2008 Indy MotoGP Results

Photo: Motogp.com (click image to enlarge)

Wet conditions at the new Indy track. A great comeback for Hayden and great performance by Dovizioso, who both battled for the lead with Rossi, the ultimate victor of a race which was red-flagged for the difficult weather conditions. Stoner finished in 4th and it looks as though Rossi has the title wrapped up this year.

800cc Race Results:

Pos.	Rider	Nation	Team	Total time
1	V. ROSSI	ITA	Fiat Yamaha Team	37'20.095
2	N. HAYDEN	USA	Repsol Honda Team	+ 5.972
3	J. LORENZO	SPA	Fiat Yamaha Team	+ 7.858
4	C. STONER	AUS	Ducati Team	+ 28.162
5	A. DOVIZIOSO	ITA	JiR Team Scot MotoGP	+ 28.824
6	B. SPIES	USA	Rizla Suzuki MotoGP	+ 29.645
7	S. GUINTOLI	FRA	Alice Team	+ 36.223
8	D. PEDROSA	SPA	Repsol Honda Team	+ 37.258
9	C. VERMEULEN	AUS	Rizla Suzuki MotoGP	+ 38.442
10	A. DE ANGELIS	RSM	San Carlo Honda Gresini	+ 42.437
11	A. WEST	AUS	Kawasaki Racing Team	+ 47.179
12	T. ELIAS	SPA	Alice Team	+ 55.962
13	R. DE PUNIET	FRA	LCR Honda MotoGP	+ 57.366
14	J. HOPKINS	USA	Kawasaki Racing Team	+ 58.353
15	C. EDWARDS	USA	Tech 3 Yamaha	+ 1'00.613
16	L. CAPIROSSI	ITA	Rizla Suzuki MotoGP	+ 1'05.620
17	S. NAKANO	JPN	San Carlo Honda Gresini	+ 1'05.854
18	J. TOSELAND	GBR	Tech 3 Yamaha	+ 1'07.968
19	M. MELANDRI	ITA	Ducati Team	+ 1'21.023

800cc Championship Standings:

Pos.	Rider	Nation	Team	Points
1	Valentino ROSSI	ITA	Fiat Yamaha Team	287
2	Casey STONER	AUS	Ducati Team	200
3	Dani PEDROSA	SPA	Repsol Honda Team	193
4	Jorge LORENZO	SPA	Fiat Yamaha Team	156
5	Andrea DOVIZIOSO	ITA	JiR Team Scot MotoGP	129
6	Chris VERMEULEN	AUS	Rizla Suzuki MotoGP	117
7	Colin EDWARDS	USA	Tech 3 Yamaha	109
8	Nicky HAYDEN	USA	Repsol Honda Team	104
9	Shinya NAKANO	JPN	San Carlo Honda Gresini	87
10	Toni ELIAS	SPA	Alice Team	86
11	Loris CAPIROSSI	ITA	Rizla Suzuki MotoGP	86
12	James TOSELAND	GBR	Tech 3 Yamaha	85
13	Sylvain GUINTOLI	FRA	Alice Team	56
14	Alex DE ANGELIS	RSM	San Carlo Honda Gresini	55
15	Marco MELANDRI	ITA	Ducati Team	48
16	Randy DE PUNIET	FRA	LCR Honda MotoGP	43
17	John HOPKINS	USA	Kawasaki Racing Team	41
18	Anthony WEST	AUS	Kawasaki Racing Team	41
19	Ben SPIES	USA	Rizla Suzuki MotoGP	20
20	Jamie HACKING	USA	Kawasaki Racing Team	5
21	Tadayuki OKADA	JPN	Repsol Honda Team	2

250cc Race Results:

Pos.	Rider	Nation	Team	Lap time
1	H. BARBERA	SPA	Team Toth Aprilia	1'45.951
2	H. AOYAMA	JPN	Red Bull KTM 250	+ 0.206
3	A. DEBON	SPA	Lotus Aprilia	+ 0.469
4	A. BAUTISTA	SPA	Mapfre Aspar Team	+ 0.499
5	Y. TAKAHASHI	JPN	JiR Team Scot 250	+ 0.594
6	A. ESPARGARO	SPA	Lotus Aprilia	+ 0.963
7	M. SIMONCELLI	ITA	Metis Gilera	+ 0.980
8	J. SIMON	SPA	Repsol KTM 250cc	+ 1.012
9	H. FAUBEL	SPA	Mapfre Aspar Team	+ 1.496
10	R. WILAIROT	THA	Thai Honda PTT SAG	+ 1.498
11	M. PASINI	ITA	Polaris World	+ 1.520
12	L. PESEK	CZE	Auto Kelly - CP	+ 1.578
13	R. LOCATELLI	ITA	Metis Gilera	+ 1.918
14	M. KALLIO	FIN	Red Bull KTM 250	+ 2.204
15	K. ABRAHAM	CZE	Cardion AB Motoracing	+ 2.215
16	S. BIANCO	ITA	Campetella Racing	+ 2.358
17	A. BALDOLINI	ITA	Matteoni Racing	+ 3.047
18	D. PRADITA	INA	Yamaha Pertamina Indonesia	+ 3.638
19	M. HERNANDEZ	SPA	Blusens Aprilia	+ 3.762
20	S. GROTZKYJ	ITA	Campetella Racing	+ 4.197
21	I. TOTH	HUN	Team Toth Aprilia	+ 4.913
22	B. LONG	USA	Longevity Racing	+ 8.900

250cc Championship Standings:

Pos.	Rider	Nation	Team	Points
1	Marco SIMONCELLI	ITA	Metis Gilera	190
2	Mika KALLIO	FIN	Red Bull KTM 250	164
3	Alvaro BAUTISTA	SPA	Mapfre Aspar Team	163
4	Hector BARBERA	SPA	Team Toth Aprilia	142
5	Alex DEBON	SPA	Lotus Aprilia	139
6	Mattia PASINI	ITA	Polaris World	117
7	Yuki TAKAHASHI	JPN	JiR Team Scot 250	115
8	Hiroshi AOYAMA	JPN	Red Bull KTM 250	101
9	Thomas LUTHI	SWI	Emmi - Caffe Latte	95
10	Julian SIMON	SPA	Repsol KTM 250cc	83
11	Roberto LOCATELLI	ITA	Metis Gilera	72
12	Aleix ESPARGARO	SPA	Lotus Aprilia	55
13	Hector FAUBEL	SPA	Mapfre Aspar Team	49
14	Ratthapark WILAIROT	THA	Thai Honda PTT SAG	47
15	Karel ABRAHAM	CZE	Cardion AB Motoracing	31
16	Lukas PESEK	CZE	Auto Kelly - CP	31
17	Alex BALDOLINI	ITA	Matteoni Racing	24
18	Fabrizio LAI	ITA	Campetella Racing	21
19	Manuel POGGIALI	RSM	Campetella Racing	16
20	Eugene LAVERTY	IRL	Blusens Aprilia	8
21	Federico SANDI	ITA	Matteoni Racing	6
22	Manuel HERNANDEZ	SPA	Blusens Aprilia	5
23	Toni WIRSING	GER	Racing Team Germany	2
24	Imre TOTH	HUN	Team Toth Aprilia	2
25	Simone GROTZKYJ	ITA	Campetella Racing	1
26	Doni Tata PRADITA	INA	Yamaha Pertamina Indonesia	1

125cc Race Results:

Pos.	Rider	Nation	Team	Total time
1	N. TEROL	SPA	Jack & Jones WRB	29'51.350
2	P. ESPARGARO	SPA	Belson Derbi	+ 1.708
3	S. BRADL	GER	Grizzly Gas Kiefer Racing	+ 3.984
4	S. REDDING	GBR	Blusens Aprilia Junior	+ 4.277
5	S. CORTESE	GER	Emmi - Caffe Latte	+ 4.413
6	M. MARQUEZ	SPA	Repsol KTM 125cc	+ 4.454
7	S. CORSI	ITA	Jack & Jones WRB	+ 6.261
8	B. SMITH	GBR	Polaris World	+ 7.782
9	S. BONSEY	USA	Degraaf Grand Prix	+ 12.035
10	M. DI MEGLIO	FRA	Ajo Motorsport	+ 12.251
11	D. AEGERTER	SWI	Ajo Motorsport	+ 15.465
12	J. OLIVE	SPA	Belson Derbi	+ 18.312
13	R. DE ROSA	ITA	Onde 2000 KTM	+ 20.137
14	G. TALMACSI	HUN	Bancaja Aspar Team	+ 24.651
15	D. WEBB	GBR	Degraaf Grand Prix	+ 27.592
16	J. CLUZEL	FRA	Loncin Racing	+ 35.432
17	R. LASSER	GER	Grizzly Gas Kiefer Racing	+ 37.082
18	S. GADEA	SPA	Bancaja Aspar Team	+ 38.549
19	T. KOYAMA	JPN	ISPA KTM Aran	+ 38.571
20	E. VAZQUEZ	SPA	Blusens Aprilia Junior	+ 40.991
21	H. VAN DEN BERG	NED	Degraaf Grand Prix	+ 1'06.197
22	P. JACOBSEN	USA	Bancaja Aspar Team	+ 1'06.327
23	B. CHESAUX	SWI	WTR San Marino Team	+ 1'07.067
24	J. FOLGER	GER	Red Bull KTM 125	+ 1'14.709
25	R. MURESAN	ROU	Grizzly Gas Kiefer Racing	+ 1'20.413
26	A. MASBOU	FRA	Loncin Racing	+ 1'21.880
27	D. STIRPE	ITA	ISPA KTM Aran	+ 1'22.026
28	C. CARRILLO	FRA	FFM Honda GP 125	+ 1'22.159
29	K. TURNER	USA	Veloce Racing	+ 2'11.524

125cc Championship Standings:

Pos.	Rider	Nation	Team	Points
1	Mike DI MEGLIO	FRA	Ajo Motorsport	192
2	Simone CORSI	ITA	Jack & Jones WRB	167
3	Gabor TALMACSI	HUN	Bancaja Aspar Team	149
4	Stefan BRADL	GER	Grizzly Gas Kiefer Racing	142
5	Nicolas TEROL	SPA	Jack & Jones WRB	138
6	Joan OLIVE	SPA	Belson Derbi	118
7	Bradley SMITH	GBR	Polaris World	117
8	Pol ESPARGARO	SPA	Belson Derbi	103
9	Sandro CORTESE	GER	Emmi - Caffe Latte	97
10	Scott REDDING	GBR	Blusens Aprilia Junior	83
11	Andrea IANNONE	ITA	I.C. Team	77
12	Sergio GADEA	SPA	Bancaja Aspar Team	72
13	Marc MARQUEZ	SPA	Repsol KTM 125cc	56
14	Stevie BONSEY	USA	Degraaf Grand Prix	46
15	Dominique AEGERTER	SWI	Ajo Motorsport	37
16	Esteve RABAT	SPA	Repsol KTM 125cc	34
17	Raffaele DE ROSA	ITA	Onde 2000 KTM	33
18	Danny WEBB	GBR	Degraaf Grand Prix	29
19	Tomoyoshi KOYAMA	JPN	ISPA KTM Aran	22
20	Michael RANSEDER	AUT	I.C. Team	22
21	Efren VAZQUEZ	SPA	Blusens Aprilia Junior	20
22	Pablo NIETO	SPA	Onde 2000 KTM	13
23	Lorenzo ZANETTI	ITA	ISPA KTM Aran	10
24	Randy KRUMMENACHER	SWI	Red Bull KTM 125	10
25	Takaaki NAKAGAMI	JPN	I.C. Team	9
26	Pere TUTUSAUS	SPA	Bancaja Aspar Team	9
27	Stefano BIANCO	ITA	WTR San Marino Team	8
28	Marcel SCHROTTER	GER	Toni Mang Team	3
29	Jonas FOLGER	GER	Red Bull MotoGP Academy	1
30	Robin LASSER	GER	Grizzly Gas Kiefer Racing	1
31	Hugo VAN DEN BERG	NED	Degraaf Grand Prix	1
32	Alexis MASBOU	FRA	Loncin Racing	1

800cc Sportbikes: Reasons

In the past few years, I've witnessed sporadic rumors and anticipation regarding the introduction of a ZX8R model from Kawasaki. Naturally, the first question in anyone's mind when approached with the idea of a new wave of 800cc Superbikes is: Why?

For some, deciding between a 600 and a 1000 is already a tough decision. 600s weigh less... but not much less. 600s cost less... but not a whole lot less. 1000s have more power, but will that power be more of a financial and psychological burden than a real help to anyone who isn't laying down qualifying laps at Monza on a monthly basis?

In essence; what would the market niche of an 800 be?

That is indeed a question. Is that a good question to ask?

No!

The problem is that this question is being asked by consumers from the perspective of the manufacturer. You are the consumer. If you would buy it, there would instantly be a niche for it. As it is, manufacturers attempt to see things from the consumer's eyes rather than from their own eyes. As the consumer, the idea of a best-of-both-worlds option stealing sales from 1000s and 600s to your benefit should prompt enthusiasm, not skepticism, and given the current climate, bikes like the ZX8R are feasible.

Here is why.

Racing:

In racing, it's a love triangle between the series, the manufacturers, and the fans/consumers when the bikes on the track have the same "identity" (brand name, model series name, engine size, color scheme, etc) as bikes on the street and in the showroom.

For the racing series itself, the ability of the fan to more easily relate the bike on the track to their own bike via one of those memorable key identity factors means more loyalty and deeper fan interest. Without ZX this, R that, Desmo this, etc., motorcycle racing would be like a ball-sports league in which teams lack hometowns. Of course hardcore fans watch for the athletes themselves, but the majority need names and representation to generate interest.

MotoGP has chosen 800cc four-strokes (formerly 500cc two-strokes, then 990cc four-strokes) for the premier class as a matter of increased relevance to street-legal machines (two-strokes just didn't cut it), without sacrificing what the series is about (technologically advanced prototypes).

So, I'm not making sense here, right? 800cc or not, those bikes will still be prototypes sharing virtually zero parts with consumer sportbikes.

The thing is, whilst most riders won't be overly concerned with the weird honeycomb thing in their exhaust pipe a MotoGP bike doesn't have, or a polished whatever the heck shaft and ECU algorithm their bike doesn't come with, most bikers will know what cubic centimeters are. Most bikers will like the idea of the dimensions of their 800cc being determined by what works in MotoGP and possibly other series which follow.

MotoGP and the factories recognized that with two-strokes dying on the streets due to politicians sticking their fingers in motorcyclists' pie, the relevance of the series to sportbike riders (and research benefits to the involved factories) would eventually begin to rot.

Just like a Denver-dwelling fan of the Denver Broncos is aware that most of the team is not actually from Denver, MotoGP fans and consumers are aware that the bike they're seeing on TV mostly consists of parts not inside of their own bike by the same brand. Still, however, a key identifying factor such as engine displacement, and model series name (ZX, YZF, etc.) functions as a fan's "hometown". When you ask what somebody in a cafe up by Angeles Crest has parked outside, they don't tell you "carbon fiber fairing and soft-compound Bridgestone qualifiers", they tell you "a 600" or "a 1000".

In summary, 800cc sportbike=MotoGP bike, at least to the average consumer's mind. The marketing value open to manufacturers would be enormous.

In World Superbike, we have a very different problem from MotoGP but with a similar solution (at least to me). The literbikes are going open. That is, open-class. Ducati's latest weapon wields 1200ccs of twin cylinder torque. In an era where debate rages on in regards to whether 1000cc is already too large, 1200cc Superbikes, whether 2 cylinder or not, racing as the main attraction in such a major series confused a lot of people. Not to mention the Japanese manufacturers don't like it (I've even seen rumors that there was a push for 1100cc inline fours with the usual walk-out threats just to show WSBK and Ducati who's boss).

I'm all for giving the twins the ability to compete head to head with fours with competitive power output, but I also know I'm not the only one who was wondering the following:

"So... Ducati wants a 200cc advantage, huh?

"Japanese manufacturers have invested massively in 800cc four cylinders over in GP, huh?"

"Ducati has the most experience with 1000cc bikes, huh?"

"Rumors of Japan pushing for 1100ccs now just to stick it to Ducati, thus spinning the whole thing out of control into a competition for who is allowed more cc, huh?"...

Do I really need to elaborate on my conclusion? No, but I will anyway. Convert WSBK rules to 800cc 4 cylinders versus 900cc 3 cyclinders versus 1000cc 2 cylinders.

In AMA (or whatever it is now) Superbike, the situation is a mix of what WSBK and MotoGP have already gone through, but even more mixed up. Simply put: auto racing is a whole lot bigger in the US than motorcycle road-racing is. Many tracks aren't willing to invest in making themselves motorcycle-friendly, and it's gotten to the point that AMA riders are threatening to refuse to ride if certain safety demands aren't met. At the same time, year after year 1000s are becoming faster and faster.

An early solution upon the series changing ownership was regulating 1000s to a semi-superstock form and elevating the 600 supersport class with some modified rules to superbike/premier status. Needless to say, there was public outcry as well as fury from the factories and riders.

600s aren't THAT much slower than 1000s, and in fact, on tight tracks we see 600s with as fast/faster cornering speeds vs the 1000s and the lead 600 times falling ahead of the back of the 1000 pack's times. There was just the whole "oh... 600s..." aura. In macho circles, 600s are seen as bikes upcoming racers screw around with before going to a 1000. The factories would also be screwed to a degree, having invested so much in impractically powerful bikes which revolve around being "the best", no longer being the best.

Mladin/Spies and Suzuki's domination of the Superbike class (to the point I often don't even bother posting the race results because it was a Spies/Mladin or Mladin/Spies 1-2 finish) is also an obvious factor in the series wanting to shake the rules up.

To make a long story short, it seems like the idea of making 600s into the main attraction was shot down brutally, but still debate continues over what to do with the Superbike class. It's gotten so messy that nobody is quite sure what the disagreement is at this point. It seems 1000s are back as the main attraction, but goes back and forth from the manufacturers united against DMG/AMA, to the manufacturers fighting each other, to the latest breaking news: the manufacturers simply creating their own rival series (rules yet to be specifically clarified).

Basically, you can be sure that with all the chaos going on within the AMA, the manufacturers releasing 800cc bikes, and MotoGP running 800cc, they would be glad to have a third party "wave" of standardized 800cc racing determine what to race rather than continue destroying the face of American motorcycle racing by splitting into factions seemingly over disagreements so obscure that the media and public can't even figure out what the disagreement is.

It just so happens that new from scratch 800ccs would also be an exact half-way point between the originally suggested 600cc solution and the maze of confusing new 1000cc rules requests.

The Bikes:

Well... the bikes. They don't exactly exist yet. Other than the ZX8R rumor, 800cc MotoGP bikes, sporadic sub1000cc replicas of MotoGP bikes, the GSX-R750, the Ducati 848, and not-quite-sportbikes like the Honda VFR800.

There is, however, history. Not all that long ago World Superbikes were 750s. The R7. The legendary Ninja 750. Just like with the GSX-R, those who rode them often painted them to be the perfect balance of an athletic-feeling 600 and a steroidal 1000. Occasionally a tiny, itsy-bitsy bit more punch was requested (something an extra 50ccs and being catapulted to the forefront of research may cure), and that was about it. They ate up tires and flung riders off at a lesser rate than 1000s, and had just enough "scary" and unnecessary power to please psychos who think a modern 600 isn't fast enough.

Then we have modern 600s and 1000s. Even as they become harder to tell apart on spec sheets, they grow apart in subtle ways and make us lust for something in the middle.

Until recently, the hot design element for a 600 was to make it smaller. Well, 600s are smaller now. Maybe too small for some riders. The engines easily fit into the chassis and 600s could be made even smaller if need be. With 800s, we could perhaps LET 600s keep getting smaller. Let 600s evolve into an option for smaller, yet skilled and experienced riders.

1000s. As stated above, the line seems to be blurring between literbikes and open bikes. The sacred liter mark has been blown out of the water with the arrival of 1200cc twins and the Hayabusa/ZX14/etc crowd are stuck in limbo between being laid back muscle-sport tourers or just superbikes with more power and longer wheelbases. The question of "What should I get, a 600, a 1000, or a Hayabusa?" is officially gone now, and there is pretty much a serious bike at every cc interval. The industry is just asking to average it out like MotoGP did and make that class the pillar of technology.

1000cc+ horsepower levels are also becoming, quite frankly, pointless. Several 180-200+ HP models are on the horizon for 2009-2011. The rising power of motorcycles has prompted France to slap a moronic/communistic enforced 100 max horsepower limit on engine output. Do I agree with governments limiting how much horsepower our bikes can have and clueless hands neutering them against our wishes? Hell NO.

Yet, when you need 200 horsepower in a 360 pound bike just to "keep up" and be cool on the street, isn't that pushing it a bit and feeding the flames? Chopping 200ccs off the "gotta have" superbikes to the benefit of racing, consumers, and performance rather than prompting totalitarian moms to slap horsepower limits on bikers around the world seems like a rational option.

So what do you think?

No single factor seems to really scream "Make us 800s for the street!" or "Unify premier rules to 800cc! 800cc prototypes for MotoGP and 800cc road bikes for Superbike", but a multitude of smaller factors and plain old logic seem to say that they would be a hit if produced. I know I would buy one.

I say bring on the:

Kawasaki ZX8R

Yamaha R8 (catchy, huh?

Suzuki GSX-R800 (GSX-R750+50cc)

Honda CBR800RR

Ducati Desmosedici 800 (and separate the 1098 twin cylinder model into 1000cc and 1200cc versions, with the 1000cc version able to race 800cc 4 cylinders)

MV Agusta F8

KTM RC8 (they'd have to change the current twin cylinder RC8's name... maybe to RC1 or RC10 and lower it to 1000cc to race 4 cylinder 800ccs!),

Aprilia RSV8 (and return of an updated RSV 1000 2 cylinder...)

Triumph Daytona 900 (Triple cylinder, of course. Mmm!)

BMW S800RR

Buell 800R (and a 1000cc version of the current 2 cylinder 1125R to race the 800cc
4 cylinders...)

Bimota DB8

Ok... you probably get the point.

Donington Superbike Highlight Videos + 2009 R1 Commercial

Donington Race 1 Highlights:



Donington Race 2 Highlights:




2009 R1:



Enjoy

Breaking: 2009 Yamaha R1 Revealed

After a long wait with very little information leaking out, the 2009 R1 has finally been revealed to the public. The big news is that, as some speculated, the R1 will indeed inherit the "big bang" firing order commonly seen in MotoGP racing motorcycles. Yamaha claims that this engine design retains the top-end revs of an inline 4 with the even power band spread of a v-twin.

It appears that the also highly-speculated under-engine exhaust will not make an appearance, and the R1 will retain an under-seat exhaust. With the increasing weight generated by environmental restrictions, many see placing the exhaust as low as possible on the frame to lower the center of gravity as an obvious step (it also avoids the problem of hot exhaust annoying the rider by being further from the seat).


Above: Take a close look at the headlights. The headlight assemblies themselves seem to be air intakes where normally glass would exist. Makes sense, but how quickly people will get used to the aesthetics of holes where headlights used to be, especially in a model with trademark headlights since it's inception, is yet to be seen. Below: The 2009 R6 seems to remain mostly unchanged, but for a new ECU and new color options.

More below:

[Source: Yamaha]

PRESS RELEASE:

2009 Yamaha YZF-R1 Features Uneven Firing Order For Improved Power Delivery

Cypress, Calif. – Forget everything you ever knew about the supersport liter class. Because once you hear the growl of the all-new 2009 YZF-R1, it will become clear that this bike is unlike anything before.

It's all about power – delivery of power, to be exact. That's because the all-new R1 is the world's first production motorcycle with a crossplane crankshaft. Originally pioneered in MotoGP racing with the M1, crossplane technology puts each crank pin 90 degrees from the next, with an uneven firing interval of 270-180-90-180 degrees. The result is incredibly smooth, roll-on power delivery with outrageous amounts of torque for a rush like you've never experienced before.

The unique shape of the crossplane crank smoothes out fluctuations in inertial crankshaft torque to provide very linear power delivery as the engine's combustion torque builds, giving the rider more linear throttle response with awesome power and traction exiting corners. Not just new, the R1's new crossplane crank engine represents a complete paradigm shift.

To make the crossplane crank viable an advanced ECU individually maps each cylinder's ignition and fuel injection timing. This powerful electronics package also controls Yamaha Chip Control Intake and Chip Control Throttle (YCC-I, YCC-T).

Also new for 2009 is the inclusion of D-MODE variable throttle control function that enables the rider to adjust performance characteristics to match a variety of riding conditions. In addition to standard mode mapped for optimum performance, the rider can select from A mode for sportier response in low to mid-speed range, and B mode for somewhat less sharp response for riding situations that require especially sensitive throttle operation. These 3 different maps at the push of a button allow the rider to choose the optimum power character for their riding situation.

This revolutionary new engine is housed in an equally advanced chassis. Control filled die-cast frame rails balance high vertical rigidity with relatively low lateral rigidity for increased high speed stability while improving handling, especially while leaned over during corner exit. A control filled die-cast magnesium sub frame cuts weight far from the center of balance and contributes to concentration of mass.

Visually the new R1 breaks new ground leading with twin projector beam headlights concentrated near newly placed forced air intake ducts. The sculpted body work features inner and outer shells controlling airflow around the bike at high speeds and forcing more cool air to the radiator and engine bay while eliminating the need for hot-air vents usually located at the sides of the radiator.

More than the just the next-generation of supersport; the 2009 YZF-R1 represents a major breakthrough in supersport technology and performance.

The new R1 will be available in dealerships nationwide beginning in January 2009 with a starting MSRP of $12,390. The 2009 R1 will be available in Raven/Candy Red, Pearl White/Rapid Red, Cadmium Yellow/Raven and Team Yamaha Blue/White.

Full information on all Yamaha models can be found at http://www.yamaha-motor.com.


YAMAHA RIDERS UNVEIL NEW R1 IN LAS VEGAS

All four Yamaha MotoGP riders took part in the global unveiling of the all-new Yamaha R1 today in a suitably glittering show in Las Vegas, Nevada. Fiat Yamaha Team riders Valentino Rossi and Jorge Lorenzo, plus Tech 3 Yamaha team-mates Colin Edwards and James Toseland were surprise guests at the unveiling, which took place in front of 3000 Yamaha US dealers at the famous Mirage Hotel.

The all-new version of the R1, Yamaha's premium performance road bike, is more closely linked than ever to the YZR-M1 on which the four riders contest the MotoGP championship. The riders each came on stage aboard a different colour version of the machine, before being interviewed about it's qualities in relation to their own MotoGP bikes.

Next stop for the foursome will be the historic Indianapolis Motor Speedway for the inaugural MotoGP race at the famous venue, which takes place this Sunday.


Valentino Rossi

"This is a great bike, it's very like my M1 and it's exciting to see so many MotoGP qualities now appearing on a bike for the road. I think everyone who loves the R1 and Yamaha will be very excited about this new version, it's fantastic!"


Jorge Lorenzo

"I think this bike will be very popular. Yamaha have worked very hard to try to make it as like our M1 as possible and it seems they have done a fantastic job. The cornering and agility especially is great, which is of course one of the best qualities of the M1."

---

What a fascinating World Superbike Championship season 2009 will be!

The BMW S1000RR, Aprilia RSV-4, Ducati's still-strong 1098R, a possible move of the KTM RC8 up to the Superbike class from Superstock 1000, an updated CBR (will they race with the C-ABS system? Hmmm...), and an all-new big-bang-powered R1. Heck, throw some Bimotas and MV Agustas in, maybe a Buell or Vyrus.

I don't expect to see anything *quite* as revolutionary for 2009 from Kawasaki and Suzuki as what we've seen coming from Aprilia, Honda, Yamaha and BMW, but I will keep track of new Gixxer and Ninja developments as well.

2009 Honda CBR Photos + a Surprise

The 2009 CBR line from Honda has been revealed. The big news is that the bikes will be available with optional ABS. Yes... anti-lock brakes on a superbike.

We have to assume that if they are a success, the other manufacturers will follow in developing their own race-bred ABS. It is already happening with traction control, and after all, is ABS not traction control for braking the same way conventional TC handles acceleration?

We also have to assume that if it fails, we won't see it attempted again (even if it can work) for several years due to the bad publicity! That's just how it is with flagship racebikes. I have included 3 videos explaining how Honda's variation works below some photos of the minor aesthetic changes to the lineup.

1000cc

1000cc repsol

600cc blue/white

Coming Soon: 2009 Yamaha R1

The 2009 Yamaha R1 is set to be revealed on Monday, September 8 at 3pm.

WSBK Donington 2008 Results

(photo: www.superbike.it)

Donington Superbike Race 1 Results:
1. Bayliss T. (AUS) Ducati 1098 F08 29'55.384 (153,267 kph)
2. Sykes T. (GBR) Suzuki GSX-R1000 1.266
3. Biaggi M. (ITA) Ducati 1098 RS 08 28.636
4. Lavilla G. (ESP) Honda CBR1000RR 33.566
5. Kagayama Y. (JPN) Suzuki GSX-R1000 35.966
6. Smrz J. (CZE) Ducati 1098 RS 08 36.034
7. Nieto F. (ESP) Suzuki GSX-R1000 36.442
8. Haslam L. (GBR) Honda CBR1000RR 41.633
9. Muggeridge K. (AUS) Honda CBR1000RR 42.075
10. Ellison J. (GBR) Honda CBR1000RR 43.476
11. Checa D. (ESP) Yamaha YZF-R1 1'12.578
12. Badovini A. (ITA) Kawasaki ZX-10R 1'13.147
13. Nakatomi S. (JPN) Yamaha YZF-R1 1'34.664
14. Aoyama S. (JPN) Honda CBR1000RR 1'56.726.

Donington Superbike Race 2 Results:
1. Kiyonari R. (JPN) Honda CBR1000RR 40'26.508 (137,277 kph)
2. Crutchlow C. (GBR) Honda CBR1000RR 2.261
3. Corser T. (AUS) Yamaha YZF-R1 9.727
4. Ellison J. (GBR) Honda CBR1000RR 20.227
5. Fabrizio M. (ITA) Ducati 1098 F08 27.475
6. Biaggi M. (ITA) Ducati 1098 RS 08 28.051
7. Lavilla G. (ESP) Honda CBR1000RR 30.922
8. Xaus R. (ESP) Ducati 1098 RS 08 38.353
9. Checa C. (ESP) Honda CBR1000RR 50.196
10. Sykes T. (GBR) Suzuki GSX-R1000 57.346
11. Lanzi L. (ITA) Ducati 1098 RS 08 1'03.093
12. Smrz J. (CZE) Ducati 1098 RS 08 1'06.697
13. Rolfo R. (ITA) Honda CBR1000RR 1'08.057
14. Neukirchner M. (GER) Suzuki GSX-R1000 1'15.276
15. Laconi R. (FRA) Kawasaki ZX-10R 1'38.848
16. Tamada M. (JPN) Kawasaki ZX-10R.

Superbike Season Points (11 of 14 rounds):
1. Bayliss (Ducati) 359
2. Corser (Yamaha) 258
3. Neukirchner (Suzuki) 254
4. Checa (Honda) 240
5. Haga (Yamaha) 230
6. Nieto (Suzuki) 192
7. Biaggi (Ducati) 192
8. Kiyonari (Honda) 190
9. Fabrizio (Ducati) 172
10. Xaus (Ducati) 156

Manufacturer Points
1. Ducati 439
2. Yamaha 366
3. Honda 335
4. Suzuki 329
5. Kawasaki 69.

Donington Supersport Results:
1. Brookes J. (AUS) Honda CBR600RR 34'53.607 (152,188 kph)
2. Pitt A. (AUS) Honda CBR600RR 0.872
3. Rea J. (GBR) Honda CBR600RR 4.846
4. Veneman B. (NED) Suzuki GSX-R600 5.066
5. Kennaugh H. (RSA) Yamaha YZF-R6 8.604
6. Harms R. (DEN) Honda CBR600RR 8.990
7. Lascorz J. (ESP) Honda CBR600RR 15.660
8. Van Keymeulen D. (BEL) Suzuki GSX-R600 16.674.

Supersport Points (10 of 13 rounds):
1. Pitt (Honda) 169
2. Brookes (Honda) 137
3. Rea (Honda) 133
4. Parkes (Yamaha) 119
5. Jones (Honda) 100
6. Foret (Yamaha) 97
7. Lascorz (Honda) 92
8. Veneman (Suzuki) 61; etc.

Donington Superstock 1000 Results:
1. Simeon X. (BEL) Suzuki GSX-R1000 21'30.092 (134,714 kph)
2. Polita A. (ITA) Ducati 1098R 16.109
3. Giugliano D. (ITA) Suzuki GSX-R1000 K8 34.318
4. Roberts B. (AUS) Ducati 1098R 37.319
5. Kirkham J. (GBR) Yamaha YZF-R1 44.199
6. Berger M. (FRA) Honda CBR1000RR 45.533
7. Baiocco M. (ITA) Kawasaki ZX-10R 47.888
8. Backlund F. (SWE) Suzuki GSX-R1000 K8 49.623.

Superstock 1000 Points (8 of 10 rounds):
1. Roberts (Ducati) 122
2. Simeon (Suzuki) 120
3. Berger (Honda) 119
4. Polita (Ducati) 114
5. Pirro (Yamaha) 83
6. Giugliano (Suzuki) 71
7. Antonelli (Honda) 57
8. Smrz (Honda) 48.


Donington Superstock 600 Results:
1. Bussolotti M. (ITA) Yamaha YZF-R6 18'11.205 (132,723 kph)
2. Lowes A. (GBR) Kawasaki ZX-6R 5.559
3. Rea G. (GBR) Yamaha YZF-R6 11.227
4. Linfoot D. (GBR) Yamaha YZF-R6 11.298
5. Vostárek P. (CZE) Honda CBR600RR 29.434
6. Lowes S. (GBR) Honda CBR600RR 30.765
7. Lonbois V. (BEL) Suzuki GSX-R600 32.599
8. Johnston L. (GBR) Honda CBR600RR 37.778.


Superstock 600 Points (8 of 10 rounds):
1. Baz (Yamaha) 146
2. Vostarek (Honda) 121
3. Bussolati (Yamaha) 107
4. Rea (Yamaha) 97
5. Linfoot (Yamaha) 87
6. Petrucci (Yamaha) 69
7. Beretta (Suzuki) 69
8. La Marra (Suzuki) 49.