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2012 AMA Motorcycle Hall of Fame
When the AMA Motorcycle Hall of Fame rescinded Derek "Nobby" Clark's induction into its 2012 class, much drama followed.
After the news arrived on June 11, the Hall of Fame stating Clark's induction was revoked due to "an error in the Hall of Fame balloting process," much talk began within the industry. And a month later, SPEED "Wind Tunnel" star Dave Despain became the first person in history to official resign from the AMA Hall of Fame, the famed motorcycle journalist questioning the leadership at the organization.
Next to go was two-time AMA Grand National Champion Dick Mann, and soon three-time 500cc MotoGP Champion Kenny Roberts was talking of resigning.
And on Thursday, the AMA reported that the American Motorcycle Heritage (AMHF) Foundation Board of Directors will conduct a supplemental vote for the inclusion of Clark in this year's Hall of Fame induction class. If voted in, Clark, the famed race tuner of such legends as Mike Hailwood, Giacomo Agostini and Kenny Roberts, would be inducted at this year's ceremony in November.
The AMA says the decision is in response to errors that occurred in the 2012 AMA Motorcycle Hall of Fame balloting process; the supplemental vote does not affect other 2012 Hall of Fame inductees.
Jeffrey V. Heininger (Chairman of the AMHF) says: "We believe Mr. Clark is worthy of induction into the AMA Motorcycle Hall of Fame. It's important to stress that the balloting errors were not of Mr. Clark's making, and the entire board offers its sincere apologies to Mr. Clark.
"The only people who can elevate Mr. Clark to the Hall of Fame are the voting members, which include the living Hall of Famers. A clear vote in light of all that has happened allows Mr. Clark to enter the Hall with the honor he deserves. We expect to start contacting voting members for balloting early next week."
Also in response to the errors in the 2012 ballot, Heininger told the AMHF board that the executive committee would convene a review panel to evaluate the Hall of Fame selection committees' structure, along with procedures to ensure the adherence to, and checks and balances within, the induction process.
Jeff Heininger says: "There were errors made at the staff and committee levels in the formulation of the 2012 ballot. Those errors were rightly investigated, and the process must -- and will be -- corrected going forward.
"Recent events show that while the procedure for selecting Hall of Famers is sound, the implementation of that procedure leaves too much room for mistakes," Heininger said. "It is important, for the integrity of the selection process and the Hall of Fame itself, to make sure our balloting is beyond reproach."
These actions follow a recommendation of the AMHF Executive Committee on Monday, July 16, when a report detailing problems with the 2012 Hall of Fame balloting process was discussed.
The full report can be found at by clicking here.  |
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Motorcycle-Only Checkpoint News
California and Illinois are the latest states to take stands against motorcycle-only checkpoints, the American Motorcyclist Association reports.
California's governor signed a bill into law on July 13 to ban motorcycle-only checkpoints, while Illinois' governor recently signed a bill into law that prohibits the use of federal funding for law enforcement to set up motorcycle-only traffic checkpoints.
Virginia and North Carolina also recently put laws on the books banning motorcycle-only checkpoints, and New Hampshire prohibits the use of federal dollars for them.
Wayne Allard (AMA Vice President for Government Relations) says: "Officials say they set up these motorcycle-only checkpoints to pull over motorcyclists to check for safety violations.
"But if officials are really concerned about motorcyclists' safety, then they need to stop discriminating against motorcyclists with these checkpoints and start supporting programs that prevent motorcycle crashes, such as rider safety training and driver awareness programs."
The AMA opposes motorcycle-only checkpoints and has been tracking the discriminatory practice since it first appeared in New York several years ago.
For more information on the issue, visit americanmotorcyclist.com/rights/motorcycleonlycheckpoints.aspx. |
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Edelweiss Motorcycle Travel in Italy
The odometer spins easily through everyday life, accumulating tens of thousands of clicks on workaday commutes and grocery store runs. In contrast, motorcycle journeys are personal mileage, forging more intimate connections between man, machine, and road. They remind us of who we are, and during the best of rides, who we will become.
This particular thousand-mile ride unfolded in Tuscany aboard a definitively Italian motorcycle over the course of a week. The excursion was organized and executed by Edelweiss Bike Travel, the Austrian outfit whose 30 years in the touring business has previously focused on BMWs and Harley-Davidsons.
The inaugural run for the Ducati/Edelweiss collaboration kicked off in Bologna. Known as The Red City for its crimson-hued roofs, Bologna is also a metaphorically apt place to begin a motorcycle adventure. Its labyrinthine colonnades radiate from a central wheel, a hub - not to mention it is also home to the manufacturer's global headquarters, where every Ducati is born before being shipped to dealerships around the world.
Bookending the Tuscan adventure are a pair of two-wheeled attractions; our itinerary commences with a tour of Ducati's factory and museum, and culminates with the FIM World Superbike races at the Imola Grand Prix circuit, just 25 miles outside Bologna.
After 15 hours of flight, my wife and I touch down in Bologna's Marconi Airport, eager to stretch our legs in the city. As unplanned surprises often trump the most meticulous itinerary, we wander into the lush sounds of conductor Claudio Abbado's opera rehearsals echoing outside a cathedral, offering impromptu accompaniment for our afternoon espresso. Welcome to Italy.
As any experienced tourer might tell you, the single most important ingredient in a long distance motorcycle ride isn't the weather or the machine (though both can help considerably). The lynchpin is the people. We meet our group for the first time at the Royal Carlton Hotel, and there is a first-day-of-school aspect as introductions are made, with sparks of recognition among those who have previously toured together. It is an international group including Americans, Australians, Japanese, New Zealanders, and South Africans, among others.
Our leader is a flinty German by the name of Marko Bauer, whose former office was the rear seat of a McDonnell Douglas F-4 Phantom II fighter. Bauer now lives at the foot of the Alps and, since 2003, has led more than 50 tours - 10 of those in Tuscany. Assisting Bauer on the logistical front is Manuel Marabese, a sunny Italian whose wanderlust was ignited by a nomadic childhood. The two personalities dovetail nicely - Bauer is nonchalant but deliberate; Marabese is easygoing yet organized.
Optional insurance against on-road mishaps is an excellent way to avoid a hefty bill for expensive replacement parts on our Italian steeds, so a swipe of my credit card never felt so reassuring.
Speaking of steeds, our fleet of Multistrada 1200s is entombed in the hotel's subterranean garage, and we pay a quick, instructional visit before embarking the following morning. Bauer refers to the new Multistrada as "the first comfortable Ducati," and a walk around reveals the bike's features that lend credence to the Multistrada's moniker, which translates to "many roads."
A confluence of electronics systems manages a variety of parameters, including suspension preload and rebound, engine output, and traction control settings. ABS adds a layer of security that can be disabled, and the 1198cc L-twin is capable of churning out 150 horsepower, which, in conjunction with the Multistrada's wet weight of only 478 pounds, is capable of transforming this now static armada into a blurry, white swarm.
Our first ride is an urban blast to the company museum and factory, where we witness a span of history ranging from Ducati's first two-wheeler, the 49cc Cucciolo, to the modern day Desmosedici MotoGP bike. However, before long, Bologna's commercial metropolis is receding in our mirrors as the scene changes dramatically, with municipal thoroughfares becoming narrow roads that jog through hills flanked by ancient walled cities and poplar trees.
The pace set by Bauer is strong and safe, and his sinewy path traces perfect arcs through each turn suggesting a trajectory that is efficient enough to be a race line, yet restrained enough to allow for an appreciation of the scenery.
Lunch along Via Porrettana highway is the first of a series of classical Italian meals, this time featuring bruschetta, pappardelle bolognese, and tiramisu. Wine is absent, per Edelweiss rules, to prohibit alcohol before the end of the day's ride. The package price covers accommodations, dinners, and the Multistrada, but excludes lunches, fuel, and alcohol, leaving us free to dine with the group during the day (usually at one of Bauer's favorite local restaurants), or forage on our own.
Back on the road, the locals receive us warmly, their nationalism perceptible as they admire our Italian bikes. Staying on secondary roads, we cross over the high-speed Autostrada del Sole, which we will avoid. We are not concerned with the shortest distance between two points; rather, we desire the pleasure gleaned from rambling country roads and mountainous switchbacks that unfold into unexpectedly majestic vistas.
At an elevation of around 3000 feet in the Tuscan-Emilian Apennines, one of the first clues we are nearing the Passo della Futa is the number of riders buzzing past in full racing garb. The road is a slinky, stretched out and slithering through the terrain. Its scenic beauty is superseded by the physical enjoyment of piloting such a capable bike at a dance-like speed.
The ride is so heady that my wife alternates between exclamations of "Look!" and delighted shrieks through our Cardo Scala Rider G4 headsets, which allow a near-constant stream of chatter. Meanwhile, the Multistrada's Superbike-sourced engine is almost too rich for these tight roads, catapulting us forward with a voracious appetite for asphalt, while traction control ensures that overeager applications of throttle won't spin the rear wheel into a zealous powerslide.
Onward, our group speeds past Mugello Circuit and south into the countryside. Nestled in the Tuscan hills, our night’s accommodations were once a Benedictine monastery that has been converted into a villa, then into a hotel. Our group rallies on the balcony overlooking the formal gardens for aperitifs in the waning light.
Arrival in Florence, one of the grandest cities we visit, is accompanied by a sense of occasion. Home to many memories for my wife and I, we climb the 460 steps to the top of Brunelleschi's Dome in motorcycle boots, where six years ago I proposed to her. We look out, as many have before us - the view an unchanged sea of color. Later, riding through the street's winding corridors, we feel completely absorbed into the atmosphere and texture of the city.
Following Florence, the pack splinters into several groups according to pace, and we tackle the single-lane roads that straddle the hilly winemaking region of Chianti. We have an opportunity to test the Multistrada's versatility on several stretches of gravel. Set in Enduro mode for increased suspension travel, milder throttle response and more aggressive traction control, the bike feels comfortable off-pavement.
Afterward, we learn that one couple encountered a patch of gravel on tarmac, and lost control. The incident left the bike damaged and the girlfriend's leg in a cast. We observe that this should offer a good test of the relationship's longevity. According to Edelweiss rules, a crash precludes further riding in the tour, so the couple rents a car and meets us at our next destination.
The accident sends ripples of caution through the group, though as the miles pile on, the ceaselessly serpentine roads and a deepening familiarity with our machines makes it virtually impossible to resist the adrenaline rush of spirited apex attacks. Despite a large footprint and upright stance, the Multistrada embodies the spirit of a sportbike by encouraging late braking, deep leans into turns, and suspension squatting acceleration.
We find ourselves at a brisk clip when Siena appears in our sights. The medieval city’s heart is the Piazza del Campo, an architectural masterpiece. This gently sloped half-circle paved in brick is presided over by the black-and-white cathedral tower, and becomes filled with half the city’s population in the fading twilight. Our group climbs through the steep streets, and our efforts are rewarded with a savory country dinner and regional wine.
The following day, we delve deeper into the heart of Italy, continuing through villages whose roots go back to Etruscan times; Arezzo, Cortona and Castiglione del Lago unfurl past us before we ascend the hill to the birthplace of St. Francis, the tiny enclave of Assisi. The town's basilica is a historical layer cake. Its original walls were erected in the 13th century and decorated with frescoes by the monk Giotto, one of the first painters to imbue his figures with deep psychic emotion. It is a small, wheat-colored city, and our hotel room casts an eye toward the bucolic countryside. The next morning's early start sends us on a leg of the journey that will prove more challenging than we could have imagined.
Venturing further northeast through rugged, mountainous terrain, we crest the highlands and pass through Urbino, Valentino Rossi's hometown, easily imagining the young Italian dragging a knee on his scooter and slicing through the countryside.
Maybe it is the Rossi connection, or perhaps our adrenaline is piqued, and before long we get antsy and break out on our own. We head towards Federico Fellini's hometown of Rimini, a coastal city where ghosts of circuses past seem to linger in the rotting Belle Epoque buildings and weather-beaten waterfront hotels.
The day is ours. After enjoying late morning pastries and coffee seaside, we stumble upon a vintage car rally, but before long we're moving again. My wife wants to visit Sant 'Apollinare in Classe, a cathedral just outside Ravenna renowned for its glittering 5th century mosaics. Afterwards, the sheer beauty of a coastal road shrouded in fog beckons, and in our desire to see and do as much as possible, we have unwittingly allowed the forces of entropy to close in on us. By the time we realize daylight is slipping away, it is too late.
There is an element of motorcycling that, unlike four-wheeled transportation, makes one feel particularly vulnerable. When that susceptibility emerges, the mood can shift from carefree to menacing in a heartbeat. Traveling north, and stuck on the seemingly endless Autostrada Adriatica, I announce with frustration that "this should lead us to the SS72 (Via Consolare Rimini-San Marino), but there’s no exit."
With darkness closing in and the temperature plummeting, the night is now streaked with rain. Visibility through my AGV helmet is blurry, and our leathers begin sagging with the weight of water, which starts its slow creep towards our skin.
Now we are two bodies shivering up and down unfamiliar roads, and warmth has become a distant memory. Finally off the Autostrada, we stop under a street lamp in the pouring rain to consult our plastic wrapped map, and use San Marino as a landmark.
Thankfully, the roads belong to a posh principality, so they are relatively pothole-free. Unfortunately, the first kink is a treacherous hairpin with a tight, unforgiving radius. My wife quips, "I hope all the turns aren't like this one," but they are.
We gingerly ascend the hill in the sheeting rain. The Multi's long suspension travel, traction control, and ABS are welcome aids, increasing our odds of remaining upright. Finally in San Marino, we descend to Serravalle, exhausted.
We walk into the lobby and Bauer's face betrays his concern, which crystallizes when he pats my wife's icy hand. After a convivial welcome from our group, few meals are as satiating as that night's steak; wine flows freely as we recount our tale, and we are able to relax.
The following morning we feel victorious, traveling parallel to the coast before re-entering Bologna. The sunny, if slightly cool, day has a restorative quality. Back on the flatlands, we ride through farms and small towns before finally re-connecting with the spoked city and its swarms of buses, cars, and pedestrians.
The next day's World Superbike races at Imola prove an effusive celebration of speed, and a special parking section is packed to the gills with road-going Ducatis. Local enthusiasm for the brand is so fervent that it is not surprising to see skin tattooed with a diagram of desmodromic valves, or a four-year-old girl in a pink sweat suit astride a Streetfighter demo bike, with proud parents snapping away. And, of course, our bleachers are awash in Ducati red.
As we ride back to Bologna in the softening afternoon light, our Multistradas command a confident charge through race traffic. With miles separating us between the task at hand and the far more challenging roads we have negotiated, it is a bittersweet arrival in the city. We return our key fobs and bid a final farewell to our fellow Ducati Multistrada Travel Experience participants.
With the glimmering memory of jumbled roads, towns, and meals wrapped in conversation, it is apparent we have come much farther than a thousand miles.
Story from previous issue of Ultimate MotorCycling...to view the digital edition, click here.
Photography by Tommaso Pini + Basem Wasef |
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Harley-Davidson Saddlebag Liners
No need for motorcycle saddlebag organizers - Drag Specialties Saddlebag Liners feature three storage compartments with zipper closures.
The saddlebag liners are constructed of heavy weight polyester fabric with a PVC internal coating. The center compartment is made of see-through mesh to locate items quickly.
Zippers on the outer compartments wrap around two sides, making it easy to access items. The zipper on the main liners wrap around three sides, the lid will "flip up," creating an open access for easy loading and locating items. Each liner has two handles that can be joined together with a leather pad. Fit all Harley-Davidson hard saddlebags, 1993 to 2012, sold in pairs, and made in the U.S.A.
For those who "live to ride, and ride to live," Drag Specialties is dedicated to giving you just that. Each part and accessory is crafted at top quality, with their customers in mind.
MSRP: $79.95
For more information, go to dragspecialties.com, or contact your local
Drag Specialties dealer. |
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2012 AMA Pro Harley-Davidson Insurance Grand National Championship
When the Sacramento Mile, Round 7 of AMA Pro Flat Track's 2012 AMA Pro Harley-Davidson Insurance Grand National Championship presented by Lucas Oil and Motorcycle-Superstore.com, thunders into the Cal Expo Center Saturday, July 28, race fans will be treated to an unmatched spectacle as riders fly down the Sacramento Mile, pitch their bikes sideways and slide through the turns.
There is no such thing as pacing or figuring out strategy in this type of competition. It is all or nothing...with only one rider emerging victorious.
Not only will this race pit rider against rider, but it will also pit machine against machine. With six races complete, the points are already tight. Jared Mees (Harley-Davidson) currently sits in first with 121 points.
Running in second is reigning champion Jake Johnson (Harley-Davidson) with 106 points and right behind is Johnny Lewis (Kawasaki) with 97. In fourth is Sammy Halbert (Harley-Davidson) with 94.
In fifth is last year's Sacramento Mile winner Bryan Smith (Harley-Davidson) with 73 points. Tied for sixth are Matt Weidman (Harley-Davidson) and Henry Wiles (Ducati) both with 64. Holding down eighth place with 59 points is Brad Baker (Kawasaki), followed by Jeffrey Carver, Jr. (Harley-Davidson) with 58. Rounding out the top ten is Kenny Coolbeth, Jr., who has 57 points.
With six races down this year, there have been six different winners...Johnny Lewis, Matt Weidman, Henry Wiles, Sammy Halbert, Jared Mees and Willie McCoy.
Last year's star-studded AMA Pro Harley-Davidson Insurance Grand National Championship field marked the return of the Sacramento Mile after an absence of over a decade. A sold out crowd watched in awe as Bryan Smith deftly piloted his Harley-Davidson to victory, taking the Checkered by a margin of just .042 seconds over local hero Chris Carr.
In the AMA Pro Motorcycle-Superstore.com Pro Singles division, the action was equally spectacular as California's Mikey Avila (SDI Insulation) and Mike Martin waged war over Pro Singles honors. Dicing back and forth, the Checkered gave Martin the victory with Avila in second. This year, both Avila and Martin have moved up into the Twins class and will be looking to show California fans just how good they are.
However, top riders like 2009 champion Jared Mees, reigning two-time champion (2010 and 2011) Jake Johnson, three time champion Kenny Coolbeth, Jr., (2006, 2007, 2008) Henry Wiles, Sammy Halbert, Brad Baker, Bryan Smith, Johnny Lewis, Matt Weidman and a host of others have different ideas. Each one is intent on bringing home the victory at the famed Sacramento Mile.
Gates open at 1:30 p.m. Riders will run practice in the afternoon with open ceremonies taking place at 6:15 pm. Racing begins at 6:45 pm. A special autograph session will be held immediately following the last practice. Fans can meet their favorite riders, take pictures and get autographs.
Tickets are available on line at sacramentomile.com, through the Cal Expo at boxoffice@calexpo.com and through Circle Bell Motorsports at 707-703-3633.
Advance ticket prices are $85 for the Turf Club, $75 for the Legends Club House, $65 for Box Seats, $50 for Reserved Grandstands, $40 for Bleachers and $30 for Standing Room. All tickets are $10 more at the gate. All tickets also include same day admission to the Fair.
AMA Pro Racing is the premier professional motorcycle racing organization in North America, operating a full schedule of events and championships for a variety of motorcycle disciplines. Learn more about AMA Pro Racing at amaproracing.com. |
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Schuberth S2 Motorcycle Helmet Test
There are many overlooked facts about Schuberth. The German helmet company not only produced the world's first integral helmet, but also the first helmet with an internal visor and the first flip-up helmet.
Due to Schuberth's patents running out, though, many other companies have built helmets of similar design. But it's easy to see that the others simply copied the designs of the Germans at Schuberth. This is now surprise, considering the Germans have been ahead of the curve since the early 1960s when East German motorcycle manufacturer MZ was using World War II rocket technology to win Grand Prix races.
Fast forward to 2012 and we see Schuberth unveiling its newest full-face lid - the S2. This helmet was in development for over two years, and more than 8,000 man-hours were spent on its design and unique features.
I bought this helmet's predecessor - the S1 - years ago, and have ridden thousands of miles with it protecting my head. This allows me to have a unique perspective to the changes Schuberth made with their newest full-face helmet. The difference I noticed immediately was the lighter weight. My S1 was a fantastic helmet, but damn was it heavy. Plus, S1 distribution was halted in 2006. These faults were the only problems with the S1, but thankfully with the arrival of the S2 these are no longer issues.
Not unlike the razor sharp and seemingly effortless smooth riding that Germany's own Stefan Bradl exhibited to win the 2011 Moto2 World Championship, the precise measurements of every detail are spot on with the S2. When going through the production process, anything that cannot pass any one stage of the build gets trashed and 150 helmets from each run actually go on to get destroyed through testing. Impressive.
The level of hands-on (literally) attention that each S2 gets is also remarkable. Supposedly it takes one full week to complete a single helmet from start to finish. The only parts of the build process that are run by automation are the waterjet-cutting machine that gives helmets their final shape and the paint shop. The rest is done completely by hand. Very impressive.
One aspect of the S2 that thankfully stayed the same as my old S1 is the clarity of the shield. Being made in its rounded shape rather than manufactured and then shaped, it offers zero distortion - a great thing when it comes to safety. When you have a better view through a wider undistorted field of vision you are going to be able to see better and see more. That is important when it comes to staying safe while riding.
When you put an S2 on your head, I assure you the amazing view will be one of the first things you notice. You'll also note that the fit of the S2 is nice and snug (provided you sized it correctly to your noggin!) and it is absolutely plush inside thanks to its removable and washable Thermo Cool liner which also helps wick away moisture.
Other improvements to the S2 include more reflective materials, a more overall compact design, and an Air Extraction System that flows air to the base of your head and back up and out, creating a siphon effect. The S2 comes with an integrated sun visor, which is removable and better positioned than the one on the S1. The S1 had a tendency to annoyingly touch the bridge of my nose. The S2's is notched and that simple fix eliminated that issue. The S2 version is also actually bigger, providing more coverage.
The S2 is also the world's first moto lid with an internal Dual Band Antenna. This enhances the reception of the Bluetooth Schuberth Rider Communication System and FM radio. When it comes to sound within a helmet, Schuberth is again ahead of the competition.
Schuberth has its own wind tunnel, which allows for extensive testing to find ways to minimize wind buffeting and helmet drag. Such testing resulted in the S2 getting a backspoiler, which is molded into the shell to reduce drag and a full-circumference downforce "trim spoiler" around the helmet base. This also reduces drag and keeps air from flowing under the helmet, which creates noise. I found there to be a bit of wind noise (especially when at speed) coming in from the chin area but the S2 comes with a triangular wind chin cuff that velcros to the bottom of the helmet beneath your chin and effectively kills that problem immediately. Also present on the face shield are their patented"turbulators" that do a great job of eliminating wind noise as well.
Not surprisingly, the S2 includes Schuberth's patented Anti Roll Off System (AROS), which is a combination of straps in the interior of the helmet that are designed to help keep it from rolling forward on the rider's head in the event of a crash. The S2 shell is made from Schuberth's proprietary light-weight S.T.R.O.N.G. woven glass fiber material. (Schuberth produces the S2 using 2 different shell sizes to offer the best fit throughout the size range).
Brand new for S2 helmet owners is something that is simply brilliant. They call it their Mobility Program, and it essentially is a kind of "helmet insurance" program that allows customers to replace an accident-damaged helmet with a new one for 1/3 of the retail price.
The program is free and valid for the first three years of helmet ownership. For a helmet that retails for $699, this program alone is a wonderful incentive to buy an S2. "Through the ECE safety compliance testing, each of our helmets has a unique serial number and customers can use this number to register it for the Mobility Program," describes Randy Northrup, Schuberth North America's Vice President. "No other helmet company offers a replacement program like this." Northrop continues, "We value our customers and want to ensure they are always wearing the best protection available - through the Mobility Program registered customers won't have to replace a damaged Schuberth helmet with a cheap substitute."
C'mon, it's your head we're talking about here people. Do you really think that protecting it is something you should be frugal about. Me'thinks not.
To learn more about the S2 and other Schuberth helmets, log onto schuberthnorthamerica.com.
Mobility Program details and registration can be found at
schuberthnorthamerica.com/categories/motorcycle/support/mobility-program/.
Alan Tecchio is a freelance writer based in the NY metro area who has interviewed hundreds of celebrities. He is an avid motorcyclist and active Motorcycle Safety Foundation RiderCoach. Alan once wrote a weekly motorcycle column for twelve years in a local NJ magazine and now has a monthly column in MC Times called MotorMouth. He is the lead singer of the rock band Autumn Hour (autumnhour.com) and also sings for the heavy metal band Seven Witches. |
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2012 Mugello MotoGP Tire Analysis
Yamaha Factory Racing's Jorge Lorenzo was in dominant form at Mugello and led from the first corner to the checkered flag for his fifth win of the 2012 MotoGP season ahead of Repsol Honda's Dani Pedrosa and Monster Yamaha Tech 3's Andrea Dovizioso.
Conditions for the race were good with track temperatures reaching a peak of 49°C and for the first time since Qatar, teams enjoyed a dry track for every session and temperatures were stable over the whole weekend so there was ample time for teams to find a good setup in time for Sunday's race. Tire choice trended towards the harder slicks both front and rear, with only six of the twenty riders selecting the softer rear slick for the race.
Lorenzo now leads Pedrosa by nineteen points in the championship standings, while Repsol Honda's Casey Stoner is a further eighteen points back in third position overall.
Q&A with Shinji Aoki - Manager, Bridgestone Motorsport Tire Development Department
Q. Bridgestone supplied two different construction options for the harder rear slick at Mugello. Was there a difference in performance between these two options and which was the more popular choice for the race?
Shinji Aoki says: "Aside from our regular tire allocation for Mugello, we decided to supply each rider with four special construction rear slick tires in the hard compound as a precaution against excessive tire temperatures. This is the first time we have offered the special construction rear tire for Mugello, though we do supply it at other circuits like Sachsenring and Phillip Island.
"In comparison to the regular construction rear slick, some riders reported a slight decrease in edge grip when using the special construction rear slick, but the overall feel of the tire is very similar and no significant difference in performance was reported. Actually, some riders were able to set quicker lap times on the special construction harder rear slick in comparison to the regular construction option when doing long runs on Friday and Saturday.
"As track temperatures for the race were slightly lower than they were on Saturday, most of the riders selected the harder compound rear slick in the regular construction, but if track temperatures for the race were warmer, I believe more of the riders on works bikes would have selected the special construction rear slick."
Q. You also offered a softer rear slick option and though this was used widely in qualifying, only six riders selected it for the race. What was the reason for this?
Shinji Aoki says: "As we have seen so far this season, conditions have been highly variable over race weekends so our tire allocation for each race has to cater for a wide range of temperatures and track conditions.
"For the works bikes, the softer rear slick was a good option for qualifying as the extra grip it provides makes it well suited to a time attack situation, but as temperatures at Mugello this weekend were quite warm - as they usually are - the softer rear slick may not have provided the necessary race durability for the more powerful bikes on the grid. However, had we experienced unexpectedly cool conditions at Mugello, use of the softer rear slick would have been much more widespread.
"In the end, some of the CRT riders felt comfortable selecting this option as their lower power output and pace compared to the works bikes mean they impose less force on the tires and can make them last the race distance.
Q. All riders selected the harder front slick for qualifying and the race. What advantages did this option offer over the softer front slick?
Shinji Aoki says: "As track temperatures were quite warm at Mugello this weekend, the need for warm-up performance was not so great so the softer compound front slick was hardly used. Instead, the superior durability and stability under braking and in high-speed corners offered by the harder front slick made it the logical choice for riders in qualifying and the race."
Bridgestone slick compounds available: Front: Soft, Medium, Hard; Rear: Medium, Hard* (Asymmetric)
Bridgestone wet tire compounds available: Hard (Main), Soft (Alternative)
* The hard compound rear slick tire was available in both regular and special constructions at Mugello this weekend. |
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Ducati Sale News
Back on April 18, the supervisory boards of Audi AG and parent company Volkswagen approved Audi's purchase of Ducati Motor Holding.
Due to legal matters involving antitrust clearances, though, the acquisition of Ducati from the private equity firm Investindustrial wouldn't be immediately official. But that all changed Thursday when Ducati reported that the acquisition has been fully completed through Audi AG's controlled company, Automobili Lamborghini S.p.A.
And with this acquisition, Audi AG appointed new board of directors and executive staff at Ducati Motor Holding.
The CEO of Audi AG, Rupert Stadler, became President of the Board, and Ducati's Gabriele Del Torchio and Claudio Domenicali were appointed Members of the Board alongside Horst Glaser and Axel Strotbek of Audi AG.
The Board of Directors then additionally appointed Gabriele Del Torchio as CEO of Ducati Motor Holding and, during the same meeting, formed the new Ducati Motor Holding Executive Committee of Members of the Board, members of the Ducati Motor Holding Management and further appointing Gabriele Del Torchio as President.
Audi AG also made the decision to appoint Gabriele Del Torchio to the Board of Directors of Automobili Lamborghini SPA.
Following the sale, Ducati became third Italian company under Audi leadership, residing next to renowned supercar brands Lamborghini and Italdesign. For additional details on the sale, click here.
About Ducati:
Founded in 1926, Ducati has been producing sport-inspired motorcycles since 1946. Their motorcycles are characterised by "Desmodromic" performance engines, innovative design and avant-garde technology. Covering several market segments, Ducati's range of motorcycles are divided into model families which include: Diavel, Hypermotard, Monster, Multistrada, Streetfighter and Superbike.
These authentic icons of "made in Italy" are sold in over 80 countries around the world, with concentration on the European, North-American and Asia Pacific markets. Ducati competes in both the World Superbike Championship and, with an official team, the World MotoGP Championship. In Superbike Ducati has won 17 Manufacturers' titles and 14 Riders' titles and in 2011 passed the historic milestone of 300 race victories. Ducati have participated in MotoGP since 2003, and took both the Manufacturers' and Riders' titles in 2007. |
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Moose Racing Adventure Series Luggage
Moose Racing introduces its Adventure Series Luggage with a spotlight on the Rear Rack Bag. This bag is shaped to match the rear rack or grab rails of the most common Adventure motorcycles, and installation is easy with quick-release, lockable buckles.
The Rear Rack Bag expands to hold an impressive amount of cargo, while the rain cover adds weather protection.
It's perfectly sized to carry an adequate amount of cargo yet remains out of your way. The Rear Rack Bag is a great addition to your adventure ride and is priced at just $99.95.
Moose Racing Rear Rack Bag Product Information
- Developed to handle the rigors of Adventure Touring
- Easy to install with quick-release, lockable buckles
- Designed to offer a multitude of mounting configurations
- Expands to hold an impressive amount of cargo
- Rain covers add weather protection
- Shaped to match the rear rack or grab rails of the most common Adventure motorcycles
- Perfectly sized to carry adequate cargo yet remain stylish and out of the way
- Part Number: 3516-0135
- $99.95
The Rear Rack Bag is now available from your local Parts Unlimited dealer. To find a dealer near you or to check out other new products from Moose Racing, please visit mooseracing.com. |
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2012 Harley-Davidson Road Tour at Sturgis Motorcycle Rally
Harley-Davidson riders and motorcycle enthusiasts will revel in one of America's most unique and exciting cultural events at the 72nd Annual Sturgis Motorcycle Rally in South Dakota's legendary Black Hills region.
The Harley-Davidson Road Tour will run from Saturday, Aug. 4 through Saturday, Aug. 11 at the intersection of 3rd and Lazelle streets in downtown Sturgis. All Harley-Davidson activities in Sturgis are free of charge and include the following:
- 2012 Harley-Davidson motorcycles, H-D1 customization and MotorClothes riding gear and apparel
- Harley-Davidson Custom Ride-In Show, Friday, August 10
- Harley-Davidson Insurance Parts Challenge, photo booth, Roof Top Deck and sweepstakes
- Muscular Dystrophy Association (MDA) pin sales and Custom Motorcycle Raffle
- Free Bike Wash
- Willie G. Commemorative Merchandise
- AMD World Championship of Custom Bike Building, August 4-8
- Women's Area including the JUMPSTART rider experience, bike lift and more
Harley-Davidson demo rides for 2012 motorcycles will be available in Sturgis at Hersrud's Chevrolet Dealership near Interstate 90 at Exit 30 from Saturday, Aug. 4 to Friday, Aug. 11. Riders can enjoy as many bikes as they want, but must have a valid motorcycle license and adhere to riding gear requirements and safety rules. There will also be a 2012 Harley-Davidson motorcycle display at this location, including a Fit Shop display for motorcycle customization.
For a complete listing of Harley-Davidson events at the 2012 Sturgis Rally, please visit harley-davidson.com/sturgis.
Harley-Davidson has partnered with American Iron magazine to host the Ride-In Custom Bike Show on 3rd and Lazelle streets Friday, Aug. 10. Registration is 9 a.m. to noon with a $10 entry fee MDA donation. Trophies and cash prizes will be awarded at 4 p.m. in 11 classes with three Editors' Pick winners to be featured in American Iron or Motorcycle Bagger magazines.
There will be a pin stop and merchandise sales for Harley Owners Group (H.O.G.) members at the Harley-Davidson Lazelle Street location. There will also be a special event for H.O.G. members only at the Buffalo Chip, Wednesday, Aug. 8 with an Eric Church concert, dinner and parking, More information is available at members.hog.com. |
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