|
Post by truenorth on Aug 10, 2020 7:03:05 GMT -8
|
|
|
Post by truenorth on Aug 10, 2020 7:11:21 GMT -8
Maybe you saw WSBK at Portimao - the faster bikes getting air! Get to know MotoGP™’s new circuit: Portimao The Autodromo Internacional do Algarve with host the final round of the 2020 season After the announcement that MotoGP™ will participate the 2020 season finale in Portimao, we thought it would be a good idea for you to get to know the track a little better. Nestled in the beautiful setting of Portugal’s Algarve, the 100,000 capacity Autodromo Internacional do Algarve – known more colloquially as Portimao, after the port city it sits half an hour outside of – was opened on the 2nd of November, 2008. The circuit was inaugurated by WorldSBK when they headed to Portugal for their final round of that season – but it’s not just a racetrack. The Algarve Motorsports Park is a state-of-the-art complex which boasts the stunning race track, a go-kart track, an off-road park, a hotel, an apartment complex, a technology park and a sports complex – it really is the bee’s knees. In terms of the actual circuit layout, the Autodromo Internacional do Algarve has 15 corners – nine right, six left. The undulation in Portimao is incredible and the front straight will allow the MotoGP™ riders to really stretch the legs of their machines, before a unique downhill descend into Turn 1. There's a reason it gets called a high-speed rollercoaster, it's a thrill for riders and fans alike. Pata Yamaha WorldSBK Official Team rider Michael van der Mark once described the track as “one of the most demanding tracks ever.” It has everything: a long straight, tight turns, fast sweeping corners and incredible undulation – all the ingredients needed for a fantastic weekend of action.
|
|
|
Post by truenorth on Aug 10, 2020 7:18:27 GMT -8
August 10, 2020 Michelin’s New Rear Will Not Be Used At Red Bull Ring Roadracing World/ Michelin A scene from the MotoGP race at Red Bull Ring in 2019. Photo courtesy Michelin. MICHELIN GOES TO AUSTRIA FOR A SPIELBERG DOUBLE-HEADER Michelin has made the short trip from Czechia into Austria as MotoGP™ sets-up camp for back-to-back races at the Red Bull Ring at Spielberg with firstly the running of the myWorld Motorrad Grand Prix von Österreich followed seven days later by the inaugural staging of the BMW M Grand Prix von Styria. The 4,318m circuit is located within the picturesque mountains and forests of the Styrian region, but that is where the calmness ends, as it is one of the most demanding circuits on the calendar for tyres. With just two distinct left turns and a fast left-hand curve, it is the remaining seven right-hand corners which present the huge stresses and heat build-up that the MICHELIN Power Slick tyres will have to contend with. Due to these demanding requirements Michelin has a special rear tyre construction, designed specifically for these conditions. The use of these tyres will mean that the new rear construction, with its improved grip and performance that has been so successful so far this season won’t be used at Spielberg. The tyre designed especially for these situations also gets used at Buriram in Thailand, but due to the changes to this season’s calendar because of the COVID-19 pandemic, the double-header at Spielberg will be its only outing in 2020. For such a demanding track the MICHELIN Power Slick range – in soft, medium and hard compounds – will have an asymmetric finish on the special rear construction, with a harder right-hand-side ideally suited to manage the high temperatures which can build-up over a lap of this unique track. To complement the rears, the front MICHELIN Power Slick tyres will see the soft, medium and hard compounds in a symmetric finish, with compounds designed to give the riders the turning and stopping power they need and to instil the confidence over the fastest track that MotoGP visits in this, or in a regular season. Michelin can also expect the possibility of wet weather, as the Red Bull Ring has demonstrated several times since MotoGP returned to the circuit in 2016. With this prospect in mind, the allocation will feature MICHELIN Power Rain tyres in soft and medium compounds. The fronts will have a symmetric finish, whilst the rears will be asymmetric and feature a harder right-hand side like the slick equivalents. For both races the tyre allocation that the riders have at their disposal will be the same for both slick and rain versions. Michelin and the MotoGP field will take to the track for the first instalment of what promises to be a two-part Spielberg blockbuster on Friday 14th August, for the first two free practice sessions, these will be followed on Saturday by more practice and then the all-important Qualifying. Sunday 16th August will see the 28-lap myWorld Motorrad Grand Prix von Österreich get underway at 14.00hrs local time (14.00hrs CEST, 13.00hrs BST, 12.00hrs GMT/UST), with the following week’s BMW M Grand Prix von Styria – also over 28 circulations – seeing the same schedule with the lights changing to signal go on Sunday 23rd August.
|
|
|
Post by truenorth on Aug 10, 2020 7:40:35 GMT -8
Rins: "Not even finishing third would have given it more value than the tenth in Jerez" Motosan María Viñas López 10 Aug. 20 Álex Rins signed a very valuable fourth place this Sunday due to the injury he has suffered in his shoulder since the Spanish Grand Prix. Even so, the Suzuki rider gives more value to tenth place in the second race at Jerez. Still quite touched on the shoulder, Álex Rins was able to complete a new race yesterday in this atypical MotoGP World Championship. The Suzuki rider still suffered a lot of pain during the meeting in Brno, but this did not prevent him from remaining at the gates of the podium, allowing Zarco to escape by very little margin. “It was a good race for us in a difficult weekend, with few laps to reserve the shoulder of pain. We have to be happy with the result. We had a great start and very good tire management. At the end I have escaped me third place for very little, but be happy " , commented after the race. “The pain I had in Jerez was much more acute than in this race, but I have spent a few laps with a lot of pain, from 5 to 12, with a lot of overload on my arm, but in the last three laps I was so focused on go for Zarco I have not felt much pain , " added the Spanish rider, who will continue to recover before flying to Austria for the next race this weekend, knowing that this very short season and the absence of Márquez which either will be in Austria- , it opens the doors of this championship a lot: “This year can be a good opportunity. Before, they only talked about Márquez, Lorenzo, Rossi and Pedrosa, so we have to take advantage of it and put on a show ”. If something has left Brno this weekend it has been the many surprises in the race, especially in the first positions, but also the fact that the most important drivers for the championship have missed very important points for the title: “ This race has been very rare, with new names ahead, like the three on the podium. Perhaps Marc, without running, is thinking that it is good for him, because Quartararo, Rossi or I have been left behind. It's a championship like last year, but with different names ”. Quartararo is possibly one of the drivers who has surprised the most this Sunday. The Frenchman has gone from winning two races to being unable to get over seventh place, even allowing three drivers to pass him in the same lap. Perhaps you have noticed the pressure? “I don't think it's pressure. This race has been difficult due to the choice and wear of the tires. Fabio has suffered a bit throughout the weekend in this regard to have a good pace. He finished first or second with a new tire, but he suffered and it was not the same Fabio de Jerez, with a pace higher than all. It's not pressure but tire management ”, Rins points out at the press conference after the grand prize, in statements collected by the aAS newspaper. "I give much more value to the Jerez tenth than to this quarter" With the injury he has dragged on since Saturday at the Spanish Grand Prix, Álex Rins gives more value to his performance in the second Jerez race than to the near-podium in Brno: “Man, I give much more value to the Jerez tenth. From Jerez 1 to Jerez 2, I had a very bad week, with a lot of effort and a lot of pain trying to run with little pain. They were extreme conditions, with a lot of heat and humidity. Not even finishing third would have given it more value than the tenth in Jerez ”. On the new Michelin tires , which are giving the official Ducati and some Yamaha so much headache, Rins seems to have no problem with them: “In Jerez, Bagnaia was either to win or to be second. This tire works well, just as well as the previous one or maybe a little better. You cannot go back, because it is a new compound, so you have to look for the advantage it gives. It doesn't make me drive differently ”.
|
|
|
Post by truenorth on Aug 10, 2020 7:43:37 GMT -8
Dani is testing now
|
|
|
Post by truenorth on Aug 10, 2020 8:06:30 GMT -8
|
|
|
Post by truenorth on Aug 10, 2020 8:15:55 GMT -8
Pernat: "KTM won thanks to Honda's disastrous strategy": "A mistake to let Pedrosa go away, HRC pays his arrogance. Quartararo was unable to manage the race, Morbidelli took the decisive step forward"
|
|
|
Post by Pistola on Aug 10, 2020 10:18:39 GMT -8
I can't wait for this here Ostrich GP.
|
|
|
Post by truenorth on Aug 10, 2020 17:05:55 GMT -8
I guess that little rope on the big bird's bag is where he does the Styrian.
|
|
|
Post by truenorth on Aug 11, 2020 6:06:41 GMT -8
Fabio’s rear-brake trick AUGUST 11TH 2020 MotoGP riders use the rear rake more than ever – Quartararo is one of the best at loading the rear tyre so he can get more stopping power from the rear of the bike Fabio Quartararo on the brakes on his Petronas SRT Yamaha Quartararo uses riding technique and bike set-up to keep the rear tyre on the asphalt during braking Mat Oxley The four main controls on a MotoGP bike – throttle, clutch, front brake and rear brake – are tools that can be used for jobs other than those originally intended. The throttle can be used to steer the bike, the clutch can be used for traction control (at least before electronics took that job) and so on. The busiest tool of them all is the rear brake, which riders use to stop the bike, to steer the bike and to reduce wheelies. In other words, before the corner, through the corner and out of the corner. Both Maverick Viñales and Valentino Rossi tell us that Fabio Quartararo’s crucial advantage is how he uses the rear brake to help him get stopped quicker than anyone else. This doesn’t only save time on the brakes it also sheds more speed in a straight line, so he doesn’t have to risk so much on trail braking into the corner. It’s also one of Marc Márquez’s great skills. Watch Márquez braking into a slow corner and the rear tyre is skittering left and right, locking and unlocking. Then he uses the rear end like a rally driver, awaiting the perfect moment, when the rear kicks out (as opposed to in) to flick the bike on its side and point it at the apex. During the Bridgestone era many riders hardly used the rear brake to stop the bike because the front slick was so strong they could get all the stopping power they could handle through the front discs. That’s no longer the case. While Bridgestone’s front slick was better than its rear, Michelin’s rear is better than its front; so riders really need the rear tyre to help them get stopped. Most MotoGP riders lock the front tyre, or have the tyre on the verge of locking, every time they hit the brakes. This is why rear-brake technique is more important now than it’s ever been. And this is why riders like Bradley Smith, who was one of those riders who kept away from the rear brake, struggled with the switch to Michelin. It’s not just about how the rider uses the rear brake, it’s about how he plays with the bike to keep the rear tyre in contact with the asphalt, because if he allows the front end to dive too much, the rear tyre will lift and become useless during the braking phase. Firstly, Quartararo hits the rear brake before he hits the front brake, to squat the rear of the bike and load the rear tyre. From there it gets more difficult to work out exactly what he does, unless you have access to his data. Obviously, he won’t tell us his secret. “Honestly, I just have the feeling to brake really hard and I have really good confidence with the front tyre,” he said at Brno. “Here for the first time I’m losing a bit of rear contact on the brakes, not because the tyre is lifting but it’s just floating on the track, maybe because there’s a lot of downhill and uphill here. Honestly, the way I brake is natural.” All we can say is that Quartararo plays with the bike, making micro adjustments every millisecond to front-brake pressure, rear-brake pressure, body position and everything else to modulate grip and therefore braking power between the front tyre and the rear tyre as he approaches the corner. It’s possible that the most important work on improving deceleration with the rear tyre is done in pitlane. The main job of the crew chief and the engineers is to work with the bike’s front-rear traction balance. As always, it’s about the traction circle of each tyre, which is what racing (bikes and cars) is all about: always maintaining the highest level of acceleration in the appropriate direction. Riding down a straight the rider accelerates as fast as possible in the forward direction. On the brakes he accelerates as fast as possible backwards. When he goes around a corner he accelerates as much as possible to the inside of the corner, right or left. The traction circle refers to the available traction, 360 degrees around the contact patch. During braking, as in everything else, the aim is to go to the very edge of the traction circle, in this case thinking about maintaining enough tyre-to-asphalt friction at the rear of the bike. This can be achieved via a huge number of settings changes. For example, a shorter swingarm puts more load on the rear, but also makes the bike more nervous, so can the rider live with that, or will it create negatives in other parts of the lap? Reducing rear ride height also increases rear load, but creates lazier steering geometry, so will that hurt the rider or help him overall? The Yamaha turns well, so perhaps this is an easier compromise with the M1 than some other bikes. Engineers can also play with the swingarm pivot point, raising or lowering it to adjust chain force and thereby increase squat at the rear. And then there’s clutch set-up, engine-braking mapping and brake spec. MotoGP riders have a range of rear-brake equipment they can use – steel disc sizes from 210mm to 250mm, solid or vented. Then there are different master pumps to adjust feel and different hoses, steel or rubber, again to provide a different feeling, according to rider preference. A myriad number of combinations. There are also choices for controlling the rear brake – foot-operated brakes, thumb brakes and scooter-style brakes. More and more riders are moving towards hand-operated rear brakes because the lever is easier to get at when the rider wants to turn at full lean in a right-hander or when he wants to keep the front end down during acceleration. Also, hands are much more sensitive than feet. Recent developments in aerodynamics have also played a part in changing braking techniques and settings. When front downforce is increased the front end will initially dive more violently when the rider hits the brakes, which unloads the rear quicker. Bikes have been rebalanced in recent years to deal with this and this is one reason why factories don’t want to increase downforce – to reduce wheelies and therefore improve acceleration – any more The main point to take away from all this is that the compromises that riders and engineers now work with to improve rear braking have to be fed into the huge number of compromises they were already dealing with in their search for the ultimate sweet spot for Sunday afternoon. I asked Ducati for clarification on its ride-height adjuster. “Petrucci already said too much,” said a team spokesperson. Finally, and this may just be me hallucinating due to lack of contact with the paddock and pit lane… but what about Ducati’s ride-height adjuster? The factory’s so-called shapeshifter squats the rear under acceleration to increase traction. Might it also play a role during braking, by loading the rear tyre? When a GP20 rider presses the lever on the left handlebar the rear of the bike compresses. The rear stays low on the straight and still has that attitude when the rider hits the brakes, so if the rider uses the rear brake first might he get more deceleration from the heavily loaded rear tyre before he hits the front brake, which disables the shapeshifter? “We use this system when there’s a big acceleration area and a big braking area,” explained Danilo Petrucci at Brno. “When we brake for sure the bike is lower, then we need to brake really hard to disable the system.” I asked Ducati for clarification on this point, but the company didn’t make an engineer available. “Petrucci already said too much,” said a team spokesperson. Ducati riders used the shapeshifter three times per lap at Brno, usually exiting Turns Four, Nine and 12. At Jerez they used the device twice per lap, exiting Turns Five and 13.
|
|
|
Post by truenorth on Aug 11, 2020 6:32:39 GMT -8
Crutchlow: “KTM similar to Honda? No, it is not" Motosan Ana Puerto 11 Aug. 20 The Czech Republic GP was difficult for Cal Crutchlow and the rest of the Honda riders in another race with the absence of Márquez. Crutchlow crossed the finish line in thirteenth place, in a group with Aleix Espargaró and Andrea Dovizioso ahead. “My start was just bad, I was only 19th and then I tried to make up ground in Turns 1 and 4. So I drove really well. He was at the end of the group. I had to try to move forward ” , he explained how his race was last Sunday at the Brno circuit. “It's the same old Honda story. We can't go in a group, ” he complained about the Honda's constant problems. “As soon as I have someone in front of me, I can no longer drive my trajectories. In qualifying, when I have two free minutes, there is no problem. I saw him with 'Taka', he had the exact same problem. So he was at the head of the group, I was behind. Then you could apply pressure again. It was a difficult race ”. "Taka had the exact same problem" “I had a little cramp in my forearm, but it wasn't as bad as in Jerez. I was in a group of very strong drivers who, like us, had problems this time. Although I am disappointed. If the race had worked and he had been fifth on the first lap then he might have been able to keep up. But it 's difficult to handle a situation like that on this bike, ” Crutchlow told Speedweek. In The Race they also spoke with Cal, especially about other drivers like Binder and what he achieved on Sunday. “Brad Binder was exceptional. He is an exceptional rider, I am very, very happy with his result. He totally deserved it, he shot in a fantastic way. It shows that the bike he's on is capable of winning every week, which we already knew, probably last year. Now they have the rider in it to be able to do that ” , Crutchlow was honest about the KTM. Many people said that Pol Espargaró's style would suit the Honda, is this because the KTM is similar to the motorcycle of the Japanese brand? "Now? No, it's not, ” Cal responds. “ I think when they started, they were very close. Now it seems that they have taken a huge step, probably since the arrival of Dani [Pedrosa] as well. We know that Dani was a very special guy, but he knew what he was doing. And when he was racing at Honda, he was also great at commenting. Maybe that bike didn't suit him ”. “Now he has tested the KTM for them, and he has done very well with that. And I think that has influenced the build of his bike to be a race winner, which it is now. And now KTM has a rider who is fantastic, so I think that's why too ”, he added regarding the work Pedrosa does at the factory that the next two grands prix runs at home. The LCR Briton also mentioned Quartararo, who last year couldn't win as a rookie. “For a rookie to come and win right away. Fabio [Quartararo] didn't do it last year, and Brad has this year. On a bike that everyone says needs more development, it needs concessions, but it shows that it definitely does not. They are doing a very, very good job and Brad did a very good job, ”he compared both drivers.
|
|
|
Post by truenorth on Aug 11, 2020 7:08:41 GMT -8
Get the umbrellas out, it's looking wet in Austria Umbrella with rain drops
Alex Marquez: "Being a rookie means accepting challenges and learning": "In Austria we will find rain, but I will have to adapt to any conditions",
Bradl: "The weather will change things, I will be more competitive"
Iannone, Lorenzo, Dovizioso... Dear Johann Zarco1, don’t forget you ride a bike that has never been beaten in Austria.
Álex Márquez: "I will have to adapt to the Honda in the wet". He has acknowledged not being satisfied with the result on Sunday; however, it already looks optimally towards Austria.
KTM has dominated every motorsport discipline it has entered throughout its history, but faced an entirely new challenge in MotoGP. Five years on, with huge investment in personnel and technology, here's how the Austrian brand has reached the summit
Quartararo alarm: "KTM tried a lot in Austria, it will be dangerous": "The data collected will help them in the race",
Morbidelli: "The Red Bull Ring is not a favorable track for Yamaha, but this is only written on paper"
Rossi uncertain about what to expect with weather conditions in Austria: "Last year in Austria it was a good race”
Vinales: "In 2019 we had a tyre degradation, so we will be working on that area this weekend"
|
|
|
Post by truenorth on Aug 12, 2020 6:35:19 GMT -8
|
|
|
Post by truenorth on Aug 12, 2020 8:14:42 GMT -8
Ducati facing a massive task at their favoured MotoGP track 12.08.2020 BSN David Miller Ducati’s management and riders should be relishing the next two weekends as a shoo-in for two wins and two more podiums at the track where they have won for the last four years. Andrea Dovizioso has two wins, Jorge Lorenzo and Andrea Iannone one each. With the talent of Jack Miller, Brno podium man Johann Zarco and Danilo Petrucci also on the firm, it should be walk in the park. But all is not well in the Bologna camp. Dovizioso is the lead Ducati and is already more than a race win off inxperienced championship leader Fabio Quartararo. It has been said many times that had Marc Marquez not been around, the Italian would have been world champion. This, then, should have been the year… The problem, for the experienced Ducati men it seems, is the new profile Michelin tyres. The way Dovizioso, Miller and Petrucci have their Desmosedicis setup doesn’t work with the hoops and no amount of riding style change is helping. “The bike is not that different, the GP19 and 20 are very similar. It’s not the point, it’s too easy to be that The rear tyre for sure pushes the front and not just pushing, working in a different way. We have to change that and it’s not that easy,” explained Dovizioso. “I thought that with a bit of difference in my style I could improve a lot the situation, but it’s not like this and I think I need more help from the setup. “I’m not that kind of rider that I try to use excuses, but if you check my data I always have the front locked. This means I’m trying to put my bike on the limit at that point and I’m losing a tenth in the braking, every braking. We have to go in a different way. “I think our limit was we followed what we did in the last two years because it worked, and it didn’t work. This moment the situation is not clear and is the reason I’m slow. “And when you have the kind of race where the rear is really bad for everybody, if you are slow in the braking, in the middle of the corners, you will finish 11th.” At Brno, Zarco finished third after scoring pole on the GP19, while Bagnaia was on course for a second at the Andalusian GP before a mechanical issue struck his GP20. This doesn’t affect the likes of Pecco Bagnaia and Zarco as they don’t have much reference as to how the bike used to behave on the smaller tyres. If you look at Danilo, Jack, and me, we have a lot of experience with this bike and we have more or less the same problem. Pecco and Zarco have less experience, and I think they went in a different direction because they didn’t have the experience to follow what was good to do for Ducati in the last three years.” Dovizoso recognises this weekend and next at the same track should be relatively easy wins but that won’t be the case. “Ducati has achieved four successes at the Red Bull Ring in the last four years, now we have to think that our priority is to regain the feeling with the Desmosedici GP bike. “It is in difficult times like this that we have to stick together, and I see the next race in Austria as a good opportunity. We have to keep calm and work as we’ve always done.”
|
|
|
Post by truenorth on Aug 12, 2020 8:24:51 GMT -8
Grand Prix apprenticeship – still learning Brad Binder’s win reminds former commentator Nick Harris of an event that happened 40 years ago, involving another South African rider Brad Binder’s truly memorable ride into the history books and then his immaculate calm TV interview with Simon Crafar in the Brno pit lane afterwards made me smile. Memories of another great South African World Champion, the Brno road circuit and the apprenticeship as a Grand Prix reporter. Forty years ago, I traveled to report on the Czechoslovakian Grand Prix on the old Brno road circuit. It was my first season as a Grand Prix reporter, and I was keen, very keen, too keen. There was massive interest in the 350-cc race which was the penultimate round of the Championship. It was a fight between the toughest Grand Prix rider I have ever met, South African Jon Ekerold and the talented German Toni Mang. Privateer Ekerold arrived at the 10.920 kms road circuit on a sweltering afternoon with a 14-point lead in the Championship. It was not easy for a South African to get a visa to race in Czechoslovakia. His two Bimoto Yamaha mechanics had been refused entry and he only managed to get a precious visa because he had inherited a Norwegian passport from his father. Ekerold looked so much the likely World Champion as he trailed leader Mang through the villages, corn fields and forest. Suddenly the Champion elect started to slow, which we discovered later was with a broken piston ring. He limped home in tenth place, with Mang’s victory ensuring the pair would go into the final round in Germany on equal points. I was first there with pen and notebook in hands as Ekerold limped into the pits and took off his helmet. Others with a bit more experience and nouse than the novice waited for the dust to settle. I had dived in as Jon was still removing his helmet with a breathless enquiry about why he had slowed and how he felt about not winning the World title. His reply was unprintable, and he made it very clear what he thought about me. A week later I drove to an iconic venue for the final round of the 350 cc World Championship. The Nürburgring road circuit nestling in the Eifel mountains was on its last legs. As I drove into the paddock Jon Ekerold was waiting for me at the gate. I was ready for another ear bashing but instead he apologised for his outburst, said he was out of order and I was only doing my job and shook my hand. He then went out to produce a ride of pure genius and guts that you had to be there to appreciate. His victory over Mang brought him that World title and left me with memories I will never forget. His last lap between the trees and barriers that lined the 22.835 kms deteriorating surface was one of the greatest single laps I have ever witnessed. His last lap would have qualified him in second place on the 500cc grid and his race time would have placed him fourth in the 500cc race. Onto Austria on Sunday and I loved both the old Salzburgring and in recent years to the similar picturesque location of the Red Bull Ring. The Salzburgring was special especially watching those 500cc grand prix motorcycles at such a high speed. It was the ultimate amphitheatre for riders to show not only skill but so much nerve and courage. A little Alpine stream used to trickle between the trees past the media centre and a family ran the communication service, charging extortionate prices. Upset Mother, Father and especially Daughter and there was no chance of copy being filed. In 1983 Kenny Roberts was fighting like a true champion to win back the World title he had last won three years earlier. It was a crucial sixth round of his fight with Freddie Spencer at the Salzburging. I had organised with Yamaha that if he won, the presenter back in London could interview him live for BBC Radio at the end of his victory lap on the finish line before he went to the podium. Kenny completed his part of the deal perfectly. A classic six second win over Eddie Lawson and he stopped in front of me, took off his helmet and put on the headphones ready to speak to the BBC. Unfortunately, the people back in London had not grasped the situation. Instead of coming straight to Kenny they asked him if he would mind waiting a couple of minutes because they were doing a cricket round up around the county club grounds. Kenny may have just completed 131.440 kms at over 190 kph but he never lost that wicked sense of humour. He asked them if that was the same game of cricket in which the match can last five days and still end in a draw. Kenny waited, the rostrum ceremony waited and eventually the interview with the winner was completed. Four decades later and I am still learning.
|
|
|
Post by truenorth on Aug 12, 2020 8:47:27 GMT -8
|
|
|
Post by truenorth on Aug 12, 2020 9:00:59 GMT -8
Dovizioso and the last resort at the Red Bull Ring: "we need calm and unity": "The priority is only to regain confidence with Ducati, no predictions".
Petrucci: "if we work hard, our time will come"
The Brno MotoGP top 3 of Binder, Morbidelli & Zarco was the 1st premier class podium in 81 races since the 2015 British GP at Silverstone that didn’t feature a Spanish rider. Podium that day was Rossi, Petrucci. Dovizioso.
Binder: "The secret is having fun, if racing becomes a job, it's over": "After I won, I my phone has been in flight mode for 24 hours. My family and I made huge sacrifices, but Sunday we were repaid"
Michele Pirro reckons Dovizioso and Ducati are not out of the title race yet: "Zarco and Bagnaia have more of an advantage because they have less experience with the Ducati. KTM didn't surprise me, they arrive at the races with 15 more days of testing
Beirer: "Pedrosa, a turning point in the KTM project, we never copied": The manager who led the Austrian manufacturer to success in the MotoGP: "I haven't stopped smiling since Sunday. We started with a blank slate, and we did it. There are no shortcuts
Neil Morrison: Crutchlow is pretty concerned about the possibility of wet conditions at the Red Bull Ring. "I don’t like riding here in the rain. It’s like ice. It's not like there is a lot of run off. We’re all pretty concerned..."
Miller: "We will talk about the risk of a wet GP in the safety commission": "The Red Bull Ring is not one of the safest tracks on the calendar, today in turn 1 there was an impressive wall of water. I agree with what said by Cal, in the wet when braking is dangerous.
A. Espargarò: "Seeing the KTM so strong in Brno pissed me off": "I've been in MotoGP for less time than Aprilia. The RS-GP is not bad compared to their bike, which is a missile on the straight, like the Ducati of the best times. It would not be fair to say that it was thanks to Michelin.
Iannone's hearing on October 15. Aprilia: "we'll wait for it": DOPING CASE. Massimo Rivola: "Wada asked for and got a postponement. We believe in Andrea's innocence, we want to continue with him"
"For a rider like Dovizioso it is more difficult to make him change his style" Michelle Pirro will be in charge of replacing Pecco Bagnaia for the next two races. The Italian arrives at a crucial moment for the brand.
Vinales: "If it rains, we'll have to be careful, but I'm not worried": "We tried the wet track last year; we need to be careful about the closeness of the barriers. We need to talk to Michelin to avoid the mistakes with the tyres at Brno." Rossi: "The championship is very open, the tires will decide": "The situation can change from morning to afternoon. KTM can fight for the title. Misano with the public? I couldn't have imagined it without"
|
|
|
Post by truenorth on Aug 13, 2020 7:12:20 GMT -8
|
|
|
Post by truenorth on Aug 13, 2020 8:42:48 GMT -8
P. Espargarò: "Regret leaving KTM for Honda? I'll know at the end of 2021": "It is true that they were in difficulty, but it is also true that Marquez was missing, that is the best. The Michelins? We won and there is who says it's the tires, others the engine. Nobody talks about the drivers. Rins: "KTM and Ducati superior in Austria, but Suzuki is fast in the corners": "Our engine has improved, but we have to exploit above all the speed in the corners. The shoulder? The last two corners worry me, but I feel better" Alex Marquez: “Dangerous track? When you run you forget about it ”:“ In the race everyone wants to push hard to win. Marc gives me advice, but the hard part is putting them into practice. I talked to him, he's not thrilled to have stayed at home, he's actually a bit nervous The weather today
|
|
|
Post by truenorth on Aug 13, 2020 8:46:53 GMT -8
|
|