Honda has proved surprisingly prolific with new-model releases of late. Big Red has added 19 models and counting to its powersports lineup in the last two years. Of that near score of new bikes, several are purpose built to engage riders as affordable, easy-to-ride entries into motorcycling. MotoUSA sampled the epitome of this new shift in market focus, with a brief first ride on the 2013 Honda CB500F. 

The CB500F is the naked standard in the new CB500 lineup, joining the fully-fared CBR500R sportbike (reviewed along with the F) and the forthcoming CB500X adventure bike. The 500F sports the lowest MSRP of the three, at $5499 for the base model and $5999 with ABS. Like its CB500 siblings, the F sources Honda’s all-new 471cc Parallel Twin. The tubular steel frame, Showa suspension and dual disc stoppers are also shared with the other 500s. 

Technical details of the new engine and chassis are spelled out in our CBR500R first ride review. The 500F’s engine performance is indistinguishable from the 500R, with a smooth, forgiving power delivery that peps up in the top-end. The new Twin tops out at 47 horsepower and features a torque-rich, linear powerband. 

The 500F departs from its sportier R sibling in styling and ergonomics. We’ll delve into the nuances of the naked look in a minute, but it’s the ergos that shift the bike’s attitude from sporty to a more relaxed standard. The F swaps the R’s clip-ons out for a riser and single handlebar, which lifts the bar height 1.9 inches (49mm). 

Naked styling and raised handlebar differentiates the 500F from its sport CBR500R sibling. The ergonomic change facilitates a more upright riding stance.

It’s a subtle change, but the shortened reach to the bar makes the riding position more upright (while we didn’t ride the CB500X, one was in the Honda HQ garage and its ergos felt even more upright). Some riders may prefer the forward cant of the sportier R model, but I favor more relaxed upright riding positions afforded by standards like the CB500F – which felt quite comfortable during our short ride. 

Hopping off the R and onto the F for the first time at a photo stop, the immediate sensation is it feels lighter on its toes and quicker to turn. Steering geometry on both bikes is identical – 25.5 degree rake, 4.05 inches trail and 55.5-inch wheelbase – as are the 120/70 front and 160/60 rear Dunlop Sportmax tires. The five pounds worth of bodywork shed by the 420-pound F (424 pounds in ABS trim) may contribute imperceptibly to the lighter feel, but it’s the extra leverage of the taller, wider handlebar that warrants the credit. 

As a naked model the 500F does give up wind protection. We didn’t sample it on the freeway – rushing back to Honda HQ on I-10 aboard the 500R – but the F exposes the rider to more wind with its half fairing and small cowling. A long-distance tourer or daily freeway commuter may prefer the 500R. 

As for the styling question, this tester has always been partial to the naked look – and the 500F is no exception. But I’m swimming against the current on this one, and the R is expected to far outsell the F in the U.S. market. American riders, for whatever reason, shun naked bikes. Fully faired sportbikes still drive sales in the non-cruiser road segments – and the naked standards that are so wildly popular in Europe have long struggled in the States. We don’t even get to see many of the best-sellers, like the Kawasaki Z750, now Z800, which has been the top-selling bike in France for some years. Honda has experienced this phenomenon first-hand too, with its 599 standard, which disappeared from the U.S. lineup after a sporadic appearances. 

Honda reps seemed cautiously optimistic that the 500F would not suffer the 599’s fate. The company is certainly peddling the F as one of its easiest sells with the $5499 base MSRP. As mentioned in the 500R first ride, the CB500 bikes are world models, unchanged for various global markets, and are produced in Honda’s Thailand facilities. Both facts contribute to the budget-friendly price tag. But the low pricing is even more impressive considering how much the Japanese manufacturers have suffered in recent years from currency woes. A strong yen and subsequently weak Euro have benefited the European manufacturers, at the expense of the Japanese. That the 500F in ABS trim can be had for less than 6K is an important, if unheralded, feat. 



The 500F doesn’t feel cheap, with solid fit and finish. The instrumentation and switchgear, shared with the 500R, befit a full-sized street bike. And the 500F does emote a hair more panache with its blue-tinted display console, as opposed to the more monochromatic display on the R. Paint and overall built quality don’t feel like a budget bike. It is a pity, however, that the ABS version will only be available in boring black – as the Pearl White is far more fetching in person. 

In our first ride evaluation of the CBR500R, we label it perhaps the most intriguing bike to watch this riding season. And in terms of volume units, it figures to have a bigger impact, but the importance of the 500F to Honda shouldn’t be discounted. The F is marketed to a slightly younger crowd (20-30 year-old) than the 500R (20-40 year-old), and Honda expects 500F customers to be less experienced and more price conscious. 

American ridership started aging a decade ago – it’s now officially aged. While the grey haired crowd still commands the market, and drives sales (think Honda’s F6B Gold Wing), Gen X and Gen Y consumers are the most coveted demographics for brands. Honda is courting the youth market with these 500 models as fun, affordable mounts. And based off our quick ride assessment, we’d rate the 500F the most attractive entry-level offering in the Honda lineup. 

Honda aims to reestablish the 500cc motorcycle market with its all-new CB500 platform. The three-bike lineup comprises a fully-faired CBR500R sportbike, CB500F naked standard and CB500X adventure model. Billed as fun, easy-to-ride and affordable, these CB500 models are some of the most anticipated rides of the year. MotoUSA paid a recent call to American Honda headquarters in Torrance, California, for a quick ride on the CBR500R and CB500F; the CB500X will be available later this summer. (UPDATE: Read the 2013 Honda CB500F First Ride Review)

All three CB500 models share the same engine and chassis platform, a 471cc Parallel Twin wrapped in a tubular steel frame. The bikes are world models, meaning they roll off the assembly line in Thailand without any major revisions for the various global markets. Honda reps confirmed that the US and European models are identical. 

The CBR500R is expected to be the top-seller in the U.S., catering to the America’s proclivity for fully-faired sportbikes over stripped down standards. The R also courts a slightly older 20-40 year-old demographic (the 500F aimed at 20-30 year-olds). Honda envisions its fully-faired 500 to be a step-up model for CBR250R riders, as well as a more affordable supersport-styled playbike for experienced (i.e. older) riders. 

The R certainly looks the part of a proper sportbike, and makes its little CBR250 sibling seem, well, little. The relatively large tires – 120/70 front and 160/60 rear – help convey the big bike feel characterizing all the CB500 models. Get behind the controls and taller riders will appreciate the relaxed riding triangle, with reach to the pegs far less cramped than we recall aboard the CBR250 and Ninja 300 (as tested in our Ninja 300 vs. Honda CBR250R comparison). The 500R doesn’t feel like a little bike trying to be something it isn’t – it’s a comfortable middleweight akin to the 650 Twins from Kawasaki and Suzuki. 

Most American riders are blissfully ignorant of tiered licensing (see sidebar), but indirectly experience its effects with this new 471cc Twin, which was purpose-built to meet 35 kW (47 horsepower) power restrictions for the EU market. Honda’s European websites confirm power claims of 47 horsepower and 37 lb-ft torque. 

The Honda CBR500R riding position is comfortable, with more leg room than the 250/300 entry-level sportbikes.

Fire up the R and Honda’s new engine thumps out a mellow beat. It features a torque-rich linear powerband, building up to the mandated hp peak right at the end of its 8500 rpm redline. To say it’s forgiving doesn’t do the engine justice, as it can be mindlessly ridden in any rpm – with a steady pulse of torque everywhere. Honda is critiqued for sometimes over-engineering the soul out of an engine platform (like, say, it’s NC700X), and this 500 won’t change that… However, it is a masterful piece of work, producing an easy-to-ride engine platform for the masses. 

The 500 mill does transmit some buzz up through the frame, which ebbs away dependent on gear and rpm. Otherwise the power delivery is flawless, with superb fueling and a smooth, smooth throttle – ideal for entry-level riders. 

Displacement for the 500R slates it right between two Kawasaki rivals, also Parallel Twins, the 296cc Ninja 300 and 649cc Ninja 650. I reckon it falls in closer to the 300 in terms of performance, but with a completely different character – as its steady, street-friendly powerband contrasts the 300’s frantic top-end bias. MotoUSA aims to make this the subject of a future comparison review. 

The 500’s six-speed transmission is pure Honda, with sure shifts and easy clutch engagement. No real fault can be found, though the addition of a slipper clutch to the Ninja 300 becomes that much more impressive in contrast. Still the 500R does not suffer from its absence, which would be an unnecessary addition that drives up costs. 

Our brief test ride incorporated uneven city streets, a handful of sweeping corners and a half-dozen miles on the freeway. That’s not a lot of time to make definitive statements about the CBR500R handling. That said, the suspension package – a non-adjustable 41mm fork and pre-load adjustable shock – prove comfortable for the city and freeway. The few corners we tried to push found the chassis setup soft, but not flimsy by any means – and more stable than the CBR250R. 

The biggest surprise may be the aforementioned tires – with the regular-sized Dunlops a far cry from the skinny tires we’ve come to expect on an entry-level mount. They may contribute to a more ponderous turn-in and transition than we recall from the slender profiles on the quick-turning 250/300, but the CBR500R feels planted and stable. 

A single 320mm rotor and twin-piston Nissin caliper handle braking duties up front, with a single-piston caliper rear pinching a 240mm rotor. Performance is effective enough, bringing the claimed 429-pound machine to a halt with predictable force. Our test units came equipped with optional ABS, as Honda diverges from its C-ABS linked system for a less expensive non-linked system. The ABS adds only four pounds, and, most impressive, only a $500 addition to MSRP. 

Honda has a well-earned reputation for fit and finish, and the 500s are no exception. One caveat is the ginormous horn button, placed on the left switchgear right above the turn signal. It didn’t take many miles to figure out that the numerous beeps from our test ride group were inadvertent. But that’s the one blight, and forgivable as the sturdy switchgear and instrumentation, which include an easy-to-read digital tach and speedo, feel more akin to Honda’s 600RR supersport than it 250R budget bike. 

Affordability is a critical factor of the CB500 line, and the CBR500R base model sports a $5999 MSRP. The uniform engine/chassis platforms and Thai manufacturing location (which also produce the budget-friendly CBR250R and the CRF250L models) help keep pricing competitive. Honda made a conscious effort to factor affordability into cost of ownership too. The dual overhead cam, four-valve head incorporates roller rocker arms to allow easier access for shim-valve adjustment, thus reducing servicing costs. The valve adjustment intervals are widely spaced too, 16,000 miles after the initial 800-mile service adjustment. Honda is also keen to point out the 500’s 71 mpg fuel efficiency. Cash-strapped riders would net a claimed 290-mile range by filling the 4.1-gallon tank – good luck getting that from a 600 supersport! 

All this talk about cost and affordability, of course, speaks to the target demographic. The cost of most motorcycles have pressed well into five figures, including the 600 Supersports, with the base model CBR600RR now $11,490. The CBR500R cuts that MSRP by nearly half. As manufacturers clamor for sales from Gen X and Gen Y to replace the aging Boomers, pricing will play a pivotal role. In this regard the CB500 models make a compelling case. 

The CBR500R is perhaps the most intriguing bike to watch this riding season. It delivers an affordable and easy-to-ride sportbike platform for the everyman rider. 

Sunday, 30 June 2013 12:37

Tom Sykes (Kawasaki Racing Team) dominated Race 1 at Imola to score his 9th career win, the 4th this year. Today's pole-sitter managed to pull away from 2nd place Davide Giugliano (Althea Racing Aprilia) halfway through the race, keeping a strong pace that only the young Italian was able to match, in the first part.

Sykes had a controlled approach in the early laps, making his way up from 4th to the lead, then started making the difference as the race progressed. Giugliano did all he could to stay with the winner, eventually finishing a lonely second, that means his first podium since 2012 Race 1 at Misano.

Eugene Laverty (Aprilia Racing Team) achieved a solid 3rd place ahead Marco Melandri (BWM Motorrad GoldBet), as the home rider lapped really close to his former team mate, but couldn't get in contention for the podium. The two riders saw a recovering Jonathan Rea (Pata Honda World Superbike) getting in the mix until the Ulsterman crashed out of Turn 19, during the nineteenth lap, not long after he moved up to 4th place. Rea got the hole-shot at the start, before running wide at Turn 6 and rejoining in 11th position.

Michel Fabrizio (Red Devils Aprilia) finished 5th after a good battle with Chaz Davies (BMW Motorrad GoldBet) and Leon Camier (FIXI Crescent Suzuki). The Championship standings situation is now tighter than ever on top, following Sykes' win and the unlucky withdrawal of Sylvain Guintoli (Aprilia Racing Team), due to a technical problem on Lap 6: the Frenchman keeps the lead, but Sykes is now just 3 points behind.

Assen 2013 - MotoGP - RACE - Interview - Valentino Rossi

Saturday, 29 June 2013

Valentino Rossi has won the Iveco TT Assen, picking up his 80th victory in the MotoGP™ premier class and his first since the Malaysian Grand Prix of 2010. The nine-time champion shared the podium with Marc Marquez and pole-sitter Cal Crutchlow, with Jorge Lorenzo finishing fifth despite a broken collarbone.

The Dutch weekend of the 2013 season has proven to be action-packed, both on and off the track, ever since the MotoGP community arrived at Assen earlier in the week. Lorenzo generated many of the headlines, having been cleared to race less than four hours before the start and having travelled back from an operation in Barcelona.

Rossi’s afternoon started from fourth on the grid. A decisive pass on LCR Honda MotoGP’s Stefan Bradl saw the Yamaha rise to third in a very strong move at the chicane as the first lap came to a close. The Italian then proceeded to hunt down the Hondas, dispatching of Marquez on Lap 4 and Pedrosa on Lap 6 in what was a similar move to that of 2007. He would go on to take an emotional victory by 2.1 seconds - his first at Assen for four years.

Marquez’s second place boosts his championship situation, finishing ahead of Pedrosa and Lorenzo. Having sealed his first front row starting position since Le Mans, the 20-year-old ran third but caught Pedrosa on the 18th lap; his first attempt to overtake failed, but the reigning Moto2™ champion made the most of his next opportunity and seized second spot on the drag to the first corner.

Pedrosa would fall back one more place before the chequered flag, losing out to Monster Yamaha Tech 3’s Crutchlow (the first British pole-sitter since 2002) who was fortunate to avoid a crash when he touched Marquez’s rear wheel on the final lap. Although fourth is Pedrosa’s worst result since Round 1 in Qatar, he still extends his championship lead by two points.

Lorenzo was mightily relieved to have scored 11 points, having suffered a heavy crash on Thursday before being operated on in the early hours of Friday morning. He arrived back at Assen on Friday afternoon and was given the green light to race after 11 o’clock this morning. Having risen to the top five from 12th on the grid by only Lap 2, he ran as high as fourth but fell back as pain kicked in.

Sixth place went to Bradl - who, from his first ever MotoGP front row - had briefly snatched second at the start, whereas GO&FUN Honda Gresini’s Alvaro Bautista overhauled leading CRT rider Aleix Espargaro (Power Electronics Aspar) for seventh with six laps to go. On the final lap Ducati Team’s Nicky Hayden lost two places and fell to 11th, dropping behind Tech 3’s Bradley Smith and his own teammate Andrea Dovizioso. Avintia Blusens’ Ivan Silva finished 23rd covering for the injured Hiroshi Aoyama, whereas Came IodaRacing Project’s Lukas Pesek was the sole retirement.

Valentino Rossi’s success is his first since returning to Yamaha and, as well as being his 80th win in the top tier, is his 106th career victory and eighth at Assen. In the standings, Pedrosa maintains the lead (136 points) from Lorenzo (127), with Marquez (113) now the reduced margin of 23 in arrears of the leader. Round 8, the eni Motorrad Grand Prix Deutschland, take places in two weeks’ time.

Saturday, 29 June 2013

Jorge Lorenzo has passed a second medical test at Assen on Saturday, giving him the green light to start the Iveco TT Assen. The reigning champion, who broke his left collarbone on Thursday, will set off from 12th on the grid.

Lorenzo suffered the injury in a crash during the wet Free Practice 2, before being operated on in Barcelona during the early hours of Friday morning. He then returned to The Netherlands on Friday afternoon and is able to start the race from 12th position courtesy of his leading combined practice time which submitted him directly to Q2.

"Well, finally we are here, to race," Lorenzo says. "In the first laps of the warm up I felt a lot of pain, especially when the bike accelerated and I had to hold it strongly. I thought of either giving up or continuing but luckily I continued and the pain decreased as I did more laps. I've grown accustomed to molding my body to the bike to avoid pain. The problem will be in the race when I have to overtake on the brakes because I can’t force the shoulder a lot. I have a good rhythm and I feel much better on the turns, but obviously worse than on Thursday. Anyway, I have decided to race.

"Just finishing the race would be a small victory for me but I would like to take at least five points or more, to take less would not be much after suffering a lot. At the end of the race we'll see if it was worth it. I'm proud of myself for the effort in these two difficult days after the crash and also of my team for their support."

The 2013 Iveco TT Assen will begin at 3pm local time (GMT +2).

When Yamaha revealed its Inline Triple Crossplane Concept engine at Intermot in October of 2012 many wondered and speculated when, and in what, the Inline 3-cyclinder would show up in first. The Tuning Fork company just answered that question at its annual dealer meeting with the announcement of the 2014 Yamaha FZ-09. 

Replacing the FZ8, the FZ-09 is a naked sportbike that Yamaha describes as having “an emotional performance character and fundamental value.” More simply put the engine and power output will be exciting and handling will be lively while not costing an arm and a leg. That’s a tall order for an all-new motorcycle with a powerplant that is all-new as well. At $7,990, the FZ-09 rings in $900 less than the bike it replaces. The MSRP also makes it the lowest priced in its class, costing $1400 less than the next closest triple, the Triumph Street Triple 675.



The FZ-09’s Inline Triple crossplane engine has a displacement of 847cc’s with a 78mm bore and 59.1mm stroke. Dual overhead cams actuate four valves per cylinder. The 120-degree crankshaft’s even firing order is claimed to allow for quick revving yet torquey character. A compact balancing shaft rotates opposite to the crankshaft direction to quell vibes. 

Air is delivered to the ride-by-wire YCC-T Yamaha Chip Controlled Throttle bodies via unequal length intake runners. Yamaha calls these stacks “variable length,” but they do not change or move so “varied length” would be a better description. Along with the YCC-T system comes Yamaha’s D-Mode variable throttle control system that allows the rider to choose from three different riding modes or maps. These maps are optimized for different conditions on the road, but are not traction control. Another prevalent electronic nanny, ABS, is also absent. With an MRSP so low some tech must be excluded, apparently.



A stainless steel 3-into-1 exhaust system expends spent gases and is mass centralized to keep the center of gravity as low as possible for agile handling. 

To utilize the torque character of the three-cylinder engine, Yamaha optimized the gear ratios of the 6-speed transmission to highlight the low- to mid-speed grunt. The transmission’s size has been compacted to keep the cases as narrow as the cylinder block and head. 

A new aluminum frame wraps around the compact crossplane mill, and utilizes an externally mounted swingarm. This means the suspension pivot is on the outside of the main frame unit, allowing for a narrow midsection at the footrest area. Up front a 41mm upside-down fork strokes through 5.4 inches of travel. At the rear a horizontal rear shock and linkage give 5.1 inches of travel. Adjustments are preload and rebound at both ends.



Compared to the FZ8, the FZ-09 has a shorter wheelbase and less trail. The new 10-spoke aluminum wheels are lighter by 8.5 pounds, and the bike as a whole weighs 53 pounds less, tipping the scales full of fluids at 414 pounds. All this combines for what Yamaha describes as a light and neutral feel while still being sporty. Ergos on the FZ-09 are more upright and it has a roomy layout with the bars being 53mm taller and 40mm further back. Legroom has increased as well finding the pegs 26mm lower and 2mm back. The 32.1-inch seat height is identical to the outgoing model. With just a moment to sit on the FZ-09 it was immediately clear the seat-to-tank area is remarkably narrow and should take some strain off the hips on long rides.



At a glance there is no mistaking the FZ-09 as a Yamaha and that it’s in the FZ family; it’s updated but doesn’t make a huge departure in styling. New switchgear, LED taillights and a new LCD meter are modern, sporty and high quality. 

Units should be hitting dealer floors in October. Will the crossplane concept make it into more Yamahas in the future? In this day and age it does not make financial sense to create an engine design for a singular model. When the Yamaha reps were quizzed on this fact they just shrugged and smiled. 

The eni FIM Superbike World Championship would like to express its support to Alessia Polita and her family through this difficult time.

Following the dramatic crash that involved the 27 year old Italian during the first qualifying session of the Italian Superstock 600 at Misano, the two-time Italian Champion had been transferred to Cesena's Bufalini hospital. The neurosurgical operation she underwent for a broken 12th vertebra was carried out successfully, although the spinal cord injury had been confirmed.

Alessia Polita recently took part as substitute rider for Team VFT Racing in the Italian Round of World Supersport at Monza.

Friday, 21 June 2013

Michael Bartholemy, Team Manager of the Marc VDS Racing Team and Brit Scott Redding, has confirmed that interest is mounting from MotoGP™ suitors following the rider’s excellent start to the season.

Following reports in the UK media about Ducati’s and Honda’s interest in Redding, whereby Ducati’s MotoGP Project Director Paolo Ciabatti and Honda Team Principle Livio Suppo are alleged to have said that the British rider could be of interest, Bartholemy told motogp.com: “In Ducati, I know that Ciabatti, [Bernhard] Gobmeier and Vito [Guareschi] have a big eye on Scott, but I haven’t spoken with Livio recently.” He added, slightly tongue-in-cheek: “But Livio has my phone number!”

However Bartholemy was able to confirm that strides are being made for Redding’s step up to the premier-class next year: “We have one firm offer on the table, I’m waiting for a second one, and should be getting another later this week.”

He did not wish to comment about the specifics at this point saying: “I need all the facts on the table first.”

On the possibility of the team themselves stepping up to the premier-class with Redding, Bartholemy cited it was certainly possible, but that it would be down to both Redding and team owner Marc van der Straten to make that choice.

There’s no sporting event on earth that enables fans to get as close to the action and its stars as the Isle of Man TT. For Island resident, Chris Magill, it reached a whole new level this year, as he popped in for a pint with his idol John McGuinness during TT race week, courtesy of Bennetts Biking Dreams. 

Chris submitted his dream to have a couple of pints with McGuinness www.bennetts.co.uk/dreams and was astounded when he got the call to say he would be meeting the down-to-earth 20-time TT-race winner. The pair enjoyed a drink together in Sir Norman’s Bar at the Sefton Hotel on Douglas Promenade during a short break in the racing schedule. 

Chris said: “I’ve watched John racing on the Island for years and he is an absolute hero, but he also seems like a really great down-to-earth bloke that you could enjoy a pint with in the local. To actually do that this year was unbelievable. It was surreal to be watching him race around the roads I use every day and then just hours later sitting down in the pub for a pint with him. That really was the stuff of dreams!” 

John added: “The TT is a very special place and what makes it so unique is how close the fans are to the action. At the end of the day, we’re just normal people and it’s really important that we remember that a big part of our success is down to the fans. I was pleased to be asked by Bennetts to help out with this dream and I enjoyed a lemonade or two with Chris!” 

Bennetts was also able to bring together another dream meeting at the 2013 Isle of Man TT. Fifty years on from taking his first double win on the Island, Jim Redman MBE returned to the races – this time to make someone else’s dream come true. He accompanied his nephew, Mark, on his first visit to the TT after the younger Redman uploaded his dream t owww.bennetts.co.uk/dreams. 

Mark said he dreamed of seeing the Isle of Man TT races because his Uncle Jim won there six times in his racing career. 

So Bennetts arranged for Jim to act as Mark’s ultimate tour guide as they experienced the racing and VIP hospitality together. 

South Africa-based Jim understands the dream-like qualities of the Island more than most after securing double victories for Honda in the Lightweight and Junior TT races from 1963 to 1965. 

Mark said: “I’ve heard so many stories about how incredible he was as a racer, so to enjoy a trip to the TT together is…one of the best experiences of my life – truly unforgettable.” 

Bennetts Marketing Director, Hannah Squirrell, said: “As a bike insurance specialist it’s really important to be at the heart of the biking community and there is nowhere that enables us to do that better than the TT. To be able to help people meet their idols and make an otherwise ordinary experience extra special for them is amazing and one of the reasons that Bennetts Biking Dreams was initially created.” 

Après avoir passé deux ans dans le Championnat du Monde Moto2, Max Neukirchner a fait son retour dans le Championnat du Monde eni FIM Superbike cette année. Vainqueur de deux courses, Neukirchner pilote désormais la Ducati 1199 Panigale R du MR Racing Team et tente de retrouver son ancien niveau en Superbike. Après les six premières des quinze manches de la saison 2013, il occupe la douzième place du classement général et est pour l'instant le pilote Ducati le mieux classé.

Max, tu as eu un assez bon début de saison pour ton retour en World Superbike puisque tu as marqué des points à chaque course. Mission accomplie ?

« On peut être satisfait de ne pas chuter et d'atteindre le drapeau à damier à chaque course mais globalement nous ne sommes pas contents de notre situation. Nous aimerions montrer davantage de notre potentiel mais la moto nous limite un peu. »

Pour le moment, tu es douzième du Championnat et premier des pilotes Ducati.

« Oui, c'est parce que j'étais dans les points à chaque course, alors que les pilotes officiels n'ont pas toujours rallié l'arrivée. Nous avons fait du bon travail et nous pouvons en être satisfait. Mais si on regarde bien notre situation, le bilan est mitigé parce que je sais que nous pourrions faire mieux. Nous ne sommes pas contents de certaines choses. Les trois points principaux sont le moteur, les suspensions et l'électronique, mais je suis certain que nous pourrons progresser dans ces domaines d'ici la fin de l'année. Pour l'instant nous sommes entre la 10ème et la 15ème place lorsque nous franchissons la ligne d'arrivée mais notre objectif serait plutôt de finir entre la 8ème et la 10ème. Ce sont les résultats que nous visons. »

Tu travailles avec le team privé de Mario Rubatto. Quel type de soutien avez-vous de la part de Ducati ?

« Nous pouvons acheter tout ce que nous voulons. Lorsqu'il y a de nouvelles pièces, nous pouvons les acheter une, deux ou maximum trois courses plus tard. La principale différence entre le team officiel et le nôtre est l'électronique puisque nous utilisons un système complètement différent. D'autre part, nous n'avons payé les 80 000 euros pour le prêt des suspensions et au lieu de ça nous utilisons une fourche avant que nous avons nous-mêmes achetée pour 8000 euros. Dans ces conditions, nous ne nous en sortons pas trop mal. »

Parmi les prochaines courses, certaines ont lieu sur des circuits spectaculaires. Quelles sont tes préférées et quelles sont tes attentes pour la suite de la saison ?

« Il y a quatre circuits que je ne connais pas du tout : en Inde, en Turquie, à Moscou et à Laguna Seca. Il y en a d'autres où j'ai couru l'an dernier ou les années précédentes. Ce sera un vrai challenge pour moi. J'aime Silverstone et Jerez. Comme je l'ai dit, je veux finir dans le Top 8 ou Top 10 et ce serait satisfaisant pour notre team. Ce n'est pas aussi facile qu'en 2007, lorsque l'électronique ne jouait pas un rôle aussi important qu'aujourd'hui. Les autres teams investissent des millions et nous ne pouvons pas nous le permettre. Mais on ne sait jamais, s'il y a un circuit où nous faisons un week-end parfait et où nous finissons dans le Top 5, nous le fêterons comme une victoire. »

Thursday, 20 June 2013

Marc Marquez and Valentino Rossi may face each other on a different kind of race track later this year, as the MotoGP™ rookie sensation has been invited to the nine time World Champion’s favourite playground.

Valentino Rossi's Moto Ranch - which combines a dirt oval and a motocross track, also known as "la biscia" (the Snake) - could be the set of another encounter between the Doctor and MotoGP™ rookie revelation Marquez, as Rossi recently reiterated his invitation to the Repsol Honda rider.

"Valentino already invited me a while ago, but I never managed to plan it well enough. It would be interesting for sure," said Marquez. "We often chat about how and where we train in between GPs, but if there's a small opportunity to, I will go there!"

Rossi regularly welcomes riders from various disciplines at his ranch near Tavullia and looks forward to hosting Marquez in the future. He explained, "Last year, we were there with Colin (Edwards), Corti, Corsi and a lot of Italian riders - we might organize something again this year - I don't know when yet as we have to check when it will possible but maybe before Misano when Marc is in Italy."

Like many riders, Marquez adds motocross to his training schedule, along with cycling and gym sessions, getting his laps in at the Segre track near his native Cervera in Spain.

Lundi, 17 Juin 2013 14:54

Le Kawasaki Racing Team a fait un nouveau pas en avant dans le développement de la Ninja ZX-10R SBK en réalisant un test de deux jours au MotorLand Aragón les 13 et 14 juin. Tom Sykes et Loris Baz ont été très actifs malgré une météo particulièrement chaude et ont tous les deux bouclé le programme d'essais prévu sans la moindre difficulté.

Les températures de piste, qui ont dépassé les 50°C durant de longues périodes, ont rendu les essais éprouvants pour les pilotes. Sykes a cependant accumulé plus de 150 tours, en tournant régulièrement dans les 1'57, tandis que Baz a bouclé plus de 90 tours, en étant proche des 1'58. Le Français a choisi de ne pas participer au deuxième après-midi après avoir terminé son programme un peu plus tôt que prévu.

L'intervention de la pluie lors du premier après-midi n'a pas pertubé le travail effectué sur le moteur et le châssis des ZX-10R, sur lesquels les deux pilotes ont pu être plus rapides qu'ils ne l'avaient été pour le week-end de course qui avait eu lieu au MotorLand Arargón mi-avril. La prochaine course aura lieu à Imola, en Italie, le dimanche 30 juin, où le team aura l'opportunité de profiter des dernières améliorations techniques proposées par KHI.

Tom Sykes : « Tout s'est très bien passé. Kawasaki a très bien réagi à mes commentaires, avec une approche positive, et nous avions un programme de test très bien structuré. Le dernier jour, j'ai fait plus de 90 tours et je peux vous dire qu'autant de tours à Aragón représentent une grosse quantité de travail ! C'était une bonne préparation pour la chaleur de l'été puisque nous avions plus de 30°C pour la température ambiante et plus de 50°C pour la piste mais nous avons quand même fait de bons chronos. C'était bien pour moi de remonter sur la moto et de me relancer après être tombé dans le tour de formation de la dernière course, à Portimao. J'ai été dur avec moi-même depuis et pour être honnête, je n'ai pas arrêté d'y penser. C'était un accident idiot et il faut apprendre de ses erreurs. Ça m'a fait du bien de rouler à Aragón et de faire quelques tours rapides. C'était le remède dont j'avais besoin et ça ne pouvait pas arriver à un meilleur moment. Maintenant je ne pense plus qu'aux points positifs de ce test et au fait que la Ninja ZX-10R sera très compétitive pour la prochaine manche. »

Loris Baz : « Nous avons fait d'importants progrès lors de ce test et nous avons fini tout ce qui était prévu en moins de deux jours. Je n'ai donc pas roulé le deuxième après-midi. Nous avons essayé tout ce que nous voulions et toutes les choses que mon chef mécanicien Pere Riba voulait tenter. Nous avons principalement travailler sur le feeling de la moto en configuration course et j'ai vraiment été plus rapide que pour la course qui nous avions faite à Aragón deux mois plus tôt. Je suis content d'avoir tourné plus vite et je suis encore plus confiant sur la moto. Ces deux journées à Aragón ont été importantes et nous avons terminé tout ce que nous devions faire. Nous avons essayé beaucoup de choses, j'ai fait 90 tours et c'était largement suffisant. »