Sunday, May 31, 2009
1 19 Spies B. (USA) Yamaha YZF R1 38'30.945 (160,527 kph)
2 7 Checa C. (ESP) Honda CBR1000RR 9.394
3 84 Fabrizio M. (ITA) Ducati 1098R 12.742
4 9 Kiyonari R. (JPN) Honda CBR1000RR 14.276
5 65 Rea J. (GBR) Honda CBR1000RR 14.915
6 3 Biaggi M. (ITA) Aprilia RSV4 Factory 15.461
7 2 Hacking J. (USA) Kawasaki ZX 10R 22.901
8 96 Smrz J. (CZE) Ducati 1098R 25.425
9 41 Haga N. (JPN) Ducati 1098R 25.870
10 91 Haslam L. (GBR) Honda CBR1000RR 26.093
11 67 Byrne S. (GBR) Ducati 1098R 26.181
12 71 Kagayama Y. (JPN) Suzuki GSX-R 1000 K9 29.275
13 66 Sykes T. (GBR) Yamaha YZF R1 38.365
14 36 Lavilla G. (ESP) Ducati 1098R 39.454
15 11 Corser T. (AUS) BMW S1000 RR 39.513
16 10 Nieto F. (ESP) Suzuki GSX-R 1000 K9 48.889
17 57 Lanzi L. (ITA) Ducati 1098R 50.747
18 98 Zemke J. (USA) Honda CBR1000RR 51.446
19 99 Scassa L. (ITA) Kawasaki ZX 10R 54.472
20 25 Salom D. (ESP) Kawasaki ZX 10R 58.525
21 111 Xaus R. (ESP) BMW S1000 RR 1'07.572
22 64 Nigon E. (FRA) Yamaha YZF R1 1'18.092
RET 23 Parkes B. (AUS) Kawasaki ZX 10R
RET 56 Nakano S. (JPN) Aprilia RSV4 Factory
RET 31 Muggeridge K. (AUS) Suzuki GSX-R 1000 K9
1 19 Spies B. (USA) Yamaha YZF R1 38'25.391 (160,914 kph)
2 84 Fabrizio M. (ITA) Ducati 1098R 9.080
3 65 Rea J. (GBR) Honda CBR1000RR 14.357
4 3 Biaggi M. (ITA) Aprilia RSV4 Factory 15.636
5 9 Kiyonari R. (JPN) Honda CBR1000RR 17.156
6 96 Smrz J. (CZE) Ducati 1098R 17.546
7 56 Nakano S. (JPN) Aprilia RSV4 Factory 19.659
8 41 Haga N. (JPN) Ducati 1098R 23.455
9 66 Sykes T. (GBR) Yamaha YZF R1 30.489
10 67 Byrne S. (GBR) Ducati 1098R 31.775
11 23 Parkes B. (AUS) Kawasaki ZX 10R 33.246
12 71 Kagayama Y. (JPN) Suzuki GSX-R 1000 K9 36.758
13 10 Nieto F. (ESP) Suzuki GSX-R 1000 K9 36.887
14 57 Lanzi L. (ITA) Ducati 1098R 37.290
15 98 Zemke J. (USA) Honda CBR1000RR 42.639
16 111 Xaus R. (ESP) BMW S1000 RR 42.777
17 11 Corser T. (AUS) BMW S1000 RR 45.596
18 25 Salom D. (ESP) Kawasaki ZX 10R 1'09.237
19 2 Hacking J. (USA) Kawasaki ZX 10R 1'26.703
RET 91 Haslam L. (GBR) Honda CBR1000RR
RET 36 Lavilla G. (ESP) Ducati 1098R
RET 64 Nigon E. (FRA) Yamaha YZF R1
RET 7 Checa C. (ESP) Honda CBR1000RR
RET 99 Scassa L. (ITA) Kawasaki ZX 10R
Sunday, May 10, 2009
The New BMW S 1000 RR
Overall Concept and Features.
Introducing the new BMW S 1000 RR on the legendary Monza Racing Circuit, BMW Motorrad is for the fi rst time launching an absolutely innovative supersports with a straight-four power unit.
With this world debut, BMW Motorrad is indeed establishing a true milestone in the world of sports machines, combining engine output of 142 kW (193 hp) with overall weight of just 204 kg (450 lb) including fuel (183 kg/403.5 lb dry weight, 206.5 kg/455.3 lb overall with Race ABS).
Specifications of this calibre make this supersports machine not only an absolute highlight in terms of its power-to-weight ratio and performance, but also, equipped with Race ABS and DTC Dynamic Traction Control, a new benchmark in terms of riding dynamics, safety and innovation.
The decision to present this unique performer in Monza was by no means a coincidence. For since the beginning of this year Team BMW Motorrad Motorsport has been playing an active role in the World Superbike Championship, the new S 1000 RR setting the foundation for the production-based racing machines ridden by BMW Motorrad's two works riders Troy Corser and Ruben Xaus. And obviously the Royal Park in Monza is the ideal place for a presentation of this calibre.
The Challenge for BMW Motorrad.
To successfully enter the World Championship with a Superbike today, a manufacturer needs a production model with the right kind of overall concept consistently applied in all areas. The essential factors, therefore, are supreme power, a wide range of engine speed, fast revving capacity also over a long period, optimum chassis stiffness, and perfect set-up of the engine.
Other features absolutely essential more than ever particularly in the top league of supersports motorcycles are simple and straightforward rideability, lightfooted handling, and above all safety features such as rider assistance systems like ABS and traction control giving the customer precisely what he needs.
Developing the S 1000 RR, BMW Motorrad has entered completely new, unchartered terrain. Clearly, this meant a huge range of new challenges and responsibilities for the entire Development Team, but also gave the Team enormous motivation in seeking to set new standards.
The specific targets in developing the S 1000 RR were therefore clear:
• To achieve output and performance of the highest standard.
• To make the suspension absolutely stable, with top handling and supreme traction.
• To give the new machine that unmistakable, dynamic design of BMW Motorrad.
• To reduce the weight of the motorcycle to an absolute minimum.
• To ensure top quality typical of BMW .
Unique against the competition.
Over the years and decades, the principle of combining a straight-four power unit with an aluminium bridge frame has been consistently developed and has become the dominating technical concept particularly in the supersports segment. The reason, quite simply, is that a motorcycle of this kind offers significant benefits in terms of riding dynamics, long-distance endurance, and straightforward production.
Precisely this is why the new S 1000 RR also applies this concept with its proven fortes and advantages. But even while the S 1000 RR, in its concept teaming up a straight-four power unit and an aluminium bridge frame, may appear at first sight to have similarities with some competitors, the Development Team at BMW Motorrad has succeeded in enhancing the existing status of this concept in virtually every respect.
As a result, the S 1000 RR offers not only a wide range of USPs in terms of technology, performance, and design, but also, through its particularly compact overall layout, clearly demonstrates the high school of European engineering in the supersports four-cylinder segment.
Maximum performance and riding dynamics.
The consistent concept of the S 1000 RR supersports is borne out in particular by the truly fascinating, innovative high-performance technology and incomparable riding dynamics of this new machine. The result is an exceptional combination of supreme riding precision and agility, on the one hand, with unparalleled engine power and performance, on the other, providing an overall package truly unique in the market.
Never before has a BMW motorcycle been conceived and built more consistently for supersports riding in terms of its concept and overall construction. But at the same time the new S 1000 RR retains many of the virtues so typical of every BMW to this day: Extreme sportiness and riding dynamics combined with supreme everyday riding qualities, playful handling together with supreme riding stability, outstanding performance combined with unparalleled active safety, as well as dynamic, unmistakable design in conjunction with optimum ergonomics and aerodynamics.
Free choice of engine characteristics as well as Race ABS and DTC Dynamic Traction Control
The new S 1000 RR also excels through features and qualities typical of BMW such as a long running life, superior quality of production and optimum environmental compatibility thanks to the use of the most advanced exhaust management with two fully controlled three-way catalytic converters also able to fulfil future standards and requirements.
Active safety when braking is signifi cantly enhanced by Race ABS developed especially for the S 1000 RR as a genuine supersports and available as an option straight from the factory. A further most signifi cant feature likewise contributing to active safety of the highest standard is DTC Dynamic Traction Control also available as an option and masterminded electronically for supreme precision and practical value.
Facing various riding conditions such as wet roads ("Rain"), regular road conditions ("Sport"), a race track with supersport tyres ("Race"), or a race track with slicks ("Slick"), the rider also has the choice of various engine characteristics and set-ups available at the touch of a button. And last but not least, Race ABS and Dynamic Traction Control are combined with the respective riding modes and coordinated with one another to ensure a supreme standard of performance and safety all in one.
Valve drive like in a BMW Formula 1.
The primary objective in developing the new S 1000 RR was to create a supersports with supreme engine power combined with optimum rideability for the highest conceivable standard of all-round performance.
The water-cooled four-cylinder inline power unit chosen to provide these qualities is brand-new from the ground up, developing maximum output of 142 kW (193 hp) at 13,000 rpm and revving up to a maximum speed of 14,200 rpm. Maximum torque of 112 Nm (82.5 lb-ft), in turn, comes at 9,750 rpm.
Following the example of BMW 's Formula 1 engines, the two intake and exhaust valves per cylinder made of extra-light titanium are operated by very small and equally light single cam followers. In conjunction with the short sprocket driving the camshaft via an intermediate gear, this ensures supreme revving qualities at the highest speeds as well as exact maintenance of valve timing combined with very compact dimensions.
The use of extremely small and light cam followers furthermore gives the engineer greater freedom in choosing the ideal valve lift curves and, accordingly, in selecting optimum performance characteristics on both road and track.
All engine components are particularly compact and light, limiting weight of the overall engine without ancillaries to 59.8 kg (131.8 lb) and keeping the entire power unit very slim and slender.
Innovative exhaust system with interference pipe butterfl ies for optimum power and performance.
Made completely of stainless steel, the exhaust system featured by the S 1000 RR is designed consistently for optimum power and performance. It works according to the 4-in-2-in-1 principle with four individual manifolds of equal length fi rst merging into two pipes beneath the engine block and then extending into a large-volume pre-silencer. From there the exhaust emissions flow through a very short and dynamically designed rear-end silencer to the outside.
A homogeneous power and torque curve ensuring optimum rideability is acknowledged as the requirement for sporting performance on the road and fast lap times on the track. Precisely this is why the exhaust system featured on the S 1000 RR comes with two fully controlled interference pipe butterflies housed in two connection pipes for the two outer and two inner manifolds, in the immediate vicinity of the exhaust ducts. As a function of various parameters such as engine speed and the position of the throttle butterfly, an adjuster opens or closes these flaps, allowing exhaust gas to flow freely between the two manifolds or, respectively, interrupting the flow of gas. This coordinates the sequence of oscillations in the exhaust gas mass flow, reducing exhaust gas counter-pressure at the decisive point (like on a racing muffler) and increasing the cylinder charge accordingly.
This factor alone makes a signifi cant contribution to the very high standard of
homogenous overall performance offered by the S 1000 RR.
Lightest supersports with ABS.
The new S 1000 RR offers the highest standard of technology also on its suspension and running gear. Weighing just 206.5 kg or 455.3 lb in road trim and with a full tank, BMW 's new supersports is by far the lightest machine of its calibre displacing 999 cc and featuring ABS brakes.
One of the features that ensures this light weight is the aluminium bridge frame integrating the engine tilted to the front at an angle of 32° as a loadbearing element for optimum torsional stiffness on minimum weight. The front wheel runs on an upside-down fork with a fi xed tube measuring an ample 46 milli metres or 1.81" in diameter, while a torsionally stiff swing arm made of aluminium holds the rear wheel in position.
The spring and damping action required is provided by a central spring strut pivoting on a guide lever.
The rear frame section of the S 1000 RR is a welded light-alloy structure belted
to the mainframe, combining low weight with superior stability and a high standard of robust strength particularly important to riders and teams on the race track.
Putting the rider right in the centre.
The rider's seating position leaning forward towards the front wheel for an active style of riding is simply ideal for the sporting rider with his particularly dynamic style.
Developing the S 1000 RR, BMW Motorrad has given particular attention to the superior ergonomics of the machine, providing ideal qualities for both small and tall riders and therefore focusing consistently on the rider's individual requirements. The tank section is as slender as on a 600-cc machine, giving the rider the assurance of excellent control and handling at all times.
In the process of developing the S 1000 RR, BMW Motorrad focused not only on a lightweight structure, but also on minimum dimensions as an absolutely essential requirement. Cylinder bore of 80 millimetres or 3.15", for example, the largest bore in this segment, and the resulting width of the cylinder head, called for particularly attention on the part of the engineers in order to make the front silhouette of the S 1000 RR extremely slim and slender, on the one hand, while providing an efficient flow of cooling air, on the other.
Technical challenges of this kind as well as a development period of just four years made the S 1000 RR the ideal project for consistent, all-out use of CAD (Computer-Aided Design) technology as well as the most advanced calculation methods, for example for the machine's aerodynamics.
As the bottom line, the S 1000 RR is the absolutely ideal motorcycle for the customers of BMW Motorrad looking for new, unprecedented standards and qualities in the supersports segment.
Overview of technical highlights:
• Best-in-class performance and supreme riding dynamics in the supersports segment.
• Engine output 142 kW (193 hp) at 13,000 rpm, peak torque 112 Nm (82.5 lb-ft) at 9,750 rpm.
• Weighing 206.5 kg (455.3lb) in road trim and with a full tank, this is the lightest supersports in the 1000-cc class with ABS.
• Best power-to-weight ratio in this class of just 1.05 and, respectively, 1.06 kg
(2.31 and, respectively, 2.34 lb) per horsepower without/with Race ABS.
• Optional Race ABS for outstanding brake performance and safety. Weight of the entire system just 2.5 kg (5.51 lb), while other systems of a similar kind weigh up to 10 kg.
• Optional DTC Dynamic Traction Control in conjunction with Race ABS for optimum performance and maximum active safety when accelerating.
• Only supersports machine with Race ABS and DTC Dynamic Traction Control.
• Various riding modes available at the touch of a button for wet surfaces, regular road requirements, race tracks with sports tyres and race tracks with slicks.
• All-round set-up, coordination and balance of Race ABS, DTC Dynamic Traction Control and engine management for all four riding modes.
• High-speed, extra-sturdy valve drive with individual cam followers and titanium valves following the example of BMW 's Formula 1 engines.
• Innovative exhaust system with a small and short rear-end muffl er, pre-silencer and electronically controlled interference pipe fl aps as well as a fully controlled exhaust gas manifold and two fully controlled three-way catalytic converters.
• Optimum gas dosage combined with maximum functional reliability ensured by E-gas (ride-by-wire), incorporating two bowden cables
(opening and closing cable) leading to the throttle butterfl y adjuster.
• Fulfilment of all environmental standards with the potential to meet future emission requirements ensured by two fully controlled catalytic converters and digital motor electronics.
• Damper elements with a wide range of adjustment on the spring base, the inbound and rebound stroke, as well as the greatest damping reserves, particularly for racing.
• New, clearly defi ned, simple and straightforward options to adjust the suspension and running gear.
• Aluminium tank unique in this segment for further reduction of overall weight.
• Supreme handling combined with best-in-class high speed and braking stability.
• Multi-functional instrument cluster with racing features such as a laptimer. The rider is able to set all functions directly from the ends of the handlebar.
• New generation of switches with optimised ergonomics.
• Supreme aerodynamics and sporting ergonomics ideal for both the tall and short rider.
• Optional HP Gearshift Assistant for shifting up without operating the clutch and without the slightest interruption of torque and pulling power.
• Wide range of equipment, special features and options tailored to the S 1000 RR and naturally offering full BMW quality.
Wednesday, May 6, 2009
PICKERINGTON, Ohio -- The American Motorcyclist Association (AMA) submitted comments today to the U.S. House of Representatives Committee on Natural Resources arguing against a bill that would designate more than 24 million acres of public land in Western states as Wilderness or Wilderness Preservation System land.
The hearing was held in the Subcommittee on National Parks, Forests and Public Lands of the Committee on Natural Resources. The legislation is H.R. 980, the Northern Rockies Ecosystem Protection Act.
"This bill is especially disconcerting due to the fact that it's being proposed by a representative from a densely populated urban area, New York City," said AMA Vice President for Government Relations Ed Moreland. "In fact, it is being considered without the support of a single member of Congress who represents the affected districts. Shouldn't the people who live in these areas have some say in whether or not they should be banned from riding in them?
"To keep OHV riders from being shut out of even more public land, we have to act immediately," Moreland said. "Concerned motorcyclists, ATV riders and others must let their lawmakers know that they enjoy motorized recreation, and that we have a right to do so responsibly on America's public lands."
Moreland's written comments submitted to the U.S. House included the following statement: "Our public lands are for the enjoyment of all Americans and not just an elite few who would have you build a fence around them for those who are physically able to enjoy them. Enthusiasts who enjoy the public lands of our nation are not just the nimble and fit but also families with small children who wish to recreate together as well as active senior citizens and the handicapped who enjoy the freedom to access the outdoors that OHVs and ATVs provide... In fact, a compelling argument could be made that this type of broad legislation does more to protect public lands from future generations rather than for future generations."
The full text of Moreland's statement can be downloaded here: http://www.americanmotorcyclist.com/legisltn/ama_statement_hr980.pdf
Riders and AMA members can contact their federal lawmakers to tell them to oppose this bill by selecting "Issues and Legislation" in the Rights section of the AMA website at AmericanMotorcyclist.com. There, the names, addresses and telephone numbers for members of each congressional delegation appear. There is even a pre-written letter that can be sent via e-mail.
The AMA also encourages individuals to sign up for the AMA Government Relations Department's Action E-list, using the same section of the AMA website, so that they can be notified by e-mail when their support is needed to make a difference on important issues.
About the American Motorcyclist Association
Since 1924, the AMA has protected the future of motorcycling and promoted the motorcycle lifestyle. AMA members come from all walks of life, and they navigate many different routes on their journey to the same destination: freedom on two wheels. As the world's largest motorcycling organization, the AMA advocates for motorcyclists' interests in the halls of local, state and federal government, the committees of international governing organizations, and the court of public opinion. Through member clubs, promoters and partners, the AMA sanctions more motorsports competition and motorcycle recreational events than any other organization in the world. AMA members receive money-saving discounts from dozens of well-known suppliers of motorcycle services, gear and apparel, bike rental, transport, hotel stays and more. Through its Motorcycle Hall of Fame Museum, the AMA preserves the heritage of motorcycling for future generations.
Tuesday, May 5, 2009
1. Leon Camier GBR Airwaves Yamaha
2. Karl Harris GBR Hydrex Honda
3. Sylvain Guintoli FRA Worx Crescent Suzuki
4. Stuart Easton GBR Hydrex Honda
5. James Ellison GBR Airwaves Yamaha
6. Glen Richards AUS HM Plant Honda
7. Ian Lowry GBR Relentless TAS Suzuki
8. Jason O'Halloran AUS SMT Honda
9. Gary Mason GBR Quay Honda
10. Joshua Brookes AUS HM Plant Honda
11. Chris Walker GBR Motorpoint/Henderson Yamaha
12. Julien Da Costa FRA MSS Colchester Kawasaki
13. Jon Kirkham GBR Jentin Yamaha
14. Atsushi Watanabe JPN Relentless TAS Suzuki
15. Tristan Palmer GBR Buildbase Kawasaki
16. Martin Jessopp GBR Riders Racing Honda
17. Michael Rutter GBR North West 200 Yamaha
18. Peter Hickman GBR Ultimate Yamaha
19. Tom Tunstall GBR Hardinge Doodson Honda
20. Kenny Gilbertson GBR JX Fuelcard Kawasaki
21. Dan Stewart GBR Wilcock Consulting Honda
22. Brian McCormack IRL MAR Kawasakil
1. Leon Camier GBR Airwaves Yamaha
2. Karl Harris GBR Hydrex Honda
3. Sylvain Guintoli FRA Worx Crescent Suzuki
4. James Ellison GBR Airwaves Yamaha
5. Glen Richards AUS HM Plant Honda
6. Ian Lowry GBR Relentless TAS Suzuki
7. Gary Mason GBR Quay Honda
8. Simon Andrews GBR MSS Colchester Kawasaki
9. Chris Walker GBR Motorpoint/Henderson Yamaha
10. Jason O'Halloran AUS SMT Honda
11. Jon Kirkham GBR Jentin Yamaha
12. Atsushi Watanabe JPN Relentless TAS Suzuki
13. Martin Jessopp GBR Riders Racing Honda
14. David Johnson AUS Maxxis Adept Yamaha
15. Peter Hickman GBR Ultimate Yamaha
16. Tom Tunstall GBR Hardinge Doodson Honda
17. Aaron Zanotti GBR Red Viper Honda
18. Alastair Fagan GBR Red Viper Honda
(WSBK Press Release)
Shane Byrne (Sterilgarda Ducati) returned to the top of the winners' podium yesterday with victory at Monza in the second round of the CIV Italian championship. Byrne was taking part in the race in preparation for the WSBK round that gets underway there this coming weekend.
The British rider, who also set pole, dominated the race from the early stages when he took the lead at the end of lap 1. He then pulled out an enormous gap of 16 seconds over his immediate pursuers. The race was red-flagged three laps from the end following a crash.
"It was a good idea to take part in the Italian championship, which is a really good level, because it allowed me to get a good feeling with the Monza track. I also had the chance to race against my team manager Marco Borciani, who takes part in the domestic series. It was fun to look at each other on the starting-grid, but then the visors were down it turned into a real race. I was able to do 16 laps at an excellent pace, which makes me confident for the world championship round next week."
WSBK Press Release
American Formula Extreme Champion Jake Zemke will get a chance to ride in a World Superbike race after the Stiggy Racing Honda squad confirmed that he will replace the injured John Hopkins at the Monza race this weekend.
Stiggy team boss Johan Stigefelt was left with a headache after the recent injury to relatively new signing Hopkins but the ambitions of both team and Zemke have now been married up for the Monza race, although the fast American cannot ride at Kyalami the following weekend due to a clash with his existing AMA series commitments.
If, and only if, Hopkins in unfit to race at the Miller Motorsports Park round at the end of May, Zemke is also down to substitute for Hopkins.
For rider and team the choice of Zemke ticks a lot of pre-race boxes. Jake has made no secret of his desire to try his hand at World Superbike and heaped praise on both the Stiggy team, his own Erion Honda squad in America and WSB as a series in his pre-race comments.
"I am extremely excited to race for the Stiggy Racing Honda team this weekend," said Zemke. "They have a first rate team and have had some excellent results. I would like to wish Hopper a quick recovery and thank him and the team for the opportunity to make my first World Superbike start. I also have to thank my current team, Erion Honda and my sponsors for their support. The WSBK Championship is the most competitive championship there is, and making my start in the series is the next step in my career. I have been successful racing on America, but am really looking forward to joining the World Superbike paddock. The field is very fast and deep. The Monza track has a deep history of racing, and I know how passionate the Italian people are about racing. I know the odds will be against us, learning a new bike, new track, new tyres, but I will give it my all at Monza for the Stiggy Racing Honda team."
‘Stiggy' is delighted to have such an experienced rider as Zemke to call on for this race. "I know that Jake has been trying for a while to get a decent chance to come to Europe and race within the Superbike World Championship, and I am very happy that we can be the team to provide him that chance," said the Swede. "It is a tough championship, and it will not be easy to jump straight into the action at a track you have never been on before, but Jake has a lot of experience and knows the Honda bikes very well. Our team has a lot to offer him and I think we will be able to get him on the pace quickly."
Team Suzuki Alstare Brux rider Max Neukirchner won his first ever WSBK race at Monza last year and is hoping that history will repeat itself this coming Sunday at the 5.793 kilometre circuit. His win in the first race was the first by a German rider in the 21-year history of the series and was followed by a superb runner-up spot in race two.
Team mate Yukio Kagayama had a mixed day last year, taking fourth in race one and a DNF in race two, and is hoping for an improvement this time round.
Last year was a wonderful occasion for me and I will never forget my first win in World Superbikes. They always say that the first win is the hardest and really I should have got it in Valencia when I was on the way to victory when I go knocked off within sight of the chequered flag.
It’s important to have a fast bike at Monza and know how to play the slipstreaming game. It’s easy to be at the front of the pack and lose out on the draft and get beaten to the flag, so it’s something you have to watch out for. I like fast tracks and I think our bike will be well-suited to Monza. For sure, my intention is to finish on the podium in both races and if I can repeat my win of last year, I would be very happy.
My season has been a bit up and down and this does not make me so happy so far. I have a good bike and know my results should be a lot better. Sometimes the bike is not so easy because some little changes can produce big effects - and not always in the right direction. But my job is to race, so I and the team have to find ways of making the bike work better so that I can challenge the podium again. This is what I want, and I will do my best to try and achieve it.
Race 1: 1 Max Neukirchner (D-Alstare Suzuki), 2 Haga (J-Yamaha), 3 Bayliss (Aus-Ducati), 4 Yukio Kagayama (J-Suzuki Alstare), 5 Fonsi Nieto (E-Suzuki Alstare),
Race 2: 1 Haga, 2 Max Neukirchner (D-Alstare Suzuki), 3 Kiyonari (J-Honda), 4 Fonsi Nieto (E-Suzuki Alstare), Yukio Kagayama (J-Suzuki Alstare) DNF