The FIM Magazine - Ride With Us - N° 80

INTERVIEW FIM CEOGOODBYE, MISTER MAITRE…

MOTOGPSTONER RULES

SUPERMOTOCHAREYRE VS CHAREYRE

///

SE

PT

. O

CT

. N

OV

. 2

01

1

WITH US !R I D E

T H E F I M M A G A Z I N ET H E F I M M A G A Z I N ET H E F I M M A G A Z I N E

.80

///

SE

PT

. O

CT

. N

OV

. 2

01

1

M80-coverC01.pdf 1 29.11.11 14:05

FIMmag_n80.indd 1 29.11.11 14:05

PUB

AXO SPORT S.P.A.

VIA F. FILZI, 66-31036 ISTRANA (TV) ITALYTEL. +39 0422 832300 - FAX + 39 0422 832303

WWW.AXOSPORT.COM / [email protected] 3

FIMmag_n80.indd 2 29.11.11 10:43

SwissClimateEngineering & Investment

CO2 neutreImpression climatiquement neutre

Swiss Climate (www.swissclimate.ch) confirme l'utilisationfinale de certificats de réduction d'émissions, générés pardes projets climatiques de qualité, à hauteur de:

* CO2e = CO2-équivalents : chaque gaz à effet de serre est converti en équivalent CO2 parrapport à son impact sur le climat.

en faveur de

Les réductions d'émissions ont été obtenues dans le cadre du projetKleine Windanlagen in Tamil Nadu, IndienCe projet climatique satisfait toutes les exigences dustandard VER (Voluntary Emission Reductions), VCS.

Code de compensation: SC2011112801

Cette attestation octroie le droit d'utiliser le label ci-dessous

AXO SPORT S.P.A.

VIA F. FILZI, 66-31036 ISTRANA (TV) ITALYTEL. +39 0422 832300 - FAX + 39 0422 832303

WWW.AXOSPORT.COM / [email protected]

.80 SEPT OCT NOV

Publishing Director: Guy Maitre

Chief Editor: Isabelle Larivière

Fédération Internationale de Motocyclisme11, route Suisse – 1295 Mies – Suisse

Photos:Cover:

Tag Heuer

BSI Speedway Ltd.

Lay-out & Printing:

FIM Magazine n°80

5 Editorial

STANDINGS MOTOGP

6–9 Stoner rules

10-11 Farewell, SuperSic

12-13 What is race direction?

15 FIM INSIDE

STANDINGS SUPERBIKE

16–18 Checa in his Kingdom!

TECH TALK

20-21 FIM & Tag Heuer

22- 23 Tech Talk on Electric powered motorcycles

24-26 An inside view from Shelida Moreda! FIM e-Power International Championship

FIM INSIDE

28-31 Goodbye, Mister Maitre…

32-35 EICMA Milan show 2011

STANDINGS MOTOCROSS

36-38 FIM Motocross of Nations Team USA rules again!

STANDINGS ENDURANCE

40-43 2011 Endurance season in images

FIM INSIDE

44-45 2011 FIM Rally in Tulln

GALLERY

46-49 Chareyre vs Chareyre STANDINGS SPEEDWAY

51–53 2011 FIM Speedway GP Review

GALLERY

54-57 Face to face with Carlos Checa

58 ROAD BOOK DEC/JAN

3

FIMmag_n80.indd 3 29.11.11 14:06

PUB

Riders for health, The drummonds, spring hill, Pitsford, Northampton, NN6 9AA, United Kingdom T: +44 (0)1604 889 580 F: +44 (0)1604 889 595 e: [email protected] RegisTeRed ChARiTy No. 1054565

“My bike helps me save lives every day.”Bubacarr Jallow, a health worker in the Gambia

But every day in Africa children still die...

...because they don’t get the health care they need.

To find out how to help get more health workers on the road and save lives visit www.riders.org

10.03.19 mh Weise Key Collection advert:Layout 1 19/03/2010 18:08 Page 1

5

FIMmag_n80.indd 4 29.11.11 10:43

THE DEPARTURE

President Nicolas Rodil del Valle in 1978 to lend him a hand with

remained until now.

life of the FIM at the highest level of our organisation. He had to work

daily and I would like to emphasise his spirit of deep loyalty to the FIM - FIM above any other interests – the ability with which he has handled his job and the sense of social responsibility and vision that has always animated his ideas.

adapt and develop itself properly and to adjust to current needs.

kindness and politeness you may all know. Thanks to his experience and good sense he often helped me to overcome some tough moments for the FIM.

it a little but above all I want to say that HE will be greatly missed.

able to spend more time with his family – which - in the meantime has been much enlarged. I also think that he believed he had given everything to this organisation and it was time to let new ideas and

much happiness! “

Vito Ippolito

FIM President

EDITORIAL

5

FIMmag_n80.indd 5 29.11.11 10:44

tragedy took place on that saddest Sunday at Sepang. We pay tribute to fallen hero Marco Simoncelli separately. Earlier in the year the catastrophic earthquake/tsunami had struck Japan. Among the widespread

minor casualty. But the race became something of a symbol for Japan and for racing.

sporting event since the crisis on March

to attend.

especially welcome. And what a triumph

Bike and rider came together with perfect timing for a record-setting year of domination.

Stoner won the championship with three

wins and 12 pole positions (a four-stroke record equalling that set by his boyhood hero Mick Doohan on a two-stroke 500).

at Jerez by deadly rival Valentino Rossi.

in 1997 on the Ducati; and with 33 wins

history.

the 800cc era. The second generation of

raced for the last time at Valencia on

pride and prestige to take this last opportunity.

Success came after a big engineering push over the previous 18 months to develop a machine good enough to put all

-tion of the V4 RC212V was the bike eve-

STONER RULES2011 MOTOGP SEASON ROUND-UP2011 MOTOGP SEASON ROUND-UP

FIM MAGAZINE .80 /// SEPTEMBER.OCTOBER.NOVEMBER 2011 7 6 FIM MAGAZINE .80 /// SEPTEMBER.OCTOBER.NOVEMBER 2011

/// S T A N D I N G S/// S T A N D I N G S

FIMmag_n80.indd 6 29.11.11 10:44

ryone wanted to ride. The chassis balance had been achieved after intensive devel-opment, its class-leading horsepower was tamed by similarly refined electronics. And it had Honda’s patented new seam-less-shift gearbox, itself worth a few tenths each lap. The way the Hondas launched out of slow corners humbled all comers.

To this ultimate package big boss Shuhei Nakamoto, ex-Honda’s F1 team, was able to add the key ingredient. Casey Stoner. Before the end of the year, on his 26th birthday, Stoner had claimed the crown. Honda also won the constructors’ and team prizes.

Stoner had joined a strong line-up at Repsol Honda: Dani Pedrosa and Andrea Dovizioso, both former smaller-class champions. Neither could match his speed. Pedrosa was closest, taking three wins and four second places over the year. The first win was at round three in Portugal, celebrating fitness at last after further surgery on the left collarbone he broke at the end of last season. At the very next round he broke the other collarbone, in a notorious mid-race collision with Simoncelli. He missed the next two races, his title chances gone. He ended up disputing third overall with Dovizioso, who finished every race but one (Aragon, crash), and then outpaced Dani in the wet at the last round to secure the position.

Stoner’s only real challenge came from defending champion Jorge Lorenzo on the factory Yamaha. The Spaniard gave an almost year-long display of smooth and accurate on the limit riding, on a bike that simply wasn’t quite as fast as the Hondas. He won three times too, and piled up the second places. By the time they got to Australia with three races left, he still had a mathematical chance of winning overall. But before the race he paid the price for living so close to the edge. He suffered a finger injury in a high-speed morning warm-up fall that meant he was out for the rest of the year. He’d still done enough to finish second overall.

Ex-Superbike and US champion Ben Spies was next best, claiming a fine first win at Assen in his first year in the factory Yamaha team alongside Lorenzo. He almost won again at the last round, robbed by less than two thousandths over the line by Stoner, but there had been

some tricky times in between including a heavy crash in qualifying in Australia that ruled him out of that and the next round.

But what of Valentino Rossi?

The year had begun with high hopes and a blaze of publicity when the most famous name in racing turned his back on Yamaha, unhappy at having to share his pit with the vexingly fast Lorenzo. He’d moved to Ducati to create the ultimate all-Italian dream team, a radiant new figurehead to replace title- and race-winner Stoner on the red Marlboro bikes.

He joined Nicky Hayden, on the latest Desmosedici, hardly changed since Stoner took it to three race wins at the end of last year.

Things weren’t right from the start. The stiff chassis didn’t suit his style, and he couldn’t “ride it like I want to”. Hayden fared no better. Up against the new improved Hondas and Yamahas, the flaws in the finicky Ducati showed all too clearly. So too did the mighty riding talent of Stoner, the only rider able to overcome its weaknesses.

Rossi took a rather lucky first rostrum at round four at Le Mans, but things went

downhill. A total of four new chassis variations, a heavier crankshaft and eventually a completely different engine couldn’t stop Rossi’s steady slide towards the back of the grid; and when he did try to make something more of it he would fall off as the treacherous front slipped away. He had 12 crashes in the year, double the number of any previous MotoGP season.

He did take enough points to equal Simoncelli’s tally of 139. Sixth overall however went to the late San Carlo Gresini Honda rider, because he had made it to the rostrum twice, including a fine fighting second over Dovizioso in his last race in Australia. “It is my tribute to Marco,” said Rossi.

Hayden was eighth, only seven points behind his illustrious team-mate after a solid and workmanlike year, always one step behind in the upgrades and revisions. Not that it made much difference.

His compatriot Colin Edwards celebrated (at the age of 37) a last season on a factory-satellite Monster Tech 3 Yamaha with ninth overall, in a season illuminated by an extraordinary third place in the rain at Silverstone. The week before the tough-talking Texan had smashed his collarbone at Catalunya: freshly screwed

© S

tan

Pere

c


S T A N D I N G S ///

FIMmag_n80.indd 7 29.11.11 10:44

and pinned he conquered streaming wet conditions that sent many others flying to win a single rostrum finish. Not yet ready to retire, next year the popular veteran moves to one of the new CRT teams.

He was not the oldest in the class. That was Loris Capirossi (Pramac Ducati), who had a downbeat season plagued with injury, and retired at the end of it. His GP career began in 1990 with a maiden 125 title win, and he added one more, the 250 crown, and nine 500/MotoGP wins before deciding to retire at the age of 38.

There was an interesting revival at Rizla Suzuki. After struggling throughout the four-stroke era with just one wet-weather win, the smallest factory team got even smaller in 2011, cut back to just one rider – Spaniard Alvaro Bautista.

The year started badly when he broke his femur in practice for the first GP in Qatar. Then halfway through changes to the chassis geometry turned the fortunes of the blue bike around. With some spirited riding Bautista even claimed a front-row

grid position in Australia, and became a regular battling well up in the top ten … though a series of crashes meant the results didn’t come. Uncertainty over the factory’s future racing plans meant Bautista reluctantly left the team after the end of the season.

It was Japan’s Hiro Aoyama who secured tenth overall on the second San Carlo Honda, comfortably ahead of Hector Barbera on the Mapfre Aspar bike, best of the satellite-team Ducati riders.

There were only two rookies, and they battled over the Rookie of the Year title until the last lap of the last race. It went to British former World Supersport champion Cal Crutchlow (Monster Tech 3 Yamaha), after a mixed but mainly impressive grand prix debut. His rival was ex-250/Moto2 rider Karel Abraham, whose wealthy father had bankrolled the satellite Cardion AB Ducati team. Some thought Abraham was just a rich kid indulging himself, but he impressed all year long with six top ten finishes including a couple of seventh places. He wasn’t playing at it.

Next year it is all change. The factory machines grow to 1000cc, while the small grid will grow again with the addi-tion of production-based CRT machines. One era ends, another begins.

MOTO2 CLASS: GERMANY’S FIRST IN 18 YEARS

In its second year, Moto2 reliably provided the closest racing. With grids of up to 40 bikes all fitted with identical “control” Honda 600cc engines, similar performance was guaranteed. The rest was up to the prototype chassis designers... and the riders.

If the racing was close, the championship battle even more so. It would have gone all the way, had one contender not been eliminated in an innocent crash with two races left.

He was Marc Marquez, dazzling 18-year-old Spaniard on the well-supported Caixa Repsol Suter. Fresh

© S

tan

Pere

c



FIMmag_n80.indd 8 29.11.11 10:44

from a dominant 125 title the class rookie started with a few too many crashes – but he won round four. Then by the middle of the year Marquez resumed his dominant form with a string of pole positions and a run of eight races with six more wins and two second places.

At the start of the year another rider had dominated: German Stefan Bradl, son of former 250-class runner up Helmut. Riding the Viessmann Kiefer Kalex, he won four of the first six races, starting from pole position at all but one of them. He had seemed unbeatable.

His last win was in the rain at Silverstone. At that point he had 82 points in hand over Marquez. Then racing held its breath as the Spaniard hacked away at the advantage. In Japan, 14th of 17 rounds, he gained the lead.

Two weeks later in Australia, it began to unravel. Marquez was in trouble after triggering a crash in practice – he was put to the back of the grid. Even so he came

through to third. Bradl was second and regained the points lead.

It was over on the very first out lap in Malaysia. An unflagged wet section (organisers were fined 15,000 Euros for the oversight) sent Marquez flying: concussion and consequent double vision ruled the teenager out for the rest of the year. Bradl was champion after all.

The battle for third also went all the way. Italian Andrea Iannone (Speed Master Suter) won three races, but slumped badly elsewhere: ex-MotoGP rider Alex de Angelis (JIR Motobi) took only one victory but was a little more consistent. In the final race Iannone and his rival from San Marino finished 11th and 12th half-a-second apart – enough for Iannone to retain a three-point advantage.

One-time winner Thomas Luthi (Inter-wetten Suter) was fifth.

Other class rookies up from 125s also showed well, particularly Briton Bradley Smith (Tech 3), three times on the rostrum and a close sixth overall, behind veteran Simone Corsi (Ioda FTR).

Moto2 will stay as it is until 2014, with the contract for control engines extended during the year. Ultra-close, and with packed grids, it’s a fans’ favourite.

125 – THE LAST WALTZ FOR TWO-STROKES

It was a historic year for the last surviving World Championship class from the original 1949 series. Next year the 250 four-strokes of Moto3 take over from the 125 two-strokes. This year’s champion would have his hand on history.

It was something of an uneven struggle, but it went all the way to the last race.

The protagonists were experienced Spaniard Nico Terol (23), who racked up his 112th GP start at Valencia, and relative newcomer Johan Zarco (21), for whom it was his 50th race.

Terol was a contender last year and five times a race winner who had stayed on in the smallest class while all his main rivals moved up to Moto2. He rode for the massive Bankia Aspar team, with three

riders in 125, two in Moto2, and one in MotoGP. He started the year at the top of the ladder.

Frenchman Zarco’s best so far was a couple of sixth places. He also had good backing, from his AirAsia Derbi team. Terol was dominant at first, but Zarco kept getting faster. It was not until round 14 of 17 in Japan that he took his first win, but by then he had finished second six times. He seemed doomed to be runner up, once after an official dead heat: the race was decided (in Hector Faubel’s favour) on which had set the faster race lap time. Another time it was because of a penalty for rough riding: he had crossed the line first. More often he was out-powered by Terol in the dash to the line.

In the end the result was clear, and fair. They got to the last race with Zarco needing to win and for Terol to have some kind of disaster. But it was Zarco who fell at the last hurdle, crashing out on the third lap.

Terol was the last-ever 125 champion, after taking eight wins.

Even more exciting was the arrival of 16-year-old Maverick Vinales (Blusens Paris Hilton Aprilia). The rank rookie from Spain was simply dazzling. He took the first of four wins at only the fourth race at Le Mans, after starting from his first pole. The last was at the final round, and underlined not only his Rookie of the Year status but also put him third overall, ahead of experienced German Sandro Cortese.

Another high point was the arrival of the first Indian team: Mahindra. The automotive giant’s first attempt was a learning year, run by the Mahindra-owned Italian Engines Engineering outfit. Riders Danny Webb and Marcel Schrötter finished in the points several times, and Webb claimed the last-ever 125 pole, after a courageous switch to slick tyres at the end of qualifying. On the same day MD Anand Mahindra had unveiled the marque’s Moto3 contender with the words: “Mahindra is here to stay.”

The 125s and their classic two-stroke engines will be missed, but at the same time riders and teams were looking forward to the new dawn of Moto3, poised to revive what had dwindled away to become an almost one-make series.

© S

tan

Pere

c



FIMmag_n80.indd 9 29.11.11 10:44

at 24 was on the brink of greatness. A racer from the age of

he reached his teens his minibike exploits

a reputation as a fearless hard charger.

Marco followed on behind local hero

took him under his wing. “He was like a

Simoncelli moved headlong through the Italian then European championships and

series in 2003. He won twice before

2008 FIM World Championship.

bike racer through and through with his eye on the big prizes.

FAREWELL,SUPERSICFAREWELL,SUPERSICFAREWELL,



FIMmag_n80.indd 10 29.11.11 10:44

This year saw a big step. Simoncelli’s promise had been recognised with a factory-spec Honda, and he soon showed he was capable of matching and even beating the lap times of the top riders … the so-called “Aliens”.

He worried them badly. Apart from his speed, his aggressive style was a wake-up call to the follow-my-leader tendency. He was already facing criticism and calls for disciplining from Lorenzo and Stoner when he clashed with Pedrosa at round four. The Spaniard was injured, Marco

meant he collided with Lorenzo at Assen.

But the fans loved his press-on style, his unquenchable urge to overtake. As his experience grew so too did his results.

With a new 2012 factory-bike contract in

away.

One week later terrible events unfolded. Marco was fourth on lap two of the Malaysian GP at Sepang when he slipped

crash, but a freak of physics meant that instead of sliding away at a tangent bike and rider swerved back across the racing line. He was struck by Edwards and Rossi,

beyond motorbike racing. His funeral attracted tens of thousands of mourners. He would have never have guessed how much he was admired, appreciated and loved.

Marco was a big man, with a big Jimi Hendrix hairstyle to match, and a super-size personality that was still growing. He was loved not for his star quality, but for his friendliness, his open character, and the readiness of his booming big laugh. The personal loss is the greatest, and all our condolences are with his family and friends.

The loss to racing was also immense. Simoncelli was a big star in the making. He’d already put a rocket under the establishment. His racing spirit will be sorely missed, and surely never forgotten.

HOMAGE TO MARCO FROM VITO IPPOLITO, FIM PRESIDENT.

“Sometimes I used to call up some riders just to share their opinions

reaction is a suspicious fear (“why is the President calling me?”). That was his reaction too when Marco came to the FIM Hospitality Unit this year in the middle of the season. My real intention was to encourage him. I believed he was being too unfairly criticized. When I saw this picture I realized he had put his arm on my shoulder like someone who has been a friend for a long time. This simple act showed me how easy it was to have a friendly relationship with him. Many words have been spoken in his regard and maybe I will repeat the same words. In any case Marco was for me on the track a real pureblood,

never giving up. In life I think he was a sincere and genuine person.”

by Michael Scott

© M

ilagr

o

© G

ood-

Shoo

t



FIMmag_n80.indd 11 29.11.11 12:37

examples in

access with the marshals and a clear-cut command structure that response in these cases is instantaneous. It can make all the

There were also freak events: at Assen organisers ran out of water trying to clean up major oil spills; at Aragon a major electrical failure cut all communications. In both cases there was a plan of action: free practice sessions cancelled and longer sessions scheduled for the next day.

man committee running the show minute by minute. It is a system that has evolved

The Race Director is the one who pushes

at Brno between the director and race management led to change.

and was joined by the Race Direction

taking all decisions jointly. The members

by race and season by season.

(Teams Association) representative. The Englishman has worked in racing for more

when he was also a founder member of

continue also as Technical Director.

-

-co brings a wealth of personal experience

the sporting rules.

The fourth man represents Dorna. He is

lieutenant of the Spanish rights-holding

committee was formed.

quick. They also have to be unanimous. This sounds like a potential for protracted

it works very well. You have to reach a

Safety is paramount. There are strict protocols for medical procedures. If there is any danger to a fallen rider or to following

immediately.

The other major role is to enforce the

and acting to put a stop to it.

go through periods when everything is

because things have stopped being smooth … it is time to stamp on it. And

WHAT IS RACE DIRECTION


/// PADDOCK

FIMmag_n80.indd 12 29.11.11 10:44

you have to rationalise that with the aim of being consistent.

we have to decide whether it was a racing incident or whether the guy was

The range of disciplinary measures

and the withdrawal of championship points. In between are the on-track

time penalty or a change of position.

lesser penalties are regularly used. When three riders inadvertently jumped the

called in for a ride-through penalty. When Moto2 star Marc Marquez was judged in practice in Australia to have

him to the back of the grid. (He came

immediate level of appeal … which is where the FIM Stewards come in. There

from the local federation and two from

the Road Racing Commission (CCR). It is to this traditional racing jury that any appeals will be referred.

The stewards provide a second layer of control in ensuring all regulations are complied with; reporting directly to Race Direction in the event of any transgression.

This essential system of checks and balances is unseen and unthought of by the fans in the stands and the TV viewers world-wide. They get what they want: a professionally presented racing series at the pinnacle of the sport.

full working order.

PAUL BUTLER

a career spanning 45 years in motor

and the last 12 have been in the Race

started with Dunlop in 1965 in

competition manager from 1969 to 1972. After that he started a nine-

his roles included product-planning manager and public relations chief.

in 1984 he returned to the tracks as team manager for the newly formed Team Roberts. Triple champion King

Alan Carter.

Team Roberts grew and grew. A sabbatical in 1985 led to the launch

running factory Yamahas. Soon Wayne Rainey returned and started to write legends. Backing switched to Marlboro

factory-team mantle. Rainey went on to

Championships as it became a dominant force in both 500 and 250 classes.

association IRTA. It was a time of great

role in the restructuring that resulted in modern professional and commercial

In 1992 he left team management

for many years of meetings and committees and negotiations. Working

developed systems and protocols that are much admired in the racing world.

some time afterwards as Race Starter as well: a permanent presence in the

by Michael Scott


PADDOCK ///

FIMmag_n80.indd 13 29.11.11 10:44

PUB

Des

ign:

ww

w.k

yrri

el.f

r -

Pho

to: R

eyg

ond

eau-

go

od

.sho

ot.

com

MOTORS TV,BROADCAST PARTNER OF THE INTERNATIONAL MOTORCYCLING FEDERATION, CONGRATULATES FIM’S 2011 CHAMPIONS

MOTORS TV IS THE PROUD BROADCASTER OF: QTEL FIM ENDURANCE WORLD CHAMPIONSHIP, FIM MOTOCROSS WORLD CHAMPIONSHIP, FIM FREESTYLE MX WORLD CHAMPIONSHIP...

WWW.MOTORSTV.COM FIM MAGAZINE .80 /// SEPTEMBER.OCTOBER.NOVEMBER 2011 15

FIMmag_n80.indd 14 29.11.11 10:44

ENVIRONMENTENVIRONMENTAL WORKSHOP IN GUAYAQUIL, ECUADOR

For the second time, an environmental workshop for riders was organised on the occasion of the FIM Latin American 85cc Motocross Championship and Women’s Motocross Cup in Guayaquil (Ecuador). Just like last year in Tangancicuaro (Mexico), this workshop created interesting interaction.

Host speaker was Mr Ovidio Morales, Director of the Environmental Commission of FIM Latin America.

He explained the facilitator’s role of the Commission in regards to organisers and

riders and their respect of environmental acquirements? In this ever-changing world, continuous efforts and improvements are necessary in order to achieve the objectives of “going beyond” the sport, incite people to also make efforts in their day to day life and to transform them into “life objectives”.

Moreover, he raised the riders’ environ-mental awareness and motivation high-lighting the following topics: 1. The “golden rule” that riders should not

accelerate their motorcycles when it is not necessary

2. Trash should always be disposed of correctly

3. Fuel and oil should be disposed of cor-rectly

4. Riders should always use an environ-mental mat

5. Riders should not use chemicals or soap when they wash their motorcycles

A plastic card reminding them of these principles was distributed to the riders.

Mr Morales remained available for riders and organisers during the entire weekend giving additional information whenever requested.

The Environmental Commission, together with FIM Latin America; intends to continue this initiative in the future.

by Dirk De NeveDes

ign:

ww

w.k

yrri

el.f

r -

Pho

to: R

eyg

ond

eau-

go

od

.sho

ot.

com

MOTORS TV,BROADCAST PARTNER OF THE INTERNATIONAL MOTORCYCLING FEDERATION, CONGRATULATES FIM’S 2011 CHAMPIONS

MOTORS TV IS THE PROUD BROADCASTER OF: QTEL FIM ENDURANCE WORLD CHAMPIONSHIP, FIM MOTOCROSS WORLD CHAMPIONSHIP, FIM FREESTYLE MX WORLD CHAMPIONSHIP...

WWW.MOTORSTV.COM

FIM VISIT TO JAPANAs in previous years, on the occasion of the FIM Grand Prix of Japan in Motegi, FIM President Vito Ippolito and FIM Executive Director, Sports, Ignacio Verneda attended various meetings with the Motorcycle Federation of Japan and the Japanese Industry.

The discussions focussed mainly on:

FIM World Championships:- Reduction of costs, harmonisation of the

rules- Promotion, participation- Presence on various continents

Working together in Social Responsibility:- Promotion of Women in Motorcycling- Environment- Alternative Energies- Road Safety

FIM President Vito Ippolito, said: “This year we started a new round of meetings with the motorcycle industry. Last week we met the Japanese manufacturers and we found that there are a lot of common issues to be dealt. The results were extremely positive. We agreed to strengthen our relationship in order to

achieve important common goals in the field of Sport and Social Responsibility. Henceforth I’m sure that sharing our mutual competences will help us to face in a much better way the challenges of these times.”

by Isabelle Larivière

During the 24H du Mans, the Endurance Teams signed the French flag to demonstrate their support to Japan after the tsunami. The FIM President presents the flag to the President of the Japanese Motorcycling Federation, Mr. Akira Takano.///

FIM Latin-America Director CIE Director Ovideo Morales raising the riders’ environmental awareness.///

Close-up of the plastic card distributed to the riders.///

FIM INSIDE ///

FIM MAGAZINE .80 /// SEPTEMBER.OCTOBER.NOVEMBER 2011 15

FIMmag_n80.indd 15 29.11.11 10:44

this season in

the paddock of the World Superbike Championship. This regularity with more than one in two races won over the course

barrier of 500 points marked in a single

Prix in the company of the greatest

the Italian Max Biaggi. Injured at the end

his compatriot and rival Marco Melandri.

now a force to be reckoned with at the

doubtless means that he could be a very serious contender for the title next year as long as the BMW S 1000 RR that he will ride will improve its consistency on the track. Among the big favourites for

is changing teams: Checa will stay with

CHECA IN HIS KINGDOM2011 FIM SUPERBIKE WORLD CHAMPION2011 FIM SUPERBIKE WORLD CHAMPION

/// S T A N D I N G S


FIMmag_n80.indd 16 29.11.11 10:44

Ducati; Biaggi with Aprilia and Rea will stay with Honda, to mention just those. But the surprises could be numerous since the technical regulations are evolving and could re-balance the strengths between the official teams and the private structures. Meanwhile, 2012 will be like a season marked by a certain paradox. One year after having announced the official withdrawal of the factory team, Ducati wins the rider’s title and the constructor’s title thanks to Carlos Checa and the team Althea. This just shows incidentally that there is not necessarily need for a heavy and costly structure to succeed in Superbike.

THREE QUESTIONS TO CARLOS CHECASEVERAL WEEKS AFTER HAVING WON HIS VICTORY AT MAGNY-COURS IN FRANCE, CARLOS CHECA LOOKS BACK ON A SEASON UNLIKE THE OTHERS

This title, is it a logical crowning achievement to your career?There is no logic and some things go without saying. My career has been long but it doesn’t mean that one day I should be a world champion. That has nothing to do with it. One hopes to be a champion but one never knows if that will happen. On the other hand, throughout the years, I have always tried to improve myself. I love to involve myself totally in what I do. Progression, learning, like at school, these are the important things, that make a man grow and develop. I started in Superbike with Ten Kate. It was a very good first experience. Then, I had the opportunity to test the twin cyclinder engine bike thanks to the boss of the team Althea, Genesio Bevilacqua. I felt I was at the height of the challenge.

However, the first season was not very easy was it? The title of world champion is never made very easily. In 2010, we had many worries but also some magical moments. We learned from our mistakes. Last year, we carried out many improvements to the machine and the fruit of all this work was

felt in 2011. And throughout this year, we have continued to improve our level of performance. Obviously I feel stronger at the end of a season than at the beginning and I owe this mostly to the fantastic work carried out by the whole team.

Seen from the outside, one has the impression that it was quite easy to win this title. Is that true?Absolutely not. To win a title, it is not only about being fast but you must also understand why sometimes you are not. You must be honest with yourself and with your team and you must of course be capable of withstanding pressure. There are magic moments like those at Imola and Magny-Cours; there are more difficult moments like those during the race on the circuit in Aragon where I fell. We are all human and have our strong and weak points. I learn a great deal from my mistakes and I feel stronger mentally today than in the past. It is very easy to make a mistake. I have learned that and I have attempted to improve myself. A key factor is to be consistent on the track and this has led us to the title. But the competition will be fierce in 2012 – the pressure will be intense…



FIMmag_n80.indd 17 29.11.11 10:44

THREE QUESTIONS FOR DAVIDE GIUGLIANOWINNER OF THE FIM 1000 SUPERSTOCK WORLD CUPWas there a lot of pressure in evolving in the same team as that of Carlos Checa? At the beginning of the season, it was quite strange. But I very quickly felt at

ease thanks to the team staff and my mechanics. We have learned how to work together and it rapidly became very interesting.

What does this 1000 Superstock title mean for you?A very important step. A step that opens doors, like that of the Superbike world championship. I will evolve there in 2012 at the sides of the world champion in a team that I now know well. Not everyone has the chance to start in this category in such favourable conditions.

You have also tested the new Ducati?I appreciated this opportunity that demonstrates the confidence that Ducati has in me. I was able to ride this new bike during a test in Mugello. The project is now on course and the bike will be present in the 2012 1000 Superstock and in the 2013 Superbike. I cannot say much more except that the development of the bikes is advancing rapidly. I now have the impression that I belong to the great Ducati family and for the confidence given to me and on the track, I have a very good feeling.

by Eric Malherbe

THREE QUESTIONS FOR CHAZ DAVIES2011 FIM SUPERSPORT WORLD CHAMPIONHow do you feel now that you have won this title?I have known highs and lows in this sport. This title is the conclusion of a sporting stage that seems to me to have been extremely long and difficult. I especially realise that it often only takes one person and one team to reverse a critical situation. For me, it was Giulliano Rovelli (Director of the ParkinGO team). Two years ago, he suggested to me that I ride for him at Imola. I imagined I would just try out something else in my career. I did my best by seizing this opportunity and I was able to bring good results. The adventure started there.

Was the beginning of the season difficult?Yes, it is true. I must recognise this. The changes at the last moment to different Yamahas destabilised me a little bit. My first two races were difficult. I was a bit in

the unknown. But the work of the team and the mobilisation of all the mechanics made things easier afterwards. We found the best adjustments and then we didn’t stop improving the performances of the bike. Finally, we were very solid in the middle of the season by being very regular. That allowed me to get back the points and to be in the lead for winning the title.

Said like that, it seems almost easy?No, it wasn’t. I had to be very aggressive on the track, especially in the middle of

the season. I took the decision to take great risks at Silverstone. I wanted a place on the podium at the risk of falling. Finally, I asserted myself on the track. Same thing at Nurburgring. In Germany, everyone had the impression that I had my hand on the championship but that could have changed with a click of the fingers. This was proved at Imola: everything was going very well until the last five laps of the race when I had a technical problem. Fortunately, I was a sufficient number of points ahead to win the title a week later at Magny-Cours.


18 FIM MAGAZINE .80 /// SEpTEMbER.OCTObER.NOVEMbER 2011

FIMmag_n80.indd 18 29.11.11 14:07

PUB

18 FIM MAGAZINE .80 /// SEPTEMBER.OCTOBER.NOVEMBER 2011

FIMmag_n80.indd 19 29.11.11 10:45

FIM & TAG HEUER:

PARTNERSHIPPARTNERSHIPPARTNERSHIP

from the meeting of the technical and marketing directors of the two leaders and their shared determination to ensure that timekeeping rules progress in the motorcycling world.

This partnership is not a conventional partnership in the watchmaking world. As

more than supplying the most innovative equipment. It means supporting and nurturing its strong partner.

Approved and encouraged by the

took shape with the implementation of technical working programmes aimed at validating the rules and procedures

Championships and at asserting the presence of the leading Pioneering Swiss watchmaker in the motorcycling world.

A year has gone by and an eventful year it has been: new members have joined

launch phase for the coming seasons. This partnership has prospered and is now envied by other federations.

already operational:

TIMING PRODUCT CERTIFICATION: FIM has become the third international federation to endow itself with a programme for validating the timing instruments for its events. In line with

devices have been successfully tested

clock and timing technology and micro-

of the homologation of chronometer equipment for the International Federation for Equestrian Sports (FEI) and the

Heuer received product approval licenses

device having met or surpassed the stringent FIM requirements.

DESIGN AND IMPLEMENTATION OF A STRICT AND RELIABLE TIMEKEEPING PROCESS Speedway and Ice Racing championships. Championships at which timing will thus

Road Racing championships and will thus intensify the thrill and excitement of these events among the spectators and the television viewers.

racing experience into timing management systems that satisfy both the most straightforward requirement and the most

Providers and working in close cooperation with the coordinators and promoters

guarantee of expertise and professionalism for these exclusive events.

LIVE-TIMING: In close partnership with

endurance Championships with the highest possible level of timing and data

/// TECH TALK


FIMmag_n80.indd 20 29.11.11 10:45

TECH SPEC:

The most precise timing technologies available for Motorcycling competitions:

Originally developed for the timekeeping of radio-controlled car races during the mid-80s by pioneers such as Pierre Rousseau from Chronelec, automatic timing with transponders is today the precise and faster measurement of times of all racing competitors at the same time.

The system is composed of detection loops installed in the ground. Each competitor is mapped to a unique transponder, and every time this transponder passes one of the loops, their identity is mapped to a time. This system

thousandth of second.

At TAG Heuer, this technology is operated by the brand-new FIM-approved TAG Heuer by Chronelec decoder and the Elite or LS transponders.

The infra-red photocell is the older electronic timing technology. Unveiled in the mid-end of the 60s by pioneers, such as Jack Heuer who introduced a prototype of the Slalom Timer at the Basel Watch Fair in 1965. It was the

The Photocell technology is used for single-channel usages, such as Trial, X-Trials competitions or MX-Freestyle and as back-up systems to the transponders technology in the major motor racing competitions.

The transmitter of the photocell sends a modulated infra-red beam to the receiver. An impulse is generated each time the beam

calculates net times.

transponder systems.

In those situations, the ability of the TAG Heuer by Lynx cameras to take 10,000 images a second is invaluable to ensure fair and accurate results.

There are also occasions when due to damage caused by accidents or collisions, transponders cease to function or become physically detached from the vehicle. In such situations, since it provides images and times for each competitor on every lap, the camera system can act as a back-up lap timing system.

by Tag Heuer Communication Department

This programme has been completed by putting in place a dedicated application of the Track Intelligence software. This software-as-a-service system provides

handle every aspect of their business.

FIM WATCH EDITION: Watch and Timing Partner, TAG Heuer felt obliged to come up with an exclusive watch worthy of its partner’s aspirations.

The future new FIM chronograph is aimed at those who love sensational experiences.

directly inspired by the mythical world of motorcycle racing, and by the FIM’s corporate codes.

This new sport chronograph – an object that is both desirable and bold, timeless and indispensable – will be available in the second part of 2012.

RESEARCH AND DEVELOPMENT: Last but not least and although it is premature to talk about it in 2011, it has to be remembered that the collaboration also covers the research and development of new timing devices dedicated to the demanding safety regulation requirements. The TAG Heuer and FIM technical teams

technical developments that are sure to emerge in the course of the long-term partnership signed by the parties.

By activating the FIM partnership across the world through its impressive network of contacts, TAG Heuer is really proud to have been welcomed by the FIM to its motorcycling family!

Originally developed for the timekeeping of radio-controlled car races during the mid-80s by pioneers such as Pierre Rousseau from Chronelec, automatic timing with transponders is today the precise and faster measurement of times of all racing competitors at the same time.

The system is composed of detection loops installed in the ground. Each competitor is mapped to a unique transponder, and every time this transponder passes one of the loops, their identity is mapped to a time. This system


Originally developed for the timekeeping of radio-controlled car races during the mid-80s by pioneers such as Pierre






TECH TALK ///


FIMmag_n80.indd 21 29.11.11 12:37

A SEASON TO IMPROVETECH TALK ON ELECTRIC POWERED MOTORCYCLES

/// TECH TALK


FIMmag_n80.indd 22 29.11.11 10:45

ENERGY SOURCES

The season 2011 can be named the season of Lithium. No

and LiNiCo were used to supply the bikes with electric power.

The BMS (battery management system) took an important

discharge balancing processes within the batteries in series.

CONTROLS

better cooling and some -if not most- added features like

when braking and puts it back when accelerating the system again.

MOTORS

motor for power-intensive racing. Its performance was good in the beginning since the technology was well known and

The new motorcycles featured brushless DC motors with

permanent magnet synchronous motors and AC squirrel

within the windings and many of them liquid cooled.

CHASSIS

with extremely low-energy content but with a chassis which improved dramatically its energy harvesting capabilities. The eye-catcher MotoCzysz leads again the chassis

racers of the late seventies. Mission Motors and Münch have

rear suspensions.

under the most demanding race conditions and hopefully transferred to production street models in the following years.

TECH TALK ///


FIMmag_n80.indd 23 29.11.11 10:45

Le Mans. I know of it as a famous racetrack, a dream of a place to race at, the ‘24 Heures du Mans’. To race there? Yes, in a heartbeat! The opportunity came with an offer through the FIM ‘Women Ride!’ campaign, along with the CRP Racing. Innovative, on the cutting edge, of course they would be also at the Le Mans races.

Arriving at Le Mans, I could only hope it was all I have imagined it would be. The weekend started with a flight into Paris. Upon arrival, I was to catch the TGV, the fast train to Le Mans. On the train I loved watching all the landscapes go by, first Paris followed by the open countryside until I arrived in Le Mans.

The entire CRP Team picked me up from my hotel. There I was, in France, submerged in Italian conversation! Lots of laughs! It was cool to meet my mechanic, Gerry, our driver Leo, and CRP’s other racer, Alex Battistini. It was great to

catch up with Livia, Giampi, Alessandro Brannetti and Simone. We went to the track, Alessandro and I rode the track on bicycles and he showed me some lines. Then to dinner in downtown Le Mans, the restaurant we picked had racing memorabilia everywhere, quite perfect.

Friday morning came early. 7 a.m. is 10 p.m. California time. Practice at Le Mans that morning and qualifying that evening! My times in practice were just enough to qualify me for the race at 2:13, but since only the fastest teams showed up for the race, it still put me behind the Chinese rider in 5th by about five seconds. I had to pick up the pace quickly at an event like this. I was pleased that I had at least learned the track enough in that one short session to make the show.

Practice sessions for e-motorcycles are short, where we have only 20 or 30 minutes to ride. With electric bikes, the

rider has to consider the longevity of the battery and how long it will take to recharge before qualifying, so we got about 20 minutes for this one. Learn Quickly Shelina! With GoPro videos we captured and compared my lines with Alessandro’s lines and he explained different corners to me with Livia as our translator. I made my notes on circuit maps to study and improve.

Qualifying came and I dropped my lap times, down to 2:11s and then qualifying Friday on morning, I got to 2:08! I was on a roll and had passed the Chinese rider by nearly a second per lap by the completion of Friday’s qualifying! The race was fast approaching and I needed to drop more time to be comfortably in front of him, with my sights on the racers in front of me. As the fans packed in, and comments were made about the significance of this event, I had to focus on how comfortable I was on the bike and getting around this amazing track.

AN INSIDE VIEW FROM SHELINA MOREDAFIM E-POWER INTERNATIONAL CHAMPIONSHIP – LE MANS

/// PADDOCK

24 FIM MAGAZINE .80 /// SEPTEMbER.OCTObER.NOVEMbER 2011

That night we watched the practice for the 24 Hour race and I developed another goal for my racing, I want to race the 24 Hours of Le Mans endurance race. The night racing was intense, amazing and beautiful; they have to be so focused. I am hooked, I want to do it.

Friday. Race time. We rode the bikes through the crowds, turning heads along the way. As I rolled the bike onto the grid and set up, stretched a bit and sat on the bike, a man came along with a girl holding a microphone, both with big smiles and interviewed me on the grid. To my surprise, over the loud speaker boomed the question, something like ‘Shelina, what do you think of racing here at Le Mans in France’? You can imagine my answer, starting with ‘Well, this is Le Mans, it is absolutely amazing!’ and I heard my own voice echo through the grandstands as I relayed my excitement for racing Le Mans. I thanked CRP for having me. The show here is huge. Absolutely impressive in every way.

Race time. First a ‘Warm up’ lap and set up on the grid, same start as always; red flag is walked off the track, red light on, red light goes off and off we go! I shot out in front of both of the Chinese riders

and one other bike, entering turn 1 in a hurry, they had more power and passed me back, but I held tight behind them and followed them around the track for some time. I held one bike behind me and began dropping times and putting distance between him and I. Part way through the race I noticed that I was gaining on one rider, it turned out it was Alex; my team mate had some troubles and had lost some speed. He became a carrot for me. I was working hard to be smooth, get on

the gas early, braking markers, keep my concentration and drop times.

I finished the race behind Alex and in front of the Chinese rider by 11 seconds by the end of the race! I finished in 5th place and I had dropped my times down to 2:06 (my lap timer said 2:05.9o on the last lap), I was ecstatic to see my improvement and Livia gave me a big high five as I rolled into the hot pits under the podium ceremony. I was also greeted with huge smiles and

Me, on the starting grid, getting ready for the Race!///

PADDOCK ///


FIMmag_n80.indd 25 29.11.11 10:45

hugs from the rest of the team as well as others I had met through the weekend.

We celebrated, as Alessandro Brannetti had

in the FIM and TTXGP Championships!

was a fantastic weekend for CRP Racing

while the public was able to walk along the hot pits. There were gates set up between us and the public, and while I thought

that it was more than necessary; it was

of people that came to see us! I signed more autographs in those two hours, and

could! People had us signing hats, shirts, arms, cheeks, tickets, our posters, our

Photos were a hit, I don’t know how many languages were spoken to me or how many

Gracias, Thank you, Dankeshön...’ Simply

for. When it was time to go, the security guards literally had to open a lane through the public to exit the pitlane. I cannot

middle of this wonderful mess.

The next day we made a few ‘Promotion laps’ where we get to do a few laps at speed around the track just before the

American track. I took photos, I made sure to put a GoPro camera on my helmet so that when I looked around during the laps,

and I just soaked it all up.

55 grid girls lined the front straight in red dresses, holding their riders grid number. The bikes were lined up along the wall and the riders stood ready to run to their bikes from the other side of the track, what an intense way to start a race! They ran and

in the grass and right back onto the track, the stands were roaring with cheers, we hurried to the other side of the stands and watched them race into the last few turns and back to the front straight, and

consisted of sparkling water in the FIM

I cannot thank CRP enough for making me

Their bikes are progressing at a fantastic rate, and I am so excited to see what the future holds in store. My mechanic Gerry made my weekend completely seamless! I

helped me get to where I am this season:

Motorcycling Commission, AXO, GoPro,

G&B Motorsports, Sea Sick Marketing and

season.

of Le Mans, we could not wrap this season up better.

full, that is guaranteed! There is no rest for

If you want to see what it’s Really like on these high tech sportbikes. The FIM-

couple turns! That’s me with the Red White and Blue Arai helmet. Check it out here:

by Shelina Moreda

www.dhl.ch

OUR WORLDWIDE NETWORK OF EXPERTS, WITH LONG TERM EXPERIENCES IN SPORT LOGISTICSIN OVER 600 OFFICES OFFERS YOU GLOBAL SERVICE.

Air and Ocean Freight around the globe - a single source, wherever you are.

Get in contact with our specialist:Hansruedi Nacht - Head of Sports & Events +41 44 829 52 81 - [email protected]

YOURSPORTS & EVENTS

SOLUTION.

/// PADDOCK


FIMmag_n80.indd 26 29.11.11 14:08

PUB

www.dhl.ch

OUR WORLDWIDE NETWORK OF EXPERTS, WITH LONG TERM EXPERIENCES IN SPORT LOGISTICSIN OVER 600 OFFICES OFFERS YOU GLOBAL SERVICE.

Air and Ocean Freight around the globe - a single source, wherever you are.

Get in contact with our specialist:Hansruedi Nacht - Head of Sports & Events +41 44 829 52 81 - [email protected]

YOURSPORTS & EVENTS

SOLUTION.


FIMmag_n80.indd 27 29.11.11 10:46

Can you tell us some more about your FIM debut in 1978?I arrived at the FIM by pure coincidence.

resigned and President Don Nicolas Rodil del Valle was looking for somebody to revise the statutes. Since I had been working on international law during

organisation of the Congress on the 75th

was to be held the following year. It was an eye-opener for me who was more into

I had been riding a scooter during my

motorcycling. I have to say that that was

not fundamental to have motorcycling knowledge when you begin in this domain.

When you arrived, how was the FIM structured?

yearly budget of about 850`000 CHF.

our budget has passed the 21 million mark.

What are the major benchmarks in your FIM career?I arrived at the end of one era and at the beginning of another. The President wished to restructure the administration in order to regroup all

Track Racing Commission was based in

then was the arrival of television in our

sport and the awareness that television rights needed to be centralised. Each organiser was the holder of the television

Eurovision needed to negotiate with each

etc… We realised that there should be a unique representative for TV and sponsors. We started a battle within the FIM family to take away from the national federations the management of their television and commercial rights. We had to make them understand that these rights had more value if they were centralised rather than scattered. It was the battle of the eighties.

Prix with the Italian company OPIT was a disaster. The federations opposed it and it all ended up in a court case. At the end of

for an all new Championship – Superbike

GOODBYE, MISTER GOODBYE, MISTER GOODBYE,

MAITRE…

/// FIM INSIDE


FIMmag_n80.indd 28 29.11.11 10:46

– for which the FIM had decided to manage these rights as of the beginning. So, the first big part of my career was to negotiate with the national federations who took a dim view of the FIM which was encroaching on their territory.

How did the FIM Administration transform at this time?I would say that things then followed on kind of naturally. The sport developed considerably and grew enormously thanks to the global television broadcasting of the World Championships. Early in March 1981, I was nominated Secretary General and I immediately convinced the Board of Directors that it was necessary to provide this International Federation with a solid administration which was not the case at the time. When we moved the FIM headquarters to Mies in December 1994, the number of staff had gone up from five to thirteen. Commission secretaries had been hired; they were the forerunners of the present coordinators. There were not as many Championships at that time but we did not have any promoters and we had to deal with everything. The national federations organised their World Championship events themselves and each FIM Commission helped with the coordination of it all.

How did you experience the different changes in Presidency during your career?All the FIM Presidents with whom I worked have played a very important role in the FIM. I started my career alongside President Rodil who “put me in place” to a certain extent. He taught me a lot and transmitted his experience to me. Retrospectively, I can say that he was my spiritual father, my mentor. Throughout my career I have had to deal with five Presidents, all with quite different personalities: Nicolas Rodil del Valle (Spain), Nicolas Schmidt (Luxemburg), Jos Vaessen (Netherlands), Francesco Zerbi (Italy) and Vito Ippolito (Venezuela). The advantage was that we knew each other already. I had known them in their various functions and they knew me as Secretary General. Each time, we managed to become relatively harmonious pairs. It is essential to make things move in the right direction. I think that the different Presidents have appreciated my professional qualities and gave me their confidence. We found a “modus vivendi” based upon mutual respect, avoiding encroaching on each other’s

territory and I think it has worked quite well. All these Presidents were aware that they were there temporarily whereas the Administration symbolises continuity.

Nicolas Rodil del Valle was a great president; he was a visionary who realised the FIM’s potential in the long run. He was one of the first to understand the importance of television in the sport. He was also one of the first to say: “We have to go and see the Japanese manufacturers in Japan”, which for the time was rather revolutionary. I had the chance to be part of that first trip in April 1980. We went to China and then to Japan to meet the four motorcycle manufacturers. Rodil had realised that Asia would be the centre of motorcycling development. I was then a young man of 30 years and had the pleasure of meeting Mister Honda in person.

How would you define the role of the Chief Executive Officer compared to that of the President?The FIM Chief Executive Officer is the one who makes sure that the FIM administration functions satisfactorily and runs smoothly. The administration is a body of services: we are at the service of our national federations who are our members and we are also there to serve the sport and non sportive motorcycling. Everything needs to function well: the training of our officials, the commissions, the finances, the logistics, everything that

you cannot see. The CEO reports to the President and to the Board of Directors. He is in charge of operations but stays away from political questions. You could say that the FIM is doing well when the administration is not visible; we work behind the scenes; it is the sport that counts!

Who are the sports people that you admire the most?Many riders have left their mark on me. The very first amongst them is Barry Sheene, who at the time represented riders in the Road Racing Commission; a very charismatic person. I remember seeing him get out of a white Rolls Royce at the Montreux Congress and I was really impressed. I found out afterwards that he had a deal with Rolls Royce and that wherever he went in the world, a white Rolls Royce would be waiting for him. A Russian multiple Ice Racing World Champion with the name of Anatoli Bondarenko also left his mark. He came from the Red Army. He was a specialist of the “outside line” of the ice racing ring. When he was not in front, he accelerated faster than the others: he was an amazing rider. I remember him being injured by the spikes of one of his rival’s wheels and yet he participated in the finals the next day with a leg that had just been stitched; a real “tough one”! There are many riders that fascinate me; like Valentino Rossi who really has put a mark on his time. Our sport needs charismatic persons. Riders

FIM President Nicolas Rodil & a young Guy Maitre at the 1979 FIM Congress.///

FIM INSIDE ///


FIMmag_n80.indd 29 29.11.11 10:46

who transmit humanity or values beyond their talent fascinate me. I have enormous respect for the Finnish Enduro rider Salminen and of course all the others. They have a lot of endurance. When the going gets tough, the tough get going; I am full of admiration.

What is your worst memory?From the beginning, I have been confronted with difficult situations. On the occasion of the Montreux Congress, I was walking through the hallways of the Congress building when I saw a “World Series” sticker. That was my baptism of fire. That was when I understood that there was a riders movement against the FIM, against the big mistakes that the FIM had made at the time. The incapability of the FIM at one point in time to manage the security on the circuit, to be at the same level of what the riders were entitled to expect from it; they were risking their lives. This movement lasted for a long time. It took threats from the riders to boycott races; it took the foundation of IRTA (International Racing Team Association)

for the FIM to change a certain number of things. This coincided with the arrival of the promoters in the early nineties. It raised the FIM’s awareness that it could no longer assure by itself the organisation of some of the World Championships and assume all the responsibilities that are incumbent upon an international federation. At the Budapest and New Zealand Congresses, we were forced to find solutions to share the responsibilities with a promoter for the Grand Prix; there was already a promoter for Superbike. Things then headed in the same direction in the mid nineties with a promoter for Motocross, etc. It is a bad memory for me because we had to force the mentalities to change and I think that is the most difficult thing to do. In any business or organisation, whenever you want to change a model that is no longer valid, there will always be crying and the gnashing of teeth.

After the worst, what are your best memories?There are many! Perhaps the first one is the construction of the new FIM

headquarters in 1994. At the time, the FIM was located in Chambésy in a villa in the Geneva suburbs. To construct and to have our own building was very important and I was lucky enough to take part in that beautiful adventure. Then, there was the moment that the FIM started to get involved with topics other than sport such as public affairs and road security. I have also been involved in the awareness process of the FIM that it had social responsibilities and had to take care of the environment. That is how the Public Affairs and Environment Commissions were born. The foundation of the Commission of Women in Motorcycling was next. This is a topic that I hold close to my heart. We could no longer ignore the other half of this world. It is time that our sport is no longer exclusively for men; not to mention that women represent an important market for the industry.

Another important chapter, with Vito Ippolito’s arrival in the presidency, was the creation in 2007 of a new visual identity and new logo for the FIM. This

FIM staff family picture at the 2010 FIM Gala Ceremony!///

/// FIM INSIDE


FIMmag_n80.indd 30 29.11.11 10:46

was a clear message to the world that the FIM is changing and the new logo

evolution. This was then followed by the creation of a department with which the FIM would manage its own marketing and communications. Another positive moment was in June 2007 when the Board of Directors decided to initiate a

time in its 100 year existence that the FIM - together with its members and partners –

its objectives and its own future.

the strategic plan in Macau in October 2010 when the FIM adopted the new statutes and most of all put in place a new governance. The roles and functions of the individuals and organs

separation between the operational (the administration including the commissions) and the governing part (the Board and the

with the other.

Now you have decided to take early retirement; why?

is a lot. I have brought to the FIM a certain number of changes and I believe that

then the younger ones take over. I have done my bit…

How do you see tomorrow’s FIM; what would the FIM of your dreams look like?

FIM. I imagine it aware of the threats which befall it. They are numerous; we have already discussed some of them. An FIM that tackles the problems head on

the women and to defend the interests of motorcyclists on the public roads. The FIM has a bright future ahead and lots of ambitious projects to carry out. We have a fantastic sport; there will always be a danger but not more than in any other sports. The FIM needs to continue to impose itself as a legitimate governing body in order to arbitrate all of these interests and stakeholders.

In your personal life, you must have

Can you talk about them? I have given a lot of my private life to bring to fruition my career and now I really would like to devote myself to my family and to personal projects. I would

visit countries. There are places that I have

certain Latin American countries. I would also like to do some volunteering work for causes that mean a lot to me. On the

golf. This is a sport that requires time but that I can play with my wife.

Can I ask you to put in one sentence the message that you wish to leave for the FIM members for the future?

vulnerable. Keep the FIM family united!

by Isabelle Larivière

"Keep the FIM family united!"

FIM INSIDE ///


FIMmag_n80.indd 31 29.11.11 10:46

ONWARD AND UPWARDEICMA MILAN SHOW 2011

/// MARKET PLACE


FIMmag_n80.indd 32 29.11.11 10:46

that a corner has been turned was underlined by the record sales year being enjoyed by European industry leader BMW (on track to produce

three companies were joined by other

continued investment in developing new products throughout the recession.

much greater slice of the worldwide plus-

on display at EICMA 2011 aim to further

and increasingly focuses on developing

in Thailand now joined by a new Ducati

delivering production there of the 125

since its April launch) soon to go on sale

as a premium 200cc product in India and

sales are measured in the millions rather than thousands. The motorcycle world

the shop window on this ongoing transformation.

page-turning 1199 Panigale V-twin

trademark L-twin desmoquattro engine format 25 years after its inception. Innovatively engineered and stunningly

x 60.8 mm engine producing 192bhp

with hybrid chain/gear camdrive rather

contemporary two-wheeled technology. Same goes for its monocoque chassis

Valentino Rossi has since discarded

challenge!

BMW made its much-heralded entry into

maxi-scooters powered by a parallel-twin

comfort of a scooter with the ride quality

ONWARD AND UPWARD

MARKET PLACE ///


FIMmag_n80.indd 33 29.11.11 10:46

the more touring-orientated C650GT, will be built at the company’s Berlin plant, with styling by BMW design chef David Robb’s team which clearly identifies which company made them.

The BMW maxi-scooter duo are clearly aimed at Yamaha’s TMAX, the category’s benchmark of which an amazing 115,000 examples have been sold in Italy alone since its 2001 launch, and over 200,000 worldwide. The Japanese firm countered the German threat to its class supremacy by launching a larger-engined all-new TMAX at Milan, with the twin-cylinder motor increased from 500cc to 530cc in capacity, producing the same 46bhp power but with more low-to-midrange torque. This aluminium-chassised maxi-scooter, now with more aggressive styling, is also 4kg lighter than the old model, with larger 15-inch wheels to more closely simulate motorcycle handling.

BMW’s R1200GS presently represents one-third of its annual production, and finally now faces serious competition in the adventure tourer segment, with Triumph’s similarly shaft-driven Tiger Explorer heading the field, powered by an all-new 1200cc three-cylinder engine which will provide a platform for other models, including a tourer. This features a ride-by-wire digital throttle for the first time on any Triumph model, as well as cruise control, switchable ABS, and traction control, all as standard. The steel chassis features a single-sided swingarm, and cast aluminium wheels which demonstrate the new model is more targeted at tarmac and hard dirt surfaces than true offroad use, although the Tiger Explorer scales a substantial 30kg heavier than its BMW rival.

Triumph’s own passport to profitability has been the 675cc Street Triple family, more than 40,000 examples of which have now been sold worldwide since 2007. This now faces a stiff challenge from Italy’s revitalized, historic, MV Agusta marque, whose Brutale 675 triple was unveiled at Milan, with better performance and ineffable Latin looks

to go with a comparable price tag to the Street Triple R. With 113bhp at 12,500rpm and 7.24mkg of torque (versus the British bike’s 106bhp/7.0mkg), and an electronics package absent from the Triumph, including 8-stage traction control and four different engine maps, the new naked MV has the same essential platform as the fully-faired F3 sportbike first displayed a year ago, now entering production with a class-leading 128bhp at 14,500rpm. Both will serve as lasting testimony to the brio

of MV patron Claudio Castiglioni, who passed away in August after overseeing their evolution. MV Agusta’s top of the range RR 1090 Brutale also debuted at Milan in red, blue and white livery recalling the company’s first 750 Sport superbike launched 40 years ago, and with 158bhp in a 183kg package is the lightest, most powerful four-cylinder MV naked bike yet produced.

Recently, Kawasaki has been the only Japanese manufacturer to fight falling demand with new product, a policy continued with the debut of its own challenger to the BMW R1200GS in the adventure touring market, the Versys 1000. Using the 1,043cc inline four-cylinder motor from the Z1000, retuned for stronger torque but slightly reduced power, the Kawasaki offers a choice of two engine maps and three-way traction control, the same KTRC system as found on the new ZZR1400 also debuting at Milan. The new Versys features ABS as standard, and weighs 239kg before the 21-litre fuel tank is filled – all comparable with the BMW, although the chain final

drive will undoubtedly be viewed as a drawback by some. The new ZZR1400 has only subtle aesthetic changes, but beneath the aggressive styling it’s indeed different, with a stiffer, redesigned aluminum frame and swingarm housing a bigger 1,441cc four-cylinder motor with 4mm longer stroke and more compression, now delivering 200bhp at 10,000rpm and massive peak torque of 162.5Nm at 7,500 rpm. Welcome to the new king of the road, hunting for Hayabusas.....

© K

yoic

hi N

akam

ura

© K

yoic

hi N

akam

ura

/// MARKET PLACE


FIMmag_n80.indd 34 29.11.11 10:46

Honda’s new Crosstourer was first displayed a year ago as a concept bike, but has now reached production as an R1200GS competitor, employing the 1,237cc V4 motor from the VFR1200F, retuned for more torque low down at the cost of a much lower power output of 127bhp at 7,750rpm (versus the VFR1200F’s 170bhp!). It comes with the option of Honda’s automatic Dual Clutch Transmission system, though this adds a further 10kg to the already hefty 275kg weight of a crisply-styled bike which does however feature shaft final drive, ABS and traction control, all as standard. Lower down the capacity scale come the NC700S, an affordable (Euro 5,800) parallel-twin 47bhp 670cc roadster for everyday use, and the NX700X, its stylish sister with street enduro lineage, longer-travel suspension, but exclusively tarmac capable.

KTM has recovered from its 30% slump in sales occasioned by the near-collapse of the dirtbike market, and its increased focus on streetbikes sees a new version of the model that started it all off 25 years ago, the big single 690 Duke now producing 70bhp at 7,500rpm, and a hefty 96Nm of torque (for a single) at 5,500rpm. The essentially all-new Übermono now has a full ride-by-wire throttle, an extended service life of 10,000km, and weighs just 148kg. KTM also debuted two very different Freeride models - the 350cc petrol-engined four-stroke Enduro single weighing just 99kg and producing 24bhp is aimed at dirtbike novices who want just to have fun riding offroad, without getting into the Austrian firm’s Ready to Race ethos, and the Freeride E, the world’s first volume production electric bike (so, not a scooter) produced by an established manufacturer. With 42Nm of torque available and up to 30bhp peak power,

it’s just as sporty as other KTM offroaders - only it needs recharging, rather than refuelling! Weighing 95kg, KTM’s e-bike enters production next spring, as the first of several zero emission KTM variants, with a Supermoto up next.

The Freeride E targets the offroad products of California-based Zero Motorcycles, which were on display at EICMA as part of the new five-model 2012 range of the world’s largest-volume manufacturer of

electric motorcycles, reflecting the fast pace of development in this sector. The Zero S and Zero DS streetbikes now feature regenerative braking, and have completely new brushless powertrains capable of speeds of up to 140kmh/88mph, while offering an increased range of up to 114mi/183km thanks to the new Z-Force battery which Zero claims can support up to 3,000 electric charges before replacement is needed.

Under BMW ownership KTM’s big offroad Euro-rival Husqvarna is also focusing on zero emission bikes, with its E-go prototype shown at Milan, after entering the streetbike sector with its Nuda 900 twins now in the marketplace. At EICMA Husqvarna launched its Moab concept bike, a retro-styled street single on 17-inch wheels shod with semi-knobbly rubber, using the motor from BMW’s F650GS single and crowned by a fuel tank with Husqvarna’s classic polished flanks. Cute, but kinda quaint.

by Alan Cathcart

© K

yoic

hi N

akam

ura

MARKET PLACE ///


FIMmag_n80.indd 35 29.11.11 10:46

at St Jean

Energy FIM Motocross of Nations reached its 65th year and proved once more that it lies unparalleled as the biggest and most

for the best vantage point at the extremely capable facility with its narrow and rocky hard-pack track. The eclectic gathering of people from a myriad of countries created an atmosphere that can only be found at this annual extravaganza of motocross. More than thirty nations entered their three

TEAM USAGO THE DISTANCETO RULEONCE MORE



FIMmag_n80.indd 36 29.11.11 10:46

best riders to battle for the Chamberlain

face-paint and custom-built motorhomes ensured that pretty much each team banked on their own pocket of the crowd to lend boisterous support.

to be accused of lacking la passion for

claiming one of the three motos on Sunday the crescendo of noise as the Yamaha rider jumped across the line was

engine roar.

The cliché surrounding the FIM Motocross of Nations is that it represents the

runs a version of this tournament (Trial

Des Nations) but no other discipline calls

over the last twenty years; such is the

Team USA. The speed and brilliance of

for a European audience these athletes and stars of sports like Supercross are largely elusive for most of the calendar

normally a focal point for rivals and fans alike over the weekend.

At the 65th edition – thanks to AMA Motocross and Supercross champions of the past two seasons Ryan Villopoto (both in 2011) and Ryan Dungey (both in

– the U.S team won for the seventh year in a row after having begun their latest streak when the competition last visited France in 2005. On this occasion they were pushed all the way

of the large trophy was not decided until

previous September the French trio were

“For the last couple of years it has been close and last year we were seven points behind going into the last race and this

former world champion Roger De Coster who has managed the American select since 1981 and overseen their total of twenty-one victories. “The good thing about the American riders is that they never give up and they work really well together; I think that is one of the biggest assets for the team. We have crews around with a lot of experience and everybody takes care of his job. This is what makes us strong and still able to win when it is not

Australia made a valid bid for their maiden podium appearance when former AMA champ Chad Reed claimed his second

opener; the wettest race of the day. He

category winner Ken Roczen who was superb on the factory Red Bull Teka KTM

Monster Energy CLS Kawasaki Pro Circuit 450 in an impressive manner after having



FIMmag_n80.indd 37 29.11.11 10:46

World Championship). With Baggett taking the first of two underwhelming sixteenth positions on the Monster Energy Pro Circuit Kawasaki KX250-F the USA trailed Britain, Australia and France.

The rain wouldn’t fall as hard again but the skies drifting across from the Atlantic forced sunglasses to be swapped for umbrellas several times. The second moto provided Paulin (who had won the Italian Grand Prix the week beforehand on what was his MX1 grand prix debut riding as a factory Yamaha wild-card) with a career highlight. While Villopoto kept American hopes alive with a recovery to third place from a wretched start outside of the

top twenty Dutchman Jeffrey Herlings – steering a factory KTM 450SX-F as opposed to his usual vice-championship winning 250 – and Roczen again were the eye-catchers.

The decisive moment of the whole event took place three laps into the third and final heat. Team USA had both ‘big guns’ in the forms of the ‘Ryans’ primed to go but Christophe Pourcel’s broken rear tyre ended the Frenchman’s race when he was in striking distance of leader Villopoto and the vibrant Russian Evgeny Bobryshev (factory Honda World Motocross).

Like a goal in the 89th minute the mechanical failure sucked away all the expectation and aspirations of the home crowd and placed the reigning champions in complete control as Dungey would assist to a memorable 1-2. Tyla Rattray had a good day for South Africa (he was second in the overall MX1 classification on another Pro Circuit Kawasaki) with third place and Paulin reached eighth spot on his Yamaha YZ450FM to ensure that the French – with KTM’s Marvin Musquin assisting in MX2 duties – would at least nudge Australia to the second step; the Aussies themselves clearly thrilled to be picking up silverware.

The French weren’t the only ones to feel hard done by. FIM MX1 World Champion Tony Cairoli had missed the final round of the FIM World Championship the weekend before due to a family bereavement but opted to compete for Italy. The Sicilian fractured his wrist as a result of the second of two crashes in the first moto. Also nursing a broken wrist was AMA 250 Motocross Champion Dean Wilson who was still able to ride and push Great Britain to yet another fourth position. Team Belgium, perennial podium inhabitants and the last country aside from America to have tasted Nations glory, posted an

unexpected fifth place overall with at last three Grand Prix-winning riders on the sidelines. Part-time racer (and postman) Marvin Van Daele providing a remarkable story in the annals of the modern FIM Motocross of Nations by scoring ninth overall in the MX1 division and revealing the lengths an individual will go to when called up by their country.

“We will probably get beaten some time but it is seven years in a row now and it would be nice to get up near the first string,” claimed De Coster in reference to the USA’s first powerful run of thirteen successes from 1981 to 1993. Despite the optimism there is a view that the

American’s once iron-grip on the Nations looks to be softening slightly, particularly after the close call in France. The ‘rest of the world’s’ chances of ending the streak could come as early as 2012 with the shifting and punishing sand of Lommel in Belgium slated to host the 66th incarnation. Lommel has long been a training ‘playground’ for a wide community of grand prix riders and it doesn’t take much insight to predict Team USA will face their toughest challenge yet in just ten months.

by Adam Wheeler

© Z

anza

ni N

ikon

Villopoto had two solid races and was instrumental in the American victory.///



FIMmag_n80.indd 38 29.11.11 10:46

PUB


FIMmag_n80.indd 39 29.11.11 10:46

AFTER A HARD FOUGHT SEASONSUZUKI ENDURANCE RACING TEAM CLINCHES ITS ELEVENTH FIM WORLD TITLE, BEATING BMW MOTORRAD FRANCE 99 ON THE LINE IN A BATTLE THAT LASTED UNTIL THE LAST SECONDS OF THE 2011 CHAMPIONSHIP

CLASH OF THE TITANS2011 QTEL FIM ENDURANCE WORLD CHAMPIONSHIP IN PICTURES

Suspense and twists, demonstrations of strengths and weaknesses, joys and disappointments… The 2011 FIM Endurance season was a very

© G

ood

Shoo

t 201

1©

Goo

d Sh

oot 2

011



FIMmag_n80.indd 40 29.11.11 14:09

Team to victory in front of the SRC Kawasaki and BMW Motorrad France 99 teams. It is

The Honda TT Legends team is a new entry on the FIM Endurance scene with

motorcycle manufacturer. And the Honda

th place behind the best teams in the world

during the entire season except for the round in Albacete.

SPAIN 8 HORAS NOCTURNAS DE ALBACETE – 21 MAY

FRANCE BOL D’OR, MAGNY-COURS - 16 & 17 APRIL

Matthieu Lagrive tail the powerful BMW.



FIMmag_n80.indd 41 29.11.11 10:47

JAPANSUZUKA 8 HOURS – 31 JULY

FRANCE 24 HEURES DU MANS – 24 & 25 SEPTEMBER

After 8 hours of racing at an incredible

ahead of the Yoshimura Suzuki Racing Team and the Honda Musashi RT Harc Pro. BMW Motorrad France 99 surprises friend and foe with its third place.

The Yoshimura Suzuki Racing Team dominates practice and its rider Katsuyuki Nakasuga but a mechanical breakdown

knocks the Austrian team out of the race.

The SRC Kawasaki is triumphant in Le Mans ahead of the Suzuki Endurance Racing Team.

th

Two DNFs in the Bol

have dropped Monster Yamaha YART back in the provisional standings. But

rd in Le Mans and take valuable championship points.



FIMmag_n80.indd 42 29.11.11 10:47

FIM ENDURANCE WORLD CUP

QATAR 8 HOURS OF DOHA – 12 NOVEMBER

Alternating wins and second places in the Superstock

Bodyguard AMT wins the 2011 FIM Endurance World Cup at the 24 Hours of Le Mans. Strong growth for Suzuki thanks to the performance of the French team of created three years ago and managed by Hervé Moineau.

Motorrad France 99 and the Suzuki Endurance Racing Team. The victory of the French

Yet so dominant in practice with its eyes set on the race win and

by Valérie Moreno



FIMmag_n80.indd 43 29.11.11 10:48

river and peaceful spots for breaks – the surroundings of Tulln boast ideal conditions for motorcyclists. We were greatly honoured to see Tulln selected by the Touring and Leisure Commission of the FIM as the event location for the traditional annual FIM Rally. Feedback from organisers and participants was unanimous: Tulln provided the perfect stage for the 2011 FIM Rally thanks to

of the capital city Vienna and its modern infrastructure.

Atmosphere and consideration

A major highlight of the FIM Rally in Tulln was the Parade of Nations through the streets of Tulln. Ranked by nation and

central square of Tulln applauded by countless visitors. Not only motorbike fans joined in the fun; children and senior citizens were all present in order to enjoy this unique sense of community and atmosphere. No single complaint

a sign of great satisfaction among the participants. People were prepared to wait

such as the FIM Rally do not only create a

community among the citizens of Tulln. To witness this dynamic event and general sense of contentment has indeed been very unique.

2011 FIM RALLY IN TULLNA STRIKING BALANCE OF SUCCESS

/// FIM INSIDE


FIMmag_n80.indd 44 29.11.11 10:48

“Thank you” for the close collaboration

Thanks to the support of all our

institutes joined forces and thus made the FIM Rally possible. The event organisers too were impressed and on behalf of the participants they very charitably donated

I am really pleased by this support of the FIM Rally organising committee. Such a generous donation: thank you so much for your support!

Impetus for the city of Tulln

the many visitors to the city; the locals were very interested to learn more about the events and the motorbikes despite Tulln usually being known as a “city of

Support for the powerful machines could be felt all over town. I am sure many of our citizens discovered or revived their

local motorbike retailers!

Experienced event location

The city of Tulln has many years of experience with the organisation of top international and high-class events.

draws many local and international visitors. The FIM Rally was a means to demonstrate our competence and

experience regarding the organisation of large events while we learned many new things along the way. What the event has certainly shown is that even a small city

and achieve close collaboration of

entire district as well as the city of Tulln as a host for international top class events.

Mayor of Tulln

“I would like to seize this opportunity and personally thank each one of our organisers,

FIM INSIDE ///


FIMmag_n80.indd 45 29.11.11 10:48

of the interview Thomas is the reigning FIM SuperMoto S1 World Champion; still riding a TM. Adrien is aboard an Aprilia and both brothers are

World Title and there is just one more race to go in Cahors (France).

brothers being on the same team and

he must to beat is his own brother?

FIM: What was it like before when you were both racing in the same team?Adrien Chareyre (AC): When I started racing it was a good thing that my brother and I were on the same team because we could always practice together and thus progress. It is true that as of our last year

we would not have our present level.

Thomas Chareyre (TC): My brother and I got along very well when we were racing together in the same team until we both went for the Championship.

brother behind helping and I was not going to accept that any longer. I also

good thing at the beginning but I think that going our separate ways was better for both of us in the end.

FIM: Did you consider your brother as “just another opponent” or was there a certain apprehension because he was your teammate and brother?AC: It is true that it would be easier to just consider him as another opponent but I cannot because my brother remains my

for the win - when it is with my brother – it is a little more delicate to handle. We have managed until now and I hope we will continue like that.

CHAREYRE VS CHAREYRETHOU SHALT NOT KILLTHOU SHALT NOT KILL

/// GALLERY


FIMmag_n80.indd 46 29.11.11 10:48

TC: were racing together because we were

last years when the team asked me to do

not an apprehension; it was like two

anything else.

FIM: And now that you are on separate brands?AC: Now that we are both racing for the

our own technical team behind us. We can work better and I believe that we do not need each other anymore to progress

it is a good thing to be on separate teams.

TC: Things are a lot better since we separated. We both have a team behind us.

necessarily a team that is more for the one or the other.

FIM: How did you experience the “separation”, each one racing for another brand? It must have felt weird at the beginning, no?AC: Not really because as I said it was

together. When we went our separate ways we thought it would do us good and that is exactly what happened. It felt strange seeing him in other colours but we got used to that.

TC: because I had been waiting for that for one or two years already. It is true that it was

spent all those years with Husqvarna. I had to get used to a new motorcycle and a new

my choice to separate from my brother was the right one.

FIM: How do you see yourself as a rider? AC: That is not an easy question; maybe you should ask somebody else. I think I am a steady rider results wise. I pay a lot of

are my strong points. As far as the riding is

Aprilia which is an easy motorcycle on the dirt part of the track. I still need to work

TC: yourself. If I were to talk about qualities and weaknesses I would say that my weaknesses are being sometimes too aggressive and impulsive but at times these can also be qualities. I also work hard

FIM: And what about your brother? Describe him as a rider? AC: My brother is the reigning FIM World Champion so he cannot have that many

faster than him which means that I am still capable of winning the Championship. His weaknesses? I think that before he sometimes got carried away easily but he is older now; he handles these situations better and also runs his races in a better way. I think that is also why he won this

TC: My brother and I have a completely

am a more reserved person keeping to myself whereas he is a much more open character. It is the same when we are on a motorcycle. We have a completely

strength is that he is always there; he is very consistent. His weaknesses? At times he may not be aggressive enough but it must be said that he has caught up in that

FIM: What do you think about your brother’s World Title(s)?AC: It is a good thing for him. For some years now that he has been able of winning the Championship; he just never

it is a nice thing because it is not common that two brothers are World Champions. I also think that that is what people will remember us for.

TC: (Laughs) He deserves his World Titles

I helped him so I am part of the one in

but they remain World Titles and when

present is nicer because there is one class

all the best riders are racing together. He deserves them; good for him!

FIM: Tell us how the season has been going for you so far?AC: I am still making progress. At the beginning of the year I did not know what to expect; a new team and a new motorcycle. But I adapted well to this new situation and I also noticed that the more I

hoping for that but at the beginning of the season I was not sure it would be the case. So for me it has been a very good season.

GALLERY ///


FIMmag_n80.indd 47 29.11.11 10:48

TC: one of the few riders who did not change

advantage compared to the competition since we were already on a high level last

became more complicated because my opponents worked hard to bridge the gap and I also made mistakes too. I rode real badly in Bulgaria; the same in Andorra where I crashed; Portugal was a little better but there I had a small collision with my brother. But in the end I am leading

FIM: In the last event, how far would you go in the last race to grab that FIM World Title away from your brother?AC: It will depend on the race conditions. I will

we will see after that.

TC: (laughs) I will do everything possible to get that World Title but well within the limits of reason. I am not here to do anything stupid. I have a 10 points lead and will make the most of it and deal with

the Championship with the same number

make any mistakes whereas now I have a small points margin that I can control. Cahors is also a track that I like; I often had

racing in France; it would be nice to win the Championship there. Winning the FIM SuperMoto of Nations in Cahors last year

the title there this year it will be just as good.

FIM: And how is it on the home front? Your parents’ position cannot be easy? How do they deal with it? Are you all still eating at the same table?AC: Although they are both very proud of their

thing for their hearts. They have no choice; they must live with that. Eating at the same table? That does not happen often since we are both living on our own with a distance of some 150 km between us. We are separated (laughs).

TC: It is kind of bizarre but my parents – and I think they made the right decision

very early stage. They seldom come to

never choose sides. If one of us makes

let us deal with it. I am thankful for that because it would make things even more

see each other often since I have moved and live away from them. When we get

We do not speak about motorcycles at all. It is not the same atmosphere as if we

EPILOGUE

Adrien Chareyre needs to win all three races in Cahors if he wants to win the 2011 FIM S1 SuperMoto World

second each race. He would and still be winning the title by 1 point.

Thomas / 7 points.

and although Adrien takes over the lead

Thomas overtakes his brother and it looks

launches an ultimate attack in the last turn. It sends his brother down but the younger Chareyre still saves second place. After the

is pushed away by the latter who holds

Thomas. Advantage Thomas / 4 points. But will it be enough?

the starting grid but in hospital with a shoulder injury. Adrien now needs a mere 5 points and the Championship is his. He

scoring another 20 points to be crowned the 2011 FIM S1 World Champion by a 16 points margin. All the spoils are for the winner… or are they?

knew that there was but one possibility to take the lead again and thus maintain my chances to be crowned at the end of

him in the last turn. Once I started the

and to steer clear of him. I would like to

/// GALLERY


FIMmag_n80.indd 48 29.11.11 10:48

stress that I had no intention of hurting

nor to make him go down! One must be a fool to think that. It was my intention to make him go wide so that I could overtake

SuperMoto included - where overtaking is

and hurt his shoulder and could not take

his entourage and team. He deserves the title as much as I do. I do not think that I stole the title from him after a season that started with a DNF and in which I

one who registered most laps in the lead.

injured is a horrible feeling that I would have preferred not to have experienced. To take the start in the last race of the

it to my team and partners for all their

years before – even when it is hard for my family to understand this decision. We are professional riders; it is our job to race.

ADRIEN CHAREYRE

11/02/86 Ales (France)

Ales Wine (good ones)

Italian food Linkin Park

Back to the future Does not

Marseille / 2003 4 (S1: 2007 & 2011;

S2: 2008 & 2009)THOMAS CHAREYRE

18/03/88 Ales (France)

Autignac

Playstation

part of the track Italian food Michael Jackson

Le Mac Autignac

Belgium / 2004 1 (S1: 2010)

GALLERY ///


FIMmag_n80.indd 49 29.11.11 10:48

PUB

VISITTHE OFFICIALVIDEO WEBSITE

WATCHSTAR INTERVIEWS SPECIALFEATURES

WATCH/ MotoGP/ ENDURANCE/ SUPERBIKE/ SPEEDWAYCHAMPIONSHIPS

WATCH/ MX/ ENDURO/ TRIALAND MUCH MORE


WATCHWATCHWATCH/ MX/ MX/ MX/ ENDURO/ ENDURO/ ENDURO/ TRIAL/ TRIAL/ TRIALAND MUCH MOREAND MUCH MOREAND MUCH MORE

FIM-TV-AdA4-B1.pdf 1 16/11/11 12:04


FIMmag_n80.indd 50 29.11.11 10:48

VISITTHE OFFICIALVIDEO WEBSITE

WATCHSTAR INTERVIEWS SPECIALFEATURES

WATCH/ MotoGP/ ENDURANCE/ SUPERBIKE/ SPEEDWAYCHAMPIONSHIPS



WATCHWATCHWATCH/ MX/ MX/ MX/ ENDURO/ ENDURO/ ENDURO/ TRIAL/ TRIAL/ TRIALAND MUCH MOREAND MUCH MOREAND MUCH MORE

some who were surprised

championship at the age of 39 and those same people were probably not prepared

in 2011. The likeable Californian has been

their inception in 1995 – he has ridden in every event - but at 41 he was the oldest

had won his only World individual title 14

the record books in 2011.

The motto of the city of Leszno in Poland

the Alfred Smoczyk Stadium. The gliders performing in the blue skies above the stadium during practice presented a quiet contrast to the activity in the speedway

pits. The line up for the new series was possibly the most evenly balanced since the competition began in its current format with any one of the regular riders capable of winning. The introduction of new silencers to comply with the lower noise limits now imposed by FIM had provided a further element of uncertainty with tuners and mechanics working hard

competition and interest were at a high level. The meeting did not disappoint but it left Hancock wishing that he could have

stage. The result was a win for former

back to his best form a close series was promised. Hancock was disappointed but still upbeat after the meeting and obviously had other ideas as we moved on to the

Rain once again chose to dampen our enjoyment of the second round at the iconic Ullevi Stadium. Much of the

when the rain began to fall in mid-

started on time and the track held out

the Jury decided to abandon racing at the end of Heat 16. Chris Holder and Hancock had tied on 10 points each but Holder was declared the winner

11. Highlight of the evening was an amazing battle between Nicki Pedersen and Chris Harris in Heat 15 when conditions were at their worst. Despite this they provided the crowd with some truly heart stopping moments in what was a race of no particular significance to either as they finished in 13th and 14th

A VINTATAT GE YEARTHE 20011 FIM SM SPEEDWWAWAW Y GY GAY GA RAND PRIX



FIMmag_n80.indd 51 29.11.11 10:48

his opponents and he raced to an almost

led the table with a 6 point advantage over the Poles.

to surrender easily with a superb win in

An incident packed meeting included a

frightening collision between Andreas Jonsson and Hancock after the Swede stopped in front of him throwing him heavily onto the track. After some delay

recovered well enough to qualify for the

take his second win of the series and move

point ahead of Hancock. The competition between these two was warming up

favourite track for Hancock who has had

many successful meetings here since the

This year he arrived in determined mood

Sayfutdinov to win the Final with a brave

a lesser man.

can

optimistic about his chances for the world title whereas Hancock was outside the top eight and seemed likely to miss the cut and have to rely on a Wild Card place in 2011. This year Hancock left Wales in

his nearest rivals going into the traditional mid-season break. Leading positions

Holder (Australia) 57; 4 - Jaroslaw Hampel (Poland) 53; 5 - Nicki Pedersen (Denmark) 53; 6 - Jason Crump (Australia) 50; 7 - Emil Sayfutdinov (Russia) 48; 8 - Fredrik Lindgren (Sweden) 40.

With the United States not involved in

the opportunity to take a short break to re-charge his batteries and he arrived in Italy looking to pick up some more points at the expense of his rivals. His evening in Terenzano started disastrously however



FIMmag_n80.indd 52 29.11.11 10:49

one point to his credit. Back to back wins in Heats 12 and 13 however helped him to

was happy to bank 15 points and extend

had a disastrous night netting only 5 points at the track where he had won 2010 and his grip on the title was slowly becoming looser.

an excellent race track and an enthusiastic and partisan crowd. The stage was set for some good racing and the actors did not

favourite Jonsson passed by Hampel on

into second place in the standings with Jonsson continuing his rapid climb up the table. Hancock bowed out at the semi

him fall further behind in the chase to retain his crown.

again attracted a capacity crowd. The

young Australian Darcy Ward as Wild Card for this meeting and he was undoubtedly the star of the night. After a quiet start to

dispelled any doubts about his ability to

a rampant Jonsson and Hampel and looks to be a sure contender for future honours.

stage but was handicapped by a very heavy fall in Heat 17 which ultimately forced him to take a two week break from racing.

World Championship triumph in 1997 and

second title at the same track in the Nordic

points to Hampel and Jonsson stamped his authority on the meeting with a 22 point haul leaving him with a 31 point advantage with only two rounds to go.

The delightful Stadium Milenium in

without a fright for his supporters. Two

weeks before in a Polish league match

in any discomfort however he refused to show it and blasted his way to yet

third place in Heat 20 made it statistically impossible for him to be caught and his

as his fellow riders en masse came to congratulate him and the level of respect he commands form his rivals was clear.

could have been an anti-climax and to

eventual abandonment of the meeting

around him and was determined to have a

celebration. By the time that the meeting was brought to a premature halt he had scored 11 points and was a clear winner

As the medals were presented and the

Champion celebrating a vintage year.

Final Standings:165 points; 2 - Andreas Jonsson (Sweden) 125; 3 - Jaroslaw Hampel (Poland) 123; 4 - Jason Crump (Australia) 110; 5 - Tomasz

(Russia) 106; 7 - Kenneth Bjerre (Denmark) 101; 8 - Chris Holder (Australia) 101.

These riders qualify automatically for the

New Zealand on 31 March.



FIMmag_n80.indd 53 29.11.11 10:49

FACE TO FACEWITHCARLOS CHECA

AT ONLY 39 YEARS OF AGE, CARLOS CHECA IS ALREADY A

MOTORCYCLE MYTH. 14 YEARS OF GRAND PRIX, BIAGGI AND

ROSSI AS TEAM MATES, HE TOOK HIS 100TH SUPERBIKE START

LAST JULY, BEFORE BECOMING THE FIRST EVER SPANISH

WORLD CHAMPION IN SUPERBIKE IN MAGNY-COURS (FRANCE).

KNOW HIM BETTER.

/// GALLERY


FIMmag_n80.indd 54 29.11.11 14:09

GALLERY ///


FIMmag_n80.indd 55 29.11.11 10:49

A storm rumbles in the Pyrenees where Carlos Checa and I meet in his remote private house discreetly hidden in the French mountains ranch. A massive chalet, surrounded by a small well maintained is the refuge of a rider who loves fresh air and altitude.

An ideal base camp, 2 hours from Barcelona for this Catalan, who cannot hide his attraction for mountain sports: skiing, mountain biking and especially climbing. “When I was a kid, I loved bikes, skateboards, those kinds of things”, he recalls. “I especially loved speed and playing with pretty much anything. But I didn’t know a thing about motorcycles. My family wasn’t into motorbikes at all, my father must have ridden on a bike only once in his entire life. It was to meet my mother at the hospital, while she was giving birth to me. Although he had an accident on the way, he made it on time but with the emergency crew and with a broken leg. You can picture the peculiar image bikers had in the family. Amazingly enough, my brother David and I became professional riders!”

David is there, along with Marco, Carlos’ mechanic for the Ducati Althea team. Relaxed atmosphere around a coffee that Carlos has prepared with a smile on his face, far away from the turmoil of competition and the paddock. The house is simple with no trophies on the wall: not even a reference to his 20 years long career, his 2 victories in the 500 class, podiums in MotoGP, many successes in the FIM Superbike World Championship and this 2011 title that he got a few weeks ago, even if the competition was stronger than ever with Biaggi and Melandri, both accustomed to championships.

Just for fun

“My career in 2 words? for fun “, laughs Checa. Racing, competition, motorcycles are my life, it has been my own school of life. Seriously, it has not always been just for fun, he adds. I have had many experiences and encounters in my racing life already. They have helped me to grow as a rider and as a man. For example, finding myself a member of Biaggi’s team and a few seasons later that of Rossi’s? I’ve had the chance of being the teammate of very famous riders. And that has always been enriching. Both of them have their own personality and are both very fast riders. But finally, what counts is the emotion we feel and convey to the public. Motorcycle sport is thrilling. One can have an education, a culture, a different mindset but we all share the same emotion once we are on the marks, ready to start the engine. The source of that feeling is speed and for Carlos it has been obvious since the very beginning. “The very first time I climbed onto a powered two-wheeler, it was a scooter. It was astonishing, wonderful. I loved that feeling. But at 12, with no links to the motorcycle world, I couldn’t imagine becoming a motorcycle champion! “One day, I watched a race and I was very impressed. I found out how to buy a bike and how to prepare it. I worked an entire summer at the factory with my dad and eventually bought my 80cc. Then, with a group of friends, I registered in the Catalonia championship.”

What matters most for Carlos is the “reason why”, rather than the “how”. During our chat, I discover a man who drives his own destiny by making his own choices. “What fuels me is the pleasure of doing things. Pleasure in competition

is crucial. Often, young rider’s fathers don’t realize, especially nowadays, do not understand that there is a difference between pushing their kid into motorcycle competition or simply encouraging their child to follow his own choices whatever they are. Nobody pushed Carlos when he was young. He started competing because he wanted to. “If I look back, I would say that my personal path has been positive. I never thought of one day becoming a professional rider. I didn’t come into competition with that idea in mind. That is certainly why I’ve been able to enjoy life, the traveling, the encounters as they came, and to enjoy riding so much up to now.”

No compromise

Today, the results are good. “This spontaneous approach to competition allows me to keep enthusiastic and fresh and also allows me to follow up my riding career without asking myself when I should stop. Following my emotions by instinct is clearly a privilege, I can see that. Obviously, I can’t decide today to go on holiday for 3 months. I have commitments and obligations towards myself, the competition, the team and I have to train on regular basis. These are the compromises that I accept as long as they are professional. On the other hand, there are no compromises in my personal life: what I decide to do, I do. It is doubtless why I haven’t started a family life yet.” A spoiled child attitude? On the contrary, it expresses a clear vision of what he thinks about every day. “I live a privileged life. I have lots of free time. I love to travel. I love living on the edge. I love competition. Of course, one can’t go on like that for ever - it is exhausting and stressful! But when I add race days, training and promotion, this does not represent that much in an entire year. I think I have a pretty balanced life that allows me to fulfill myself as a rider and as a man. I race because I like it. But also because it comes with a lifestyle that suits me. I have to be honest! When I want to climb, I climb. When I want to ski, I ski. When I want to travel, I travel, and whenever I just want to stay home, I stay there! As simple as that because all these activities make me feel good on the bike. Competition is demanding but that is precisely what makes it so special. What satisfaction would there be if performing was easy? In that way, climbing taught me a lot. Satisfaction comes when you explore beyond your traditional

Racing is in the Checa's blood. Carlos & his younger brother David are both world class riders...///

/// GALLERY


FIMmag_n80.indd 56 29.11.11 10:49

limits. Whenever you succeed in doing something you didn’t think doable, that’s when you reach nirvana. Why is that? Simply because you’ve grown up, you’ve improved yourself. Competition forced me to set goals, and reach them. This year, the Championship was challenging. I am trying to take one race at a time, and when I crashed during the Aragon race, I knew it was entirely my fault. It hurt both physically and mentally. I try to learn from my mistakes. It’s when you start winning competitions that you really start learning the right things. It is a good sign. In life, it

- every experience is a lesson.”

was close to an early end of his career and living with a permanent handicap.

“Danger stimulates. Without danger, there is no challenge. I react strongly when I feel danger, when I am mountain climbing or parachuting. If you can control the situation, it can get really exciting! If you don’t, then stress takes over your body and your muscles freeze. Taking risk implies acknowledgment. Sometimes, it is a real self-struggle. OK, there is a risk, but I measure it and I accept it. Same on a motorcycle. After my accident in

Donington Park in 1998, I witnessed myself changing. I realized that life is more precious than material things. If you really want to know yourself, go and live dangerously (he laughs). I can testify! At that point, I embraced my body as a whole, as a living machine working for me every second: blood running in my veins, muscles and bones connected, a heart beating. Losing that conscious part of yourself, not knowing what your name is when you collapse and faint, that is a feeling nobody would like to experience. I became partially blind and paralyzed after that accident. The material aspects of life simply vanished. I focused on my family, my friends, on the letters of support that I received. Surviving such an experience made me entirely revisit the way I lived my life. As one of my lifetime experiences, it has been the one which has the most

This is a rare testimony coming from a rider who is still professionally active. “I am myself and will remain that way, whether I am in a race or not. I am not aggressive on a bike. I do have issues, like anybody else. I talk about it to the person concerned. We are riders and responsible for our image. Success, I believe, goes with respecting your competitor. If I don’t respect them,

if I rule out my opponents, there’ll be no more competitors. They shouldn’t be friends either. In this world, it is hard to be friends with other riders. I speak with everybody, no distinction. Of course, the

the atmosphere with other riders, because if they weren’t there, I would face only myself, and I wouldn’t feel the urge to improve my skills. The better my rivals are, the better I am!

This man with an Egyptian hieroglyphic tattoo on his right arm who wishes he

has adopted biking as one would with a faith. What about fear? Is there any fear in Carlos Checa? “Of course. Moreover, I respect those fears because they often act as alarms, warning me of the limits I shouldn’t cross. Danger is a friend with whom I talk regularly. I sometimes hear people say they are never scared. It is impossible. Everybody experiences fear at one point. Satisfaction comes when one can control one’s fear and regulate anxiety. In those moments, I feel strong and unbeatable.”

Career highlights

Born 15 October 1972, in San Fruitos de Bages (Spain)

1993: 1994: 1995: 1996: 1998:

1999:

1999 – 2004:

2005: 2006: 2007:

LCR. 2008:

2010:

2011:

GALLERY ///


FIMmag_n80.indd 57 29.11.11 10:49

DEC4FIM GALA CEREMONYESTORIL POR

10FIM SUPERENDUROWORLD CHAMPIONSHIPLODZ POL

17FIM FREESTYLE MOTOCROSSWORLD CHAMPIONSHIPSOFIA BLG

JAN07MONSTER ENERGY AMA SUPERCROSS,AN FIM WORLD CHAMPIONSHIPAngel Stadium / Anaheim,CALIFORNIA USA

13FIM X-TRIALWORLD CHAMPIONSHIPSTRASBOURG FRA

14MONSTER ENERGY AMA SUPERCROSSAN FIM WORLD CHAMPIONSHIPChase Field / Phoenix / ARIZONA USA

FIM ICE RACINGWORLD CHAMPIONSHIPQUALIF ROUND 1ST JOHANN-IM-PONGAU AUT

21MONSTER ENERGY AMA SUPERCROSS,AN FIM WORLD CHAMPIONSHIPDodger Stadium / Los Angeles,CALIFORNIA USA

FIM X-TRIALWORLD CHAMPIONSHIPGENÈVE – ARENA SUI

FIM SUPERENDUROWORLD CHAMPIONSHIPTBC TBC

27FIM X-TRIALWORLD CHAMPIONSHIPMARSEILLE - PALAIS DES SPORTS FRA

28MONSTER ENERGY AMA SUPERCROSS,AN FIM WORLD CHAMPIONSHIPOverstock.com Stadium,OAKLAND, CALIFORNIA USA

FIM ICE RACINGWORLD CHAMPIONSHIP QUALIF ROUND 2SANOK POL

FIM ICE RACINGWORLD CHAMPIONSHIPQUALIF ROUNDLUKHOVITSY RUS

/// ROAD BOOK


FIMmag_n80.indd 58 29.11.11 14:12

PUB


FIMmag_n80.indd 59 29.11.11 10:49

PUB

A P P R O V E D P R O D U C T2010/2012

A P P R O V E D P R O D U C T2010/2012

PROTIME ELITEDECODER

The Protime Elite Pro decoder is the ultimate result of the extensive re-

search & development partnership between Tag Heuer and Chronelec.

Both companies have shared their expertise to satisfy the most deman-

ding motor racing, road racing and motocross sports. With advanced

clock stability and a resolution of 1/10’000th of a second, the Protime

Elite Pro decoder is the most powerful and accurate decoder of the new

“TAG Heuer by Chronelec” range.

tagheuer-timing.com

- GPS synchronization

- Resolution: 1/10’000th of a second

- SD Card removable memory

- Integrated Emergency power supply

- Management of up to 32 loops

- Full colour OLE D graphic display

- Clock stability : oscillator TCX0 0.2ppm

- Power : 12Vdc via adapter

- Temperature range : -20 to 55°C

- 3 years warranty

FIMmag_n80.indd 60 29.11.11 10:50

Documents

The FIM Magazine - Ride With Us - N° 80