MotoGP German GP Preview: Honda’s Heaven

MotoGP arrives in Germany this weekend, for the ninth round of the championship, at the Sachsenring. Valentino Rossi reignited his championship hopes last weekend in The Netherleands, as he won at the Assen circuit for a 10th time, becoming the only rider to win 10 races across all classes at the circuit in Grand Prix. However, the Sachsenring is a happy hunting ground for Honda. They have won every race since 2010, with the last non-Honda win coming from Valentino Rossi in 2009. Marc Marquez is one to lookout for here, with his former flat-track experience coming in handy around a circuit which features seven consecutive left handers. He has won every race he’s been entered in at the circuit since 2010, making him a clear favourite to take honours once more.

As we approach the halfway point in the championship, Andrea Dovizioso and Ducati lead the championship standings. This is the first time since the 2009 Italian MotoGP that a Ducati has led the standings. It is also the first time ever that Andrea Dovizioso has led the championship in the premier class. His form around Germany isn’t anything too special, although a podium last year shows that perhaps he has found something at a circuit that is known for posing the threat of rain. Three podiums at the circuit since his career began in 2002 isn’t great but Dovizioso hasn’t finished outside of the top-five since we’ve been in Europe this season. Another solid result may sees him in proper title contention come the end of the ninth round.

Maverick Vinales comes to Germany off the back of a shambolic weekend at Assen, which saw the young Spaniard on the 4th row after qualifying, and on the floor during the race. He, like teammate Rossi, also suffered in Catalunya, making the previous two races his worst when you combine his points together. And if you’re expecting a Vinales victory in Germany, think again. He is yet to finish in the top 10 at the circuit in the premier class and hasn’t had a podium at the Sachsenring since his Moto3 championship year in 2013. Yamaha haven’t had a win since 2009 and with Vinales’ fragile state of mind following two awful events, he may be happier than others to reach the Summer break, to get his head together for the second half of the year.

Valentino Rossi showed us that there is life in the old dog just yet, with a superb victory at Assen. Using the ‘new’ Yamaha chassis has paid dividends to The Doctor, who slashed a 28-point deficit in the championship to just seven – three behind teammate Vinales. Rossi was only 8th at the track last year after the circuit dried out, with him ignoring his pit board. His most recent podium at the track came in 2015, when he was 3rd, making it the 11th podium for him at the circuit. Rossi hasn’t had back to back wins in MotoGP since 2009 at Catalunya and Assen, so he’ll be looking to update that particular statistic. Rossi’s last win at the Sachsenring was also the last time he qualified on pole at the track. If he does take back to back wins, he will be the second oldest rider to do so, after Les Graham in 1952, winning at Monza and Montjuic Park at the ripe old age of 41.

Reigning champion and Sachsenring specialist Marc Marquez slipped to 4th in the championship after Assen, despite finishing 3rd, achieving his 4th podium of the year. Marquez will be looking to surpass Valentino Rossi in premier class wins at Sachsenring, with both currently on four. He will also be hoping to become the first rider to take five straight wins at the German Grand Prix since Giacomo Agostini between 1967 and 1972 – although organisers were alternating the German Grand Prix between the Hockenheimring, Nurburgring Sudschleife and Nurburgring Nordschleife tracks. Marquez has not qualified on pole since the Americas Grand Prix five races ago. This is the first time since moving up to the premier class that he has gone five consecutive races without securing pole. Having said that, Marquez is yet to not start on pole at the German Grand Prix in the premier class.

Just when you thought Dani Pedrosa had rediscovered his old form and confidence, a 13th place at Assen suddenly questions it. He was 2nd in the series standings after Le Mans, but now finds himself 5th, although just 28 points off Dovizioso. The Spaniard is the only rider – other than Marquez – to win three or more consecutive races in the premier class at the track, and was the man who initiated Honda’s win streak at the venue. Pedrosa has seven premier class podiums at the track, although last year saw him yield just 6th. Dani Pedrosa’s 13th in the Dutch GP was only the 2nd time in his career that he’d finished in that position. The last time was at Welkom in 2001. The next race saw him finish 10th, at Jerez.

Revelation of 2017, Frenchman Johann Zarco will be seeking to repeat the feat he achieved last season, pinching the victory from home-hero Jonas Folger on the run to the line on the last lap. Although some may say that Zarco will not win a race, don’t be so sure. He’s led three races this season, the same as Valentino Rossi. Zarco has finished inside the top two in his last two Moto2 appearances, however, his only other podium comes from 2011 in the 125cc class. 14th at Assen was his worst finish of the year and the first time he had finished outside of the top 10. Zarco will be out to make amends in Germany.

The next two riders in the championship are Pramac Ducati’s Danilo Petrucci, with Jorge Lorenzo in behind. Petrucci has shown some incredible pace in the run into the mid-season, with two podiums from the last three rounds. Jorge Lorenzo on the other hand finished just 15th at Assen and has one podium less than Petrucci. Lorenzo has never won at the Sachsenring and hasn’t been on the podium there since 2014. Petrucci crashed out whilst leading last year – his best result is 9th from 2015.

Cal Crutchlow’s late surge in the final few laps at Assen saw him finish 4th, moving to 9th in the championship. Seven points behind him is Jonas Folger, who suffered his first DNF of the season at Assen. Both riders finished 2nd in their respective races at the Sachsenring last year. Cal has finished every race he has entered in Germany during his MotoGP career, with his only non top-10 finish coming in his rookie year, with 14th in 2011. Folger on the other hand has only 1 podium to his name at the track, which was last year. A German rider hasn’t won the German Grand Prix in the premier class since Edmund Czihak in 1974. This was also the last time a German won a premier class Grand Prix.

Jack Miller and Alvaro Bautista are next along in the championship. Miller took his best result of the year last time out, with 6th. The Australian was also a race leader in last year’s German Grand Prix, before dropping to 7th. He won the Moto3 race there in 2014. Bautista was running strongly at Assen before crashing. It was the Spaniard’s 4th crash of the year during a race which has resulted in him retiring. Apart from his rookie MotoGP year, he has finished in every premier class German Grand Prix, with a best of 5th in 2013. He finished 10th last year, on an Aprilia.

Scott Redding and Loris Baz are separated by just two points coming into the ninth round of the championship. Redding was riding well until his penultimate lap crash at the chicane last weekend. Loris Baz however, took a hard-fought 8th place – his best finish of the year. Redding was marginally beaten to the podium at the German Grand Prix last year, finishing 4th, whereas Baz is yet to score points in the country in MotoGP. He has never had a top 4 in the country at any circuit throughout his racing career.

Andrea Iannone showed something of a return to form last time out at Assen, with 9th place, riding as high up as 6th at one point whilst also setting the fastest lap of the race until Redding bettered it. Iannone has been 5th at the Sachsenring for the previous three years and if it was to happen again this year, it would be his best result on the Suzuki. Former Suzuki rider Aleix Espargaro is right behind Iannone in the championship. A run of mechanical gremlins were discontinued at Assen, with the Aprilia ace taking his first top-10 since Jerez in early May. Since returning to the premier class in 2012, Aleix has scored points in every German GP.

Tito Rabat is level with Aleix Espargaro on points, however he is yet to have his first top 10 of the year. The Spaniard is improving, although the Sachsenring is a track which he has never had a podium at across his career. Hector Barbera is next up in the championship in 18th. He achieved his best result of the year as Catalunya but dropped to 16th at Assen last time out. This was the first time since last year’s Japanese GP that he has actually finished a race outside of the points. The Spaniard qualified a sensational 2nd last season at the track, finishing 9th in the race – equalling his career best at the circuit in the premier class.

Karel Abraham achieved his first top 10 in MotoGP since Valencia 2012 last time out, equalling a career best finish of 7th in the MotoGP category. He has finished every race he has started in Germany in the top class, with a 5th place in Moto2 in 2010. Pol Espargaro follows him in the championship in 20th, although he achieved his best result of the year at Assen last weekend. His best finish at the Sachsenring in MotoGP was a 7th in 2014, although he has 1 podium from Moto2 in 2013.

Alex Rins made a name for himself at Assen for all the wrong reasons, by getting in the way of Danilo Petrucci. Rins crashed out of 2nd place at the German GP last year in Moto2, but was 3rd the year previous. He has one win, back in 2013 in Moto3. Suzuki as manufacturer haven’t won at the circuit since Kenny Roberts JR in 1999, although that was prior to the current layout.

Brits Bradley Smith and Sam Lowes bring up the rear of the table as far as full time riders are concerned. Both failed to finish last time at Assen. Smith was 13th in last year’s race in Germany, whereas Lowes failed to finish his Moto2 race. The last British premier class winner at the German Grand Prix was Barry Sheene in 1977.

Kiko Giles @MotoGPKiko

Knockhill: Should it Stay or Should it Go?

Image courtesy of Impact Images, from JG Speedfit Kawasaki.

After a crash-fest on Friday morning, Knockhill has come under scrutiny from British Superbike riders and fans, with the precedent being set that the circuit needs investment in safety. Whilst some riders like the track and enjoy it’s challenges, others have slammed it, with riders such as Josh Brookes in the Superbikes and Ryan Vickers in the National Superstock 600 class saying that a change has to come. Here’s what some notable people in the paddock had to say about visiting Knockhill.

“I like Knockhill! This circuit has always been really good to us and I actually really enjoy it”, said Luke Mossey, who now leads the BSB championship. “Yes, it’s a bit far from my home town but it’s just one of them things really. Like I say, it’s been good in the past and will be good again I’m sure”.

Also fighting the pro-Knockhill corner was Superstock 1000 ace, Danny Buchan. “I think Knockhill is safe enough, for sure. It depends on the nature of the crash”, began the ‘Basildon Bullet’. “Glenn Irwin’s crash was very unusual and could’ve had the same end result if it happened at any other circuit. If they took it off, we’d just have to adapt”, said Buchan, speaking pragmatically about the circuit’s future. “It’d be gutting for the guys in Scotland, like it is for the guys in Ireland with no Mondello Park”.

Pete Extance, team owner of the JG Speedfit Bournemouth Kawasaki Team was far more balanced in his response. “The circuit itself gives some great racing, riders enjoy it and yes there’s been a few accidents but the riders have to ride within themselves and the levels of the circuit”, Extance stated, having had his rider, Leon Haslam, wiped out of contention for the weekend by a cold circuit. “I think if you start considering Knockhill being removed, you’ve got massive problems. You’d have to start looking at Brands Indy. I think we should continue coming up north. It’s down to the organisers and the circuit to improve the safety”, although Extance goes on to say that the medical facilities are fantastic.

“One thing that is for sure is that BSB is the safest championship to be in. Great medical care and I think they are certainly very careful within safety”, he continued. The Bournemouth Kawasaki Team Owner did however acknowledge that there are improvements needed for the circuit. “There are some areas around the circuit which need more run off, whereas there are others that have sufficient amounts”.

Extance finished by looking on the brighter side of things at Knockhill, saying, “I’m not sure we can blame the circuit for the incidents on Friday Morning. Also, it’s a national championship and the tents that have been erected at the end of pit-lane, whilst not ideal, aren’t a bad working structure.

However, Ryan Vickers branded the circuit as “needing development”. It definitely needs development and their first port of call is to resurface the circuit”, said the 18-year-old. “The bumps into the first turn and then into the final turn are horrific. Things like the chicane, the bikes have outgrown it, even for a 600cc. I had a little run on in practice but because the distance from the circuit to the barriers are so short, I had to lay the bike down. The track doesn’t cater for mistakes”.

Vickers continued, saying, “I wouldn’t really miss it judging by this weekend but it wouldn’t be good for the people of Scotland. Knockhill needs looking into within the next couple of years, because it’s about rider safety at the end of the day. It’s not safe with the bumps and the cambers.

Former champion Josh Brookes back up the opinion of the National Superstock 600 riders, saying, “I would not miss this circuit if Stuart Higgs took it off the calendar”.

Brookes continued, also mentioning how the series itself needs to help Knockhill improve, with more funding required. “I kind of want to say that it needs to be on the calendar but it’s not like we are short for space. Why doesn’t Stuart Higgs get in with Jonathan Palmer and make some sort of business plan and sort the circuit out. We can have a bit of extension, buy more land to make more room and have some more circuit. Widen the track, resurface the place to take the bumps out and all of a sudden, you’ve got a pretty decent circuit and a round of the championship that everyone is looking forward to”.

The Australian also said, “This year, more than any, has illustrated that there needs to be change here. It’s not because we don’t want to come to Scotland, it’s because the circumstances are what they are. Something has to change. I’m sure that there is enough money between the big people of this series to invest in the track”.

The general consensus speaking to others around the paddock is that as much as it needs improvement, it would be a disaster for the Scottish people if they had no circuit to come to. However, improvements have to be made in order to keep everyone and every rider happy and safe. Whilst tradition is key, British Superbike directors will have to think carefully about whether it should override the modern times and demands of the modern bike. If a 600cc bike has outgrown the circuit, then investment will need to be required as soon as possible.

Having said all that, there are plenty of people who are enthusiastic about coming to the circuit itself. It is not far from the nearest town, Dunfermline, which is a massive plus compared to somewhere like Brands Hatch, which is similar to Knockhill if you compare them with the Indy layout. The circuit provides excellent racing and history suggests that there’s rarely been a serious accident at the circuit.

In 2013, Matthew Polanski was killed at the circuit, whilst a second rider was airlifted to hospital from a separate accident a day later – although it may be worth noting that these accidents occurred whilst running the circuit in the opposite direction to the BSB riders. This was only the 2nd time in 25 years that a rider needed to be airlifted to hospital. Knockhill’s safety record is far superior to the likes of Cadwell Park, Brands Hatch and Silverstone. This highlights that Knockhill, while some say it is dangerous, is no more dangerous than anywhere else and that in fact, is one of the safer circuits on the calendar.

Whilst this may not have been at British Superbike level, the fact that it was only four years ago will be alarming. As bikes get quicker and riders push limits, accidents are inevitable. However, it’s how you limit the risks and narrow the vulnerability of a rider on circuit that matters. The bottom line is investment is needed at the circuit, before there are any snap decisions to remove it all together.

Image courtesy of Impact Images, from JG Speedfit Kawasaki.

Everquip Racing’s Road to the British Superbike Paddock

Image courtesy of Gareth Davies of Full Factory Photography. You can find him on Facebook and Twitter, so follow for all the awesome pictures.

It is one of the most incredible stories surrounding a team formation in recent years. A business owner from Hornsea on the picturesque Holderness Coast took a huge risk in backing a certain rider in British Supersport last season – admittedly knowing little about the world of motorcycle racing. From tears and cheers to heartbreak and despair, as well as the graft and hardwork, Everquip Racing formed to become a full-time team in the British Supersport championship in 2017, with South African star Bjorn Estment as their rider. But the journey undertook to get to the championship is simply incredible. This is how Everquip Racing came together to be part of one of the most competitive championships in the world.

Stuart Everard, one of the owners at Everquip Garage Equipment, has been in business for over two decades. Carl Crisp, a former racer, is a Director at Everquip, along with Lyndon Blackburne. However, unlike Stuart, he has a fond interest in motorcycle racing.

The Hornsea bike event of 2015 would be the start of the interest in the world of bikes and bike racing. Thousands of people from the area and elsewhere descended onto the event, leaving Stuart thinking, ‘if only the event had a sponsor’.

Meanwhile, South African Bjorn Estment was thinking the same thing, this time however, it was about himself. Estment has been one of the stars of tomorrow for the last couple of seasons but he has never been allowed to showcase the talent that many know and believe he has. Due to his lack of interest in the sport, Stuart Everard reluctantly sponsored Bjorn, who at the time was riding for East Coast Construction – the same team that Lee Johnstone brought success to from the road racing scene.

On the return to the 2016 Hornsea Bike Event, Everquip sponsored the festival. Bjorn was also in attendance, with his bike at the time (a Triumph). This was the first time that Stuart had personally met Bjorn. Instantly impressed with the South African’s ability to charm people and his determination to succeed in the motorcycle racing world, conversations instantly became serious. Everard recalls having a few pints at Cadwell Park last season and falling off his much loved van, laughing about going full time for 2017. The subject was discussed but no promises are made.

I first learnt about Bjorn’s lack of ride at the Hornsea bike event last year but told him to go to Donington Park. The South African joined Fred Clark on the circuit commentary throughout the weekend, announcing that there was discussion about coming back to the British Supersport Championship. Everard, during a journey from Knockhill to Sheffield, told me that he wanted Bjorn to take a step back from racing at Donington Park, to reset more than anything. To get a taste of the action, Everard and business partner Carl Crisp went along to Assen, The Netherlands; one of the most iconic circuits of all time. As well as getting an idea about the effort, he was getting an idea about branding and what it takes to become a successful team in BSB.

In typically Dutch weather conditions, British Supersport qualifying began. The track was drying and times were getting quicker and quicker. Suddenly, Estment went top, which was half expected as the drying conditions helped all out on circuit. However, nobody who crossed the line after him could beat the South African’s time. In their first proper weekend together as a team, Estment and Everquip were staring down the barrel of pole position. Although Mason Law and David Allingham would pip Estment to pole, it was a stirling effort which nonetheless put him on the front row of the grid at what I dubbed last year as “The Cathedral of Dreams”. Everard recalls the moment in his own words:

I remember being in the pit garage thinking that this could be something really special. What I did not expect was the reaction of the team. Grown men crying in the garage, I’m thinking ‘what the hell am I getting myself into here?’. When I saw how much work went into Bjorn and how much passion there was in the team, I thought, ‘this is what I want to do next year’.

The season would come to a sticky end at Brands Hatch, with a 14th place and DNF. Tempers ran high, with fallouts amongst various different team personnel. But this wasn’t enough for the team to break up and dissolve. An announcement was made on the Saturday of the meeting that the team would be a full time feature in 2017. The emotional connection and bond had become too strong.

When MarTrain Racing announced their immediate withdrawal from motorcycle racing, it became the perfect opportunity to buy a motorbike which had proven success. The bikes and the spare parts were snapped up and the formation of Everquip Racing was underway. A Michael Dunlop engine was snapped up and now it was finally happening. Along with the purchase of the parts required to actually go racing, branding became important. Racking up the views on Facebook and Twitter, the team was gaining respect and presence in the paddock. Their launch was made in front of over 500 people in Hornsea, where it all began in 2015, from a local businessman wanting to do good for his community.

Then, the real racing began. Testing in Cartagena was far from a lads holiday. A fuel leak almost caused a major disaster for the team but thankfully they avoided the calamity. Bjorn then arrived at the first race of the season where he crashed the bike straight away. However, it would be more pressing circumstances that would act as a wake up call for the rookie team.

But the frightening prospect is overcome by Bjorn’s passion and drive to succeed. “The inspiration that Bjorn carries with him makes the whole team pull together to do well”, said Everard, as we now arrived back on the English side of the border. “I’m not into bikes but I’m passionate about Bjorn. The thrill of racing and excitement to the point where you feel sick compared to wanting to do well and get podiums is the best. The sheer balance is incomparable”.

Not many riders have been given the massive opportunity that Estment has. But, that said, he doesn’t take that for granted at all. A life long supporter of MotoGP superstar Valentino Rossi, Estment always has a spec of fluorescent yellow on his leathers. If you’re privileged enough to experience the Everquip Racing Hospitality Unit, then you will notice a yellow piece of flooring surrounded by grey and orange. The yellow is Bjorn, whilst the grey and orange around him is the team. Estment is incredibly grateful for the team but also for the backing that saved his career. He is a real team player. So many riders have struggled with sponsorship over the years that has restricted their efforts to grow, like Luke Jones for example. You just need a break and Estment has got that. Likewise, the team have got Estment, one of the biggest stars in motorcycle racing to come.

Here is what Bjorn had to say about working with the team and the opportunity he has been given:

As a rider you literally grow up hoping, dreaming and believing that one day you will get the opportunity so many strive for and few are fortunate enough to be given. Few are presented with an opportunity to achieve success and greatness in ones given passion!

My said ‘passion’ is motorcycle racing and at the the back end of 2016 (arguably one of the toughest seasons) I was thrown a life line of great proportion with the chance to run with the full backing of market leading inspection pit and garage equipment company, Everquip Garage Equipment ltd. This chance/opportunity that I have been given is a remarkable turn of events after previous campaigns and seasons where due to many limiting factors, I could only show flashes of skill and potential that many believe I posses. After years of hard work, dedication, desire and a relentless will to achieve and get to where I believe I should belong, Everquip Racing have given me a much needed chance and I am eternally thankful to them. I will not let them down! Also, a massive shout-out to Total Building Services, Pro Air conditioning and pulse engineering – my loyal personal sponsors who have supported me through the tough times and the good times.

Looking back at what seems like a whirlwind season already, I believe we have achieved so much in such little time. We as a team can be proud of our debut effort in British Supersport, and we’ve delivered a number of solid results which potentially, could’ve been even better had Lady Luck been on our side at moments along the way.

We have made our presence known and felt as a team and provide consistent entertainment to many friends, fans and followers. I believe we are well liked as a group and an asset to the British Superbike paddock! I certainly believe we will be a force to be reckoned with in the very near future with a run of circuits that play right into our strengths.

My father once said and continues to say to me, “We see so far because we stand on the shoulders of giants”. Everquip are mine and my boys giants and together, as a unit, we will dream. We do believe and we will certainly achieve.

We hope you all come along for the ride, support us and enjoy the roller coaster that is Motorsport, motorcycle racing and more specifically, British Superbikes

The team have a great working atmosphere however. Having experienced the whit and banter of mechanics Derek Rhodes (lead mechanic) and Mark Hill when they gave me lifts from Dunfermline to Knockhill and back throughout the weekend, the team oozes drive and positivity. Mark is also a sponsor of the team, with MHP Exhausts. The food is all cooked by Stuart’s wife Andrea, alongside Jane Gough and Sarah Kennedy, who, after spending sometime with them both and other members of the team on Sunday evening, really pushes for success and strides for the best. The team is everyone’s first concern. Ryan Estment, Bjorn’s brother, is Team Manager, whilst Joe Bolton is a third mechanic. James Grantham is a loyal sponsor of Bjorn’s, who attends all rounds with the team. The only thing Stuart believes is missing, is a data technician.

Sponsors besides Everquip are Michael Barraugh Steel, Pneumatic Engineering, Watts Mix and Total Building Services. Without these sponsors, racing would not be made possible and it goes again, down to the will to give Bjorn and the Everquip Racing Team a big break.

The team have massive plans. There’s discussion of buying a the new Yamaha 600cc machine, as well as progressing through the British Superbike paddock, remaining with Bjorn. Everard admitted that it is a steep learning curve and that he “wishes he knew more about bike racing”. He said he “regrets not getting into bikes sooner, but I always wanted to work in F1 driving the trucks”.

“When he wins, there will be a huge party! We believe in becoming successful so much that we will keep going until we achieve that goal. Resilience is so important. The risk and the stress is far greater than I had imagined but it’s that edge-of-the-seat aspect that makes us want it more”.

From not knowing much about motorcycle racing to being fully immersed in it, Stuart Everard hasn’t just embraced the BSB culture with welcome arms but he’s allowing someone to go all the way. The transformation of the team is absolutely remarkable. They could never have imagined being so successful, so soon – with 6th place at Oulton Park being their last result following Bjorn’s frightening accident in Knockhill qualifying.

It’s an inspirational journey. A journey that has seen tears of joy and moments of anger unite a team together for them to set off in achieving one, end goal. In the words of Stuart Everard coming through Newcastle on Monday morning after the Knockhill weekend: Allowing someone to fulfil their dreams is one of the most amazing and satisfying experiences and it is an honour to do something for a lad who simply wants to ride his bike and win.

 

Kiko Giles @MotoGPKiko

Josh Brookes Evaluates his TT Return

Image courtesy of Martyn Wilson, of Pitlane Photography

Having had two years away from the Island, Josh Brookes returned to Snaefell Mountain Course, achieving his best finish to date with 6th in both the Lightweight TT and the Senior TT, for Kawasaki and Norton respectively. Besides the results, the Australian sensation spoke to me about his experience whilst over on the Isle of Man, particularly with how he adapted to riding such a vast range of machinery. He also talks about how mental and physical strength can be pushed to the limit when track time is limited.

How would you sum up your Isle of Man TT experience?

It was a frustrating couple of weeks. The weather wasn’t very kind. I kept thinking that the top guys such as Hutchy and Dunlop wouldn’t be too bothered because they’ll use their experience and they’ll only need 6-8 laps. After that, they’re in their rhythm, they’re in the groove, they know the track and the bike is sweet. However, I think they were spending a lot of time trying to set their bikes up the way they wanted them so they probably wanted more laps too.

In any case, for me, I wasn’t really looking to make a lot of changes to the bike because I was happy with the way it was working. I just needed laps for myself and get calm within the circuit. Having two years away meant that it was very difficult to remember how deep you went into each corner at what speed to make it through, not necessarily which corner was up next. It’s very difficult to explain to people who haven’t ridden the bike or the circuit. Even if you have done either of them, it is still very hard to grasp exactly what it is that you lose. Lots of people think that you’ve forgotten the track so you go slower.

However, although you might know the corners coming up and the sequence, the problem is that you’re trying to remember from the last time. You may get into a corner at 150 km/h but when you arrive and brake a little bit too late, that’s because you thought you could get to a certain point that you were at last time. You have to ride slower and then build up to it; obviously, it’s a long way round and a lot of corners so it takes a long time to remember the whole circuit and the succession of approaches and exits. It’s a little bit like a new CD. You won’t know what song is coming up next but once you’ve listened to CD over and over again, you anticipate the song coming on and sing word for word when the song does come on.

As the week goes on and you get more practices, you know what’s next and feel relaxed and kind of prepared for what is coming next. Having so few laps in practice determined my success I think. Considering all that, I had a really good race and to come 6th in the Senior TT with the bike and the first time I’ve ridden it and after all the problems regarding the weather, it was a great finish. I’m pleased and proud with everything I’ve done.

It’s not just knowledge either, you do adjust too. Your body acclimatises to the experience. At the Sulby Straight, you know that on a Superbike, you can go flat out right to the end on any bike. However, it takes about eight laps before you dare do it. Even though you know it can be done, things are going passed your head at that speed and your self-preservation kicks in. Even if the bike isn’t much better and you’re not much better, it makes it easier to ride at that speed than what it did before.

Was returning to the TT harder than when you first went?

It was harder when I first went, for sure. Don’t get me wrong this year was still hard and I was surprised. It did give me a lot more respect about what I was able to achieve in the first year. The first year wasn’t actually a very good year either. The first day was wet. The second day, my teammate was killed. The third day was wet. We was quite late into the week getting any form of practice then as well, which emphasises even more the success of this year and of my debut year. Even then, I set my fastest lap during the race, which at the time was the newcomers lap record. I didn’t realise at the time what I had done. So, coming back this year was almost like being newcomer all over again. When I was building the feeling up again, I thought ‘wow’, because I must have been going through the same feelings I went through as a newcomer because it’s very difficult to learn. It wasn’t as hard as learning it for the first time but it wasn’t an awful lot different.

In the 2013 Superstock race, I pitted with a chain issue which forced me to retire. In the Senior TT, there was a fault with the electronics and I didn’t carry on. The only full race I got was after three days of practice and a condensed load of laps. I didn’t recognise it was such an achievement until now, having had two years off, where I can really appreciate that year because it was my first time. Coming back this year felt like I was re-living that same process. I felt completely at ease with my knowledge and feeling of the track by the Senior TT.

It must have been hard to adapt to so many different bikes around one of the most difficult circuits in the world?

No, not really. The Honda that I raced wasn’t too bad. I had rode the CBR 600cc bike to third in the World Supersport championship behind Andrew Pitt and Jonny Rea, with a win at Donington Park that year and because the bike is relatively similar to how it was then, it wasn’t too difficult. What realistically should’ve been three new models hasn’t worked out. I hopped on a bike that felt like my own.

Also, the difference between a Supersport, Superstock and Superbike, as varied as they are, isn’t too much. Therefore, it isn’t too hard to adapt. It feels different but it is something that riders have to be able to do. To be a good rider, you have to have a certain amount of adaptability. I found it more difficult with the lightweight. The speed, the weight and the gears were so different. It was also a bike that I’d never ridden before – I only had two laps to qualify it and then raced it. I think I rode the bike well. Again though, the start of the race was slow because I just needed more time with the bike. It’s the kind of bike where you need to use every single inch of road to really make it work. It’s not physically difficult to ride because the engine in the bike is lighter.

One thing many people don’t understand about motorcycle racing in general is weight. The weight of a 1000cc bike on scales may be the same as a 600cc, however, the gyroscopic weight is massively different. Therefore, as a rider you have to adapt and try and control that gyroscopic weight so then, a 600cc feels really easy to ride. However, the 650cc is on weight, heavier but the gyroscopic weight makes it easier to ride than a 600cc bike because it had a two cylinder crank, so it’s narrower and feels so much better to ride.

These elements of the bike make it feel easier to ride but you have to take more risks, because to make it work. It was a bit of a rock and a hard place really. As I was learning the bike and willing to push the limits with the track, I got quicker but unfortunately, you need to go from the first lap. As soon as you get the tap on the shoulder, the quick guys are off and that’s when experience, skills and track knowledge comes into play. I feel I’ve always been stereotyped as a risk taker but actually, I think that’s inaccurate. I feel more reserved and calculated than most other people; my riding style in earlier years may have promoted the idea from a spectator point of view as, “Wow! He’s on the edge!”, whereas I’d look at that and think that’s how that bike needed to be ridden at the time. A bit like Marc Marquez with the Honda. I feel like I only take risks when I’ve calculated them and I believe that it is that approach that keeps me safe on the roads.

Did the difficult weather make it more physically and mentally demanding?

The problem was that when I did get laps, it was all on one day. Instead of doing five laps, having a night to sleep it off and coming back the next day to talk about it and let it all sink in and digest the information before having another go, I was like “missed yesterday, missed the day before, missing tomorrow” and suddenly, I had 9 laps in one day. After that, my head was absolutely fried. I needed the laps, yes, but I didn’t dare do another one! I was physically fatigued, my mental ’data’ was completely maxed out. There’s no more room for information. Even if I did another lap, I wouldn’t have gained anything. This year, the TT was a fight against time.

Does skill alone win you a TT or do you need a lot of experience?

My riding skill is as good as everyone above me and my learning skills is pretty strong – being fastest newcomer in 2013 proves that. Riding different bikes means that I can also adapt and that has been a consistent trend throughout my career. At the end of the day, it does come down to experience. That’s what I needed more of.

 

Kiko Giles @MotoGPKiko

Rossi Writes Records in Thrilling Dutch TT

 

Valentino Rossi took his first win of the 2017 MotoGP season after a thrilling Dutch TT at Assen. Pole-sitter Johann Zarco pitted to change to wet tyres after the rain began to fall, ending his hopes of a GP victory. A late surge from Cal Crutchlow and Andrea Dovizioso saw them go head to head with Marc Marquez, whilst Danilo Petrucci’s race win challenge was thwarted by Alex Rins on the final lap, after the Spaniard failed to get out of the Italian’s way whilst being lapped at turn 7.

The race started with Johann Zarco taking the hole-shot down into the first turn, with Marc Marquez and Valentino Rossi slotting in behind. Petrucci dropped to 4th whilst Alvaro Bautista careered down the outside, into 5th place. Championship leader Maverick Vinales was mired in 11th place, failing to make up ground off the line.

Having waited and weighed up the situation, Valentino took the lead with 15 laps to go, from Johann Zarco. The two would tangle at turn 4 however, with Rossi running wide, giving the French sensation half a chance to take the lead back. As Zarco went for the inside line, Rossi swooped around the outside, colliding with Johann, who was then under attack from Marquez and Petrucci.

Danilo got passed Marquez and Zarco, before catching up with Valentino. With 8 laps to go, the front four started to telescope together as the rain came, lubricating the circuit enough for the likes of Zarco, Rins, Hector Barbera and Jorge Lorenzo to come in to change.

Meanwhile, out front with just 5 to go, Petrucci took the lead on the inside on the run back towards the pits, leaving Rossi vulnerable to a Marquez and Dovizioso attack.

Petrucci and Rossi pulled away however and at the chicane one lap later, it was the Yamaha rider who got under Petrucci’s Pramac Ducati, which would be how it stayed until the end of the race.

Rossi took the win despite Petrucci closing right in on The Doctor rider through the final chicane. It was his 115th win and his 10th at the Assen track. Completing the podium was reigning champion Marc Marquez, who put a stunning pass on Britain’s Cal Crutchlow at Ramshoek, leaving the newly re-signed LCR Honda rider 4th, ahead of Andrea Dovizioso, who is now the championship leader after Maverick Vinales crashed out.

Rossi’s victory meant that he set another record in his career. The Italian now has the longest winning spell of any rider in the history of the Motorcycle Grand Prix World Championship. He also became the first rider in the history of the sport to take 10 victories at more than one European circuit – excluding the TT. It was his 224th podium and the victory also meant that Yamaha took their 16th premier class win at the circuit.

The next race in this sensational season comes from the Sachsenring, this coming weekend. the circuit has been a happy hunting ground for Honda in recent years and Marquez is yet to lose a race there since 2010. Rossi trails series leader Dovizioso by 7 points.

Kiko Giles @MotoGPKiko

Reid Joins Tyco BMW in Superbike Deal

Image courtesy of Bournemouth Kawasaki 2016

 

Andy Reid has joined Tyco BMW following a test at Kirkistown on Monday.

Reid has been out of a ride in 2017, having won races in British Supersport for the previous two seasons, firstly with Keith Flint on the Team Traction Control Yamaha and then on Pete Extance’s Bournemouth Kawasaki.

The hard-charging tattoo artist from Belfast will make his debut in the British Superbike championship at the Snetterton 300 circuit this weekend, hopefully alongside his new teammate Christian Iddon, who is still recovering from a nasty arm injury sustained at Knockhill.

“I’m just delighted to have been give this opportunity by TAS Racing and Tyco BMW to finally join the British Superbike grid, said Andy, making his first British Superbike racing appearance of the year.

“I’m coming in as a rookie with a clean slate, so I’m coming with an open mind and ready to learn from an experienced team. They are a team I have always admired and yeah, I’m pretty excited if I’m honest.

“It will be a steep learning curve, but again I have confidence in my ability to learn, but I also know it’s not all about week one; this is a work in progress and I can’t wait to get started, explained the 23-year-old.

Reid was runner-up in the 2014 National Superstock 600 championship behind World Supersport rider, Kyle Ryde.

Kiko Giles @MotoGPKiko

 

Alan Carter on the 1986 British Grand Prix and his Moving Personal Life

In 1983, Alan Carter of Halifax became the Motorcycle Grand Prix World Championship’s youngest ever winner, after a thrilling ride in the 1983 French 250cc Grand Prix – a weekend that will be remembered as a contrast to Carter’s emotions. In a time when the north of Britain had been seemingly forgotten about, there were big hopes. Sadly, Carter was never allowed to fulfil his massive potential and due to a number of reasons, never became the World Champion that he and us fans know he should’ve become. In an incredible interview held at Knockhill on Sunday evening where I spoke to Alan himself, he recalls the tragedy that rocked the family as well as the infamous 1986 British Grand Prix, which proved worth fighting for in more ways than one.

In 1986, I raced on a Cobas, built by Antonio Cobas. He was an incredible engineer but the biggest problem we had was that the team couldn’t speak english. I’d had the same team for the previous three seasons but when I went to Cobas in 1986, I ended up with a team full of Spaniards. Looking back on it now, it was funny and brilliant but obviously at the time it was stressful and annoying. They also liked a couple of bottles of Rioja during their Siesta times. That wasn’t very useful because when they came back, none of them could remember what they had tightened up and what they hadn’t, so I spent most the time on the floor after my bike seized up!

The problems started in Belgium. I was sat behind Sito Pons in 2nd, with Donny McLeod 3rd. I thought that I’ll just wait behind him and pass him on the last couple of laps and take the win. Unfortunately, my bike went onto one cylinder so my plan went out the window. I should’ve come out of the Belgian Grand Prix 1986 finishing at least 2nd, but I actually finished fifth, not too far off Dominique Sarron in 4th. I came away from there extremely pissed off.

What happened now was that I trained like crazy for Silverstone: I was going to win the British Grand Prix. We used to have Thursday practice which wasn’t timed and then Friday and Saturday practice which was timed. To us though, Thursday was timed, as we had someone doing it ourselves and then find out where we was. When I came back, I saw that I was top of the time-sheets. I was absolutely buzzing!

On the Friday, I went into the first turn – off the back of a 5th gear Woodcote back then – and the bike seized up and chucked me off. The crash bashed me up a bit and obviously knocked my confidence, even though I was a professional. I had a pretty poor qualifying but luck was on my side, because it absolutely threw it down on race day, by that point I thought a win was guaranteed.

After about five laps, I took the lead but the rev counter had stuck to about 7,000 RPM. We used these Tony Dawson rev counters which were good when they worked but in reality they were a bit hit and miss. So now, I’m racing a two stroke which has a very narrow power band and can only change gear through listening to the engine because my rev counter had become irrelevant. Because I was focused on the engine, it took the edge off my performance so me and Dominique Sarron swapped places a few times. On the final few laps, I started to catch Sarron again and people said that I probably wouldn’t beat him, although I thought I could. 2nd place at the time didn’t mean anything to me because I wanted to win so much.

I started to reel him in and closed down the gap, which was approximately 2 seconds. As I came out of Stowe corner, I knew that if I had a chance of winning, I needed to get a good run. When I arrived at Club corner, time was running out but I was still a believer. I got on the power a fraction early, the rear came round on me and I crashed out of 2nd place in the British Grand Prix. It was all my own fault and there’s no questions about that.

Amongst all of the panic and the pandemonium and confusion, I picked the bike up and the only damage to it was the clutch lever. I managed to wedge the clutch lever back – like you can – so I could rejoin. I only needed to use it once to start the bike because I still wanted to finish. Everything was going fine until this marshal came along. Obviously he was concerned because I was at the side of the track and he didn’t want me to be taken out by someone who might crash like I did. However, he came up to me and knocked my arm, which then knocked the clutch lever which made me f*****g livid! I went to throw a punch at him and completely lost the plot! I ran back to the bike and tried restarting it but I didn’t realise that I was trying in sixth gear, so it wouldn’t go anywhere. I ran 50m with it but I was absolutely exhausted. I was 45 minutes into a Grand Prix so I just put the bike down and collapsed at the side of the circuit and that was it. It was all over.

I finished 17th in the world championship that season. It was the same year that my brother, Kenny, killed himself and his wife. He was my manager, my best mate and my best friend. He was World Pairs Speedway Champion with Peter Collins in 1983, he was a double British Speedway Champion in 1984 and 1985, winning the 1984 championship with a broken leg. He was controversially excluded in 1982 from the Los Angeles event which ended the year. He clashed on track with eventual champion Bruce Penhall. It was the best racing I’ve ever seen.

All in all, I felt robbed at the time. I knew I could’ve and probably should’ve gone on to win world championships but it wasn’t to be. I was on a short list of four riders for a factory NSR Honda. The others were Dominique Sarron and Carlos Cardus – I can’t remember the other guy. It’s been hard for me though. My brother killing himself after he murdered his wife, my mum killed herself at 15 and I’ve buried my daughter. I urge anyone to read my book and see for themselves just how hard it’s been.

I think me and my brother were very poorly managed by my dad, who was like a cross between a gypsy and something out of a Guy Ritchie film. However, if it wasn’t for him I wouldn’t have ever raced. He was the best motorcycle coach there ever was; I raced for Kenny Roberts and he was shit compared to my dad. I wanted to let people know – through writing a book – why I never became a world champion. People need to read it to get the full insight but also because it will make them appreciate life a lot more and open their eyes.

You can buy the thrilling and compelling book from Amazon, here

Misano WSBK: What We Learnt

World Superbikes soared back into life at Misano last weekend. With an attendance across the three days of 68,000, it would be fair to say that WSBK is slowly bringing fans back. The other Italian round saw attendance reach 75,000 across the three days and whilst it has a long way to go before the numbers of 10-15 years ago are met, we can only hope that this incline continues.

Marco Melandri was the rider who took Ducati to their first win at Misano since Carlos Checa in 2011. He became the first Italian rider to win on a Ducati at Misano since Frankie Chili, way back in 2004. Melandri proved to the doubters that despite being mired down in 4th in the standings, he can still, and will still, win races. Although teammate Chaz Davies didn’t start, there’s the well known phrase that starts like, “to finish first…”.

Michael van der Mark demonstrated that he has gelled with the Yamaha. Despite being caught by championship leader Jonathan Rea, his tyre delimitation cost him a podium at the very least. Keep your eyes on the Dutchman, who has found a bit of confidence with the Yamaha. Could he be the rider to take the manufacturer to their first win since Portimao 2011, with Marco Melandri.

Something else we learnt was that Jonny Rea is beatable. I can hear you all screaming at me saying, ‘well we know that’, but what I mean is, even when his main rival was out, he didn’t win. The two Italian rounds are the only circuits at which he has not won at this season, so Carluccio’s is definitely off the ‘date-night’ options for him.

We also learns that despite plans for a controlled ECU to make racing closer, Jordi Torres’ BMW was more than capable of sticking it to the leaders in the 2nd outing. The Spaniard led for part of the race and with just three laps to go, retired due to a technical problem. World Superbike fans can hope and pray that this wasn’t a flash in the pan and that actually, this could be a big turning point, where we see more than just Kawasaki and Ducati dominating. Yamaha are edging closer, BMW aren’t far behind and we’ve already seen MV Agusta and Aprilia make strides. Give Honda until next year to be competitive and we might have an almighty brawl at the top of the championship tree.

The final thing we learnt was that Misano would stay on the calendar until 2020. The circuit has been on the calendar ever since it’s introduction in 1994 and has seen some top notch races. 2001 race one with Troy Bayliss and Ben Bostrom going head to head and in 1998 when both Hondas went at it for a double victory.

Kiko Giles @MotoGPKiko

Moto2 Assen: Dutch TT Preview

 

A dominant display at the Catalan GP for Alex Marquez is now well and truly in the past as the paddock descend to Dutch soil, the beloved Assen TT circuit plays host to the eighth round of the championship.

The championship standings heading into the Assen make for interesting reading, with Franco Morbidelli’s lead of seven points being the lowest margin from first to second at this stage of the season since the Moto2 machines were introduced to the championship in 2010.

A disappointing display for the Italian in Spain as he crossed the line in sixth place, finishing a surprising 14 seconds off the lead and 10 seconds from the podium. Franco managed to climb on the podium at Assen in 2016, you have to think that would be the minimum target for him this weekend.

The man in close company to the top spot and the only person to finish in the points at every round this season is intermediate class veteran Thomas Luthi. He came across the line third last time round to close the gap at the top as he keeps the pressure on. A non score round the TT circuit last year but can he keep his super consistent record going? You’d be a brave person to bet against him this weekend.

The younger of the Marquez brothers clawed himself back into title contention with his magnificent display at his home race. Confidence will be sky high on one side of the Marc VDS garage as the inter-team battle seems to be hotting up nicely. A disappointing eighth place this time last year simply wouldn’t be good enough this time around as the number 21 and 73 keep an eye on a certain MotoGP seat that might soon be available.

Other men to keep a close eye on are Miguel Olivera, who lies fourth in the championship and double podium man Mattia Pasini, who is in the form of his life after two stellar displays at Mugello and Catalunya.

The 2015 Moto3 runner up has been super impressive on the brand new Moto2 KTM machine this season and after season of ups and downs in 2016, Olivera is right on track to sealing a very solid world championship standing position come the end of the year. His 15th place finish last season won’t be acceptable this time around.

Pasini is on fire. That Mugello victory gave the Italian a new lease of life and it is great to see. His 19th at Assen in 2016 will be completely forgotten about and there’s no reason why he couldn’t replicate his 125cc win at this circuit in 2007.

Other riders to watch out for? Japanese hopeful Takaaki Nakagami picked up his first Moto2 career win here last year as he, Marquez, Morbidelli and Dominique Aegerter are the only riders currently on the grid to have stood on the Moto2 podium at this track.

Francesco Bagnaia penned a new deal to stay on with the Sky Racing VR46 Moto2 squad for 2018 earlier this week after his good start to the season, the Italian will be wanting to mix it with the top boys for the rest of the season.

Jorge Navarro earned his best finish of the season last time out, crossing the line seventh. He missed the Assen round last year with a leg injury so he’ll be looking to get a solid free practice under his belt as he readjusts himself into the famous Assen layout.

Taz Mackenzie finally gets to have a go on a track he’s raced on before, a positive start to the weekend for the youngster who will have put Barcelona’s crash firmly to the back of his mind. The reigning British Supersport champion keeps on getting stronger as he settles into life as a grand prix racer. Any Brits heading to Assen, make sure you get behind one of our country’s brightest motorcycle racing talents.

Assen always treats us to a phenomenal weekend and I’m sure this year won’t be any different. Don’t forget too, this year the race will be held to on Sunday, going against traditions (rightly or wrongly).

Elliott York @journoyork

Extance: There Will Be Some Fireworks in the Garage

 

Pete Extance says ‘there will be some fireworks in the garage’ at the end of the year, as he anticipates a showdown between his riders Luke Mossey and Leon Haslam. In this exclusive interview, Pete talks about the rivalry between the two riders, whether or not he’d employ team orders and also who he sees taking his JGSpeedfit Bournemouth Kawasaki brand to the championship in 2017. This interview gives an insight into what might occur towards the end of the season and if what Pete says is anything to go by, then we are in for some hard, and possibly even controversial, racing at times! Team Owner Extance also discusses his future plans, his season so far and what off-track aspects contribute to running one of the biggest and well branded teams in the Superbike paddock.

How would you sum up your season so far?

It’s been phenomenally well to be honest with you. We couldn’t have had a better start to the year with five wins from six races. Then, we had a bit of a disaster situation, which was no fault of the team’s or Leon’s. That has sort of set us back a little bit. Leon moved to WSBK and did a great job for Pucetti and we moved to the NW200 and Isle of Man TT where James Hillier got podiums at both. It wasn’t our best TT but two fourth places and a second, with James and the team back safe is really important to us. We’ve come straight from the TT to Knockhill so it’s been a really long trip, I’ve been away for over three weeks now and I’m looking forward to getting back home. Having said that, we are sat here on a sunny Sunday afternoon in Scotland at Knockhill and Luke has had a 2nd and a 4th. Big congratulations to Jake Dixon. Luke now leads the series from his teammate Leon Haslam who is unfortunately at home, following a crash from FP1. Leon is strong and is back testing on the 27th of June; he’s got no lasting damage which is great firstly for him and also for the team. This will only fire him up even more, ready for Snetterton. He won’t want to remain number two for very long.

How does running a factory team compare to running the more satellite team you had last season?

In fairness, it’s more or less exactly the same. We get a great amount of assistance from Kawasaki. Everyone knows Leon has got a great connection with the factory; he’s got a different swingarm but Luke hasn’t, as he’s running the exact same as last year. How beneficial that will be when track temperature goes up later in the summer and tyre wear comes into it, we don’t know yet. It’s a great privilege for me as a Kawasaki dealer, who’s been racing a long time, to be the official team and get some general support. We don’t really get ‘Factory’ support, KRT in WSBK are the ‘Factory’ team, we are the officially backed BSB team.

Last year you ran Supersport with Andy Reid but not this year – why?

The contract with Kawasaki specifically states that we are only allowed to run two bikes in the British Superbike paddock and that we have to focus on winning the British Superbike title this year. It stated that we weren’t allowed to run in the Supersport or Superstock 1000s, with just the roads. We were allowed to run the TT with a bit of race testing.

How come Andy Reid and Filip Backlund have not featured in Bournemouth Kawasaki plans this year?

I felt Filip was at the point where he wasn’t going to ride and, as you documented, he had a lot of crashes last year and wasn’t really on the pace, so I had to look elsewhere. I had already signed Luke well before Kawasaki approached us to run the factory team. Luke was running with us whatever happened and then began the bunfight over the Assen weekend. The riders had heard that Mark (Smith Halvorsn) was leaving, ‘can I come with you, can I come with you’ was all I heard over the weekend! We kind of agreed already with a certain rider that we would sign them, however I then got a phone call at half seven on the Monday morning from Ross Burridge at Kawasaki and thought ‘what the hell going off at half seven in the morning?’ and he approached us to say, “can you run Leon for 2017” to which we agreed.

What goes on behind the scenes at Bournemouth Kawasaki with regards to hospitality etc?

We have a legion of fans. We have 120 guests per round. A mixture of JGSpeedfit and our other sponsors. The guests have enjoyed a lovely roast lunch and dessert, absolutely rammed in here every single week and we have rider talks all the time. We are looking to do some more Q&As with the kids like at Donington Park last season. We are doing a milk and cookies morning with the parents and kids and just trying to bring families in. We have a lovely big ‘selfie board’ – as I’m calling it – with a picture of Luke and Leon on the bike and the little minibike in the middle. It’s great to see families in the paddock and not just crowds of blokes and if the families go away with a Luke Mossey cap on and a flag that they’re waving then they’re happy. We don’t do posters anymore, we do lanyards because they have all the riders details on them and hopefully, it’s a bit more of a memento than a poster that you see half a mile down the road when we’re driving away from the circuit.

Given Leon’s successful wildcard, do you see WSBK as an option in the foreseeable future?

Not for Bournemouth Kawasaki. We have a lot to prove in this paddock yet and we have come a long, long way in the last seven or eight years. I think before we start running at World Superbikes, we need to be British Champions. If it is this year, then it’d be great to come back and defend the series. For the riders, I think I know where we are with one rider but not necessarily where we are with the other. Luke is very keen to stay with us and we are looking to get that signed early to get it tied up ASAP. However, on the other side of the garage, Leon is actually contracted to Kawasaki UK so we will leave that seat open right up until the 11th hour until we, he or Kawasaki need to make a decision so we don’t miss out on other riders. I genuinely can’t believe at Knockhill – and before you ask, I’m not telling you who they are – but we have had three top riders approach us following rumours speculating Leon’s return to WSBK. I find it amazing that we’re not halfway through the championship and already silly season has kicked in.

That said, you don’t need the added stress of what is already an enormous operation you have to oversee do you?

Not yet. I tend to do a little bit more with the hospitality side of things. I love getting the microphone and presenting and doing a bit of the television stuff. I don’t tend to do too much with the riders, Jack Valentine probably does a little bit more with the riders although for now, they manage themselves quite well. We’ve also got some full time technicians that look after the bike so in fairness, it’s not that much more stressful than previous years gone by. The only thing that is different is that this season, we are bigger and better and have some high expectations so we have to deliver, to get results back to our sponsors and our guests, maybe a little bit more than other teams do.

Would it be fair to say that this is the first time you have had both riders wanting to win the championship?

100%. We as a team haven’t been very well financially supported in the past and we’ve had to fund a lot of the Bournemouth Kawasaki into the team. What that has done is meant that we can have one reasonably good, top quality rider and we started with Chris Walker and Dan Linfoot and gone through that, but the 2nd rider has had to bring their own money to the table. Whilst that kept us on track it unfortunately means that you get a rider who isn’t going to win the championship or be in the showdown and help support a title challenge. Now, we are in a position with two fully paid, full time professionals and that makes a massive difference.

Did you expect Luke to be this strong?

Luke’s had a podium at every round; we felt he has really matured this year as a rider. I’m not sure that even in my wildest dreams that I would’ve put him as leading the BSB championship after four rounds of the championship. That’s great for Luke. This is not a negative for Luke but one thing that has been good for him is that we’ve gone four rounds without rain. Luke is the first to admit that whilst he is improving in the rain all the time, it’s harder for him to be pushing for 1st, 2nd or 3rd. A podium every round, no rain has helped and we’re heading towards mid-June and into July and we should be able to run through most of the season without rain. However, then we have the showdown in Autumn. If there was a stumbling block for Luke then it’d probably be the rain but lets hope it all stays dry.

Has Leon been surprised of Luke Mossey’s pace?

Erm, I think Leon knew Luke was fast. I think certainly that if he didn’t know about it before then he knew about it after testing in Cartagena, because there, he definitely knew about it! I think perhaps Leon is more surprised with how Luke has strung the results together and stuck to him in most races. His consistency has been absolutely exceptional. Leon won’t be worrying about that – his job for this year is to win the British Superbike Championship and if Luke runs him hard then fair play to Luke but if Luke wins, Leon will be extremely upset. I think he’ll be pleased for Luke but I think he will be very upset. As we all know, Leon has never won a British Superbike Championship and that’s what he desperately wants to do. If we asked Kawasaki at the start of the year what the result would be out of both the riders, after all the effort and finances they’ve put into Leon, they’d probably say it would swing more his way. However, it’s not over yet, we’re only four rounds in, lets get the boys in the showdown and let battle commence!

Is there going to be a rivalry between Luke and Leon?

I think there’s definitely going to be a rivalry! I think at the beginning of the season, Luke wasn’t happy with being called the number two rider by some people – it’s not something I have ever done myself. We have always called them on an equal. Leon has to be looking not only at Shane Byrne and the others but also his teammate. We will get to round nine pretty quickly now seeing as the races are pretty much every other weekend. For sure, I certainly think that both bikes will be in the showdown and that there will be fireworks in the garage.

Could it lead to an off-track fallout?

No, I don’t think so, if anything the two riders get on better than the two crews, so I think the riders are fine, we just have to try and keep a lid on the two crews. Expectations run high in the garage and the two lads are ultimate professionals. On track, they’ll probably look after each other until the last round of the championship if they’re battling for it and then it is open to any of them.

Would you use team orders as a tactic in the final round?

Wow, thats a very good question. It’s a question that actually, I can’t believe as a team owner that I may be asked. However, that may well be the situation. If there’s a situation where Leon can win the championship and we need Luke 2nd and Leon to win then I think we have to look to team orders. There’s a lot of investment and hard work and graft that goes into this and whilst any rider is not happy with team orders, at that point, it has to come. It’s not something that I’m overly happy about but I think I would get my butt kicked if Kawasaki said ‘why didn’t one of your riders yield?’

Which one of your two riders do you see team orders helping and hindering and who do you see as the rider taking your Bournemouth Kawasaki brand to the title in 2017?

Now that is a very difficult question – goodness me. That really is a tricky one. No one can write Luke Mossey off and no one can right Leon Haslam off. I really do think that bookmakers wise, between our team and Shakey, it will be your top three in some order. What route it goes, with two green ones first and second and a red one third or a red one first and the green ones behind we will wait and see. I know which way I’d prefer that, I’m just not sure with which green one! Luke’s only downfall may be that we get to Assen and Silverstone and we get a wet race but I love them both.

Image courtesy of Gareth Davies of Full Factory Photography. You can find them on Twitter and on Facebook. We would also like to thank Pete Extance for his time on what was a very busy Sunday at Knockhill.

Kiko Giles @MotoGPKiko

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