by clicking the arrows at the side of the page, or by using the toolbar.
by clicking anywhere on the page.
by dragging the page around when zoomed in.
by clicking anywhere on the page when zoomed in.
web sites or send emails by clicking on hyperlinks.
Email this page to a friend
Search this issue
Index - jump to page or section
Archive - view past issues
GP Week : Issue 167
MOTOGP >>> NEWS MOTOGP >>> NEWS at BRIEFLY » Valentino Rossi’s practice of special helmets for home races displayed his usual quirky humour at Misano. He was pictured as a punch-drunk boxer with a black eye, asking: “How am I doing”? The design was dreamed up in conjunction with his usual helmet designer Aldo Drudi.Cal Crutchlow is the new leader of something of a revival in fortunes for the once-dominant British. His 2013 team-mate at the French Monster- backed team is fellow Englishman Bradley Smith. Stoner’s replacement is Ulsterman Jonathan Rea; while Scott Redding is a candidate for the Ducati Junior team and also possibly Gresini Honda. » Nicky Hayden was due to test the new Ducati chassis, used by Rossi in the race, the day after the Misano GP – but with fractures in his right hand from his Indianapolis crash not fully healed he was not sure if he would go ahead. “Some guys in the team thought I should withdraw from the race, but the doctors were convinced that as long as I didn’t crash, I wouldn’t damage my hand,” he said; but it was painfully swollen after the race, which had been a typically brave effort, and the first time he had ridden a motorcycle since the crash. » Castrol celebrated 10 years with the Gresini GP team, currently sponsored by San Carlo, at Misano, which is almost adjacent to the team’s headquarters. Past riders including race winners Sete Gibernau and Marco Melandri were part of the line-up of riders at the paddock party; and the mood was sustained when current rider Alvaro Bautista claimed his first MotoGP rostrum in the race. Dorna is to challenge Honda’s threats to quit MotoGP if a control ECU and rev limit is introduced, pressing ahead with plans for its introduction in 2014. It was confirmed at Misano that all teams will be offered a control ECU (without the rev limiter) next year, with the intention of making it compulsory for all the year after. The unit will be “state of the art ... at least as good as what they have now,” according to Race Director Mike Webb. A planned unit had already been rejected by teams as being below current standards, and the second-generation version would include more parameters. It is being developed by Italian electronics specialists Magneti Marelli, who currently supply both Yamaha and Ducati factory teams. Honda uses electronics developed in-house. HRC vice-president Shuhei Nakamoto has said unequivocally that if this happens in 2014, Honda will move its factory racing efforts to World Superbikes. But Yamaha and Ducati are thought to be less opposed to the idea. However, Japanese industrial politics and traditions mean it is unlikely that Yamaha will go against Honda, suggesting a rocky road ahead. Ducati race chief Filippo Preziosi said that no decision had yet been made. “This would be very effective to control costs and to close the gap between the factories and the smaller companies. On the other side, you lose the interest, because the necessity to develop electronic strategies pushes you to a better understanding of vehicle dynamics. It’s a trade-off between two different views. We will wait for the proposal and we will discuss inside the company to decide our position.” Of Honda’s threat to move to SBK, he said: “I would be very surprised if you end up with a control ECU in MotoGP and free ECU in Superbike. I think the needs of the two championships are very similar.” CONTROL ECU DORNA PLOUGHS AHEAD “ADJUST YOURSELF, NOT THE BIKE” NICKY HAYDEN Seasoned Ducati rider Nicky Hayden has one piece of advice for the new recruits to the Desmosedici. Don’t try and turn it into something that you already know. It’s different, and always will be. Hayden, who switched from Honda to Ducati in 2009, found the process difficult on his own account. And he believes that the less experienced Andrea Iannone may have an easier time of making the transition than ex-Japanese-bike riders Andrea Dovizioso and Ben Spies. “It’s always hard to say how someone will get on with the Ducati,” he said. “Some riders gel with it, and others don’t.” Past examples of the latter category include not only Rossi but also Marco Melandri and Sete Gibernau, both of whom had a difficult time after joining the factory team. “Sometimes it’s easier for kids who get on the Ducati who have not been anything else in the MotoGP class” he said. “After riding a Japanese bike, it can be really strange. “European bikes are stiffer, and if you don’t have any other experience it could be easier to get used to it. It took me quite a while.“The main thing is to get on it and not adjust it more than you have to so it fits you okay. “You have to adjust to the Ducati.” For ex-Yamaha riders Spies and Dovi, he says: “You’re not going to make it like a Yamaha. “You have to adjust yourself more than the bike.” 14 GPWEEK.com // PARTNERS: