo], Dovi [Andrea Dovizioso] and Marc [Marquez] is very strong, but the shoulder is not ready for a strong fight,” said Iannone.
  
  “For sure, Vale [Valentino Rossi] tomorrow will stay in the race but I hope to have a good start because I want to in the first corner in first position.
  
  “I think the atmosphere in this track this year is fantastic and I will try my best for sure.”
  
  Iannone was satisfied with his pace on the used tyre in FP4, although he concedes he was not as strong as Lorenzo or Dovizioso.
  
  “For me, the first problem is the shoulder and the tyre is the second problem,” he said.
  
  “I started with the used tyre in FP4 and the pace was not so bad, not as fast like Andrea and Jorge, but I try and improve a little bit for tomorrow but I want to try and focus on my shoulder.”

MotoGP »
MotoGP Italy: Valentino Rossi: 'It’s my fault'
30 May 2015

“It's my fault because I had a good pace and I could do better because I am three tenths from Jorge” - Valentino Rossi.

• 
  
  MotoGP Italy: Valentino Rossi: 'It’s my fault'
  
  MotoGP title leader Valentino Rossi, who has claimed both 2015 race wins from eighth on the grid, will again start from that position at his home Italian round on Sunday.
  
  The Movistar Yamaha rider admitted he should have done better after lapping 0.3s slower than front row team-mate Jorge Lorenzo - also Rossi's closest championship rival - but insists he is in good shape for the race.
  
  “Today I am quite happy with the work done and more positive compared to yesterday, because yesterday I was not strong enough,” began Rossi, who lapped 0.4s from countryman Andrea Iannone's Ducati pole time. “We decided to modify the bike and I am quite satisfied because every time we went out we improved. I was stronger and more constant and especially the feeling with the bike got better run-by-run.
  
  “Unfortunately I am still starting on the third row, in eighth place. That is not our target and not a fantastic place to start. But it's my fault because I had a good pace and I could do better because I am three tenths from Jorge.
  
  “But this is the reality now. We can say also that extra soft tyre worked very well, with three Ducatis in front and also the Suzuki are very fast with the soft tyre.
  
  “Apart from the third row, I'm happy about the bike, about the improvement and we have the chance to be competitive tomorrow. We have to continue this way and make another step in warm-up and for the race. Then we see.”
  
  The Doctor also congratulated his friend Iannone on a first MotoGP pole.
  
  “Iannone is very strong, this year he rides fast and is competitive. He was very clever because he was behind Jorge, but a big congratulations to him for his first pole position in MotoGP. I am happy for him because I have a good relationship with him, a lot of time we speak together and we pass time together.
  
  “With Iannone we have to understand the potential of his [injured] shoulder in 23 laps, because for sure he has the speed and is very strong. But he is not 100% physically so it will depend on the pain he will have in the shoulder.”
  
  Iannone's team-mate Andrea Dovizioso is also starting from the front row, having led much of practice, and Rossi revealed he is hoping the Ducati riders will prevent Lorenzo escaping at the front.
  
  “It is very important that the Ducatis start in front because we know that Jorge is very fast on the first lap. After we have to understand on the straight if with more speed the Ducatis can overtake us.
  
  “But most important will be the pace during the race. It looks like we have good pace, but it will be a long race and the long straight means it is important to exit well from the last corner.”
  
  Rossi - who debuted a special 'yellow energy' helmet design on Saturday - starts Sunday's race with a 15-point advantage over Lorenzo, winner of the last two rounds.

 

[wino]

MotoGP »
MotoGP Italy: Marquez 'Everything went wrong!'
30 May 2015

"...But the biggest mistake, I repeat, was in FP3" - Marc Marquez.

• 
  
  MotoGP Italy: Marquez 'Everything went wrong!'
  
  Reigning world champion Marc Marquez will start Sunday's Italian race from his worst ever MotoGP grid position of 13th.
  
  The Repsol Honda star, off the front row just six times since joining the premier-class in 2013, was thwarted by a series of mistakes, tactical errors and technical issues.
  
  It all began when he was pushed out of the practice top ten in FP3, having been preoccupied with electronics work rather than a fast lap time. That forced the Spaniard into the Qualifying 1 session, where the top two riders progress to the Q2 pole position shootout.
  
  It should have been a formality, but a further shock saw Marquez pushed down to third.
  
  “So today everything went wrong!” began Marquez, speaking in the team hospitality area on Saturday evening. “We can say that we did a mistake in FP3, that I didn't put on a new tyre [at the end]. I used a tyre from yesterday from the beginning until the end because we were thinking too much about working on the electronics. And to work on the electronics you need [many] laps on the tyre.
  
  “So we concentrated on that and then I go to Qualifying 1. In Qualifying 1 I had the confidence to push only on one tyre, but we had another problem.”
  
  Marquez had fallen after losing the front at Turn One during final practice and came close to another accident when he again got sideways under braking on his first qualifying lap. He continued for two more laps before pulling into the pits, at which point he held the second and final Q2 transfer place.
  
  But while he and his team watched anxiously from the garage, Yonny Hernandez shot to the top on the soft Open class rear tyre, pushing Marquez to third in the session and leaving him 13th on the grid.
  
  “In qualifying the rear was sliding a lot,” Marquez said. “We don't know why but ok this was my feeling and then we check [the data] and it was like that, spinning a lot. I stopped to try to put another tyre but there was not enough time and that was the main problem in Qualifying 1. But the biggest mistake, I repeat, was in FP3.”
  
  
  Marquez confirmed that he had only planned one run during Qualifying 1, which would then allow two new tyres for Qualifying 2.
  
  “In Qualifying 1 we tried to save two tyres for Qualifying 2 and then the plan was to use one tyre in Q1. The thing is that my confidence was good to use only one tyre [in Q1] but we had one problem and for that reason I couldn't improve, couldn't make a fast enough lap to go to Qualifying 2.”
  
  Following a poor race last time at Le Mans, Marquez and his team have been chasing solutions to the RCV's aggressive engine character on corner exit, plus sliding on corner entry. But he insists the Qualifying 1 grip issue was unexpected.
  
  “I was pushing like [normal in] a qualifying practice, but for some reason I couldn't find the rear grip. During the weekend I find and it's good but on that exit I couldn't find. And then I stopped and maybe it was my mistake, but we checked on the data and it [the rear grip] was like that. We are trying to find the solution.”
  
  Despite his Saturday misery, Marquez - who already trails Valentino Rossi by 33 points in the world championship - remains confident for the race.
  
  “It is true that in this weekend the rhythm for the race I feel good and I feel ready to fight with the top riders,” he declared.
  
  “This morning I worked a lot again on the electronics and then this afternoon I tried to work on the set-up. We improve a little bit but still tomorrow in the warm-up we must try something. But a really small difference because with this pace, with this base, I feel good.”
  
  While speculation continues as to the cause and cure for the Honda's handling problems, Marquez was quick to dismiss that idea that he should switch back to the 2014 bike, with which he won the opening ten races of last season.
  
  The reason is simple: “We cannot use the 2014 engine”.
  
  That is because the MotoGP development freeze requires the same engine specification for an entire season. As a result, this weekend's electronic and set-up changes are a workaround for the powerplant problems.
  
  “We are using more or less the bike like 2014,” Marquez added. “Not a big difference. Here during practice I felt good, with good grip. But ok tomorrow we will start 13th so we must start well and try to push from the beginning.”
  
  Marquez had hoped that the higher surface grip levels and longer gearing at Mugello, relative to the stop-and-go Le Mans, would in itself ease the 'aggressive' handling.
  
  
  Marquez may be used to starting near the front in MotoGP, but he also famously won the 2012 Valencia Moto2 round from 33rd on the grid.
  
  LCR's Cal Crutchlow qualified as the top Honda rider in fourth on Saturday, with Marquez's team-mate Dani Pedrosa in seventh.
  
  
  by Peter McLaren

It seems Honda has been caught out. I'm sure the kid can and will bounce back tho.

 

[wino]

a few pics from practice

 

[wino]

IOM started days ago ya fuckers.

Mugello is going of f now !