Motorcycle Racer – Joerg Teuchert http://joergteuchert.com/ Wed, 23 Nov 2022 17:16:17 +0000 en-US hourly 1 https://wordpress.org/?v=5.9.3 https://joergteuchert.com/wp-content/uploads/2021/04/cropped-icon-32x32.png Motorcycle Racer – Joerg Teuchert http://joergteuchert.com/ 32 32 INTERVIEW: Josh Hill | RUNNER https://joergteuchert.com/interview-josh-hill-runner/ Wed, 23 Nov 2022 16:05:17 +0000 https://joergteuchert.com/interview-josh-hill-runner/

Almost ten years ago, American racer Josh Hill came close to winning the 2013 Terex Australian Supercross Championship as a member of the Dodge/Sycuan Casino/Suzuki RCH Racing team.

Hill, who commanded the series, ultimately lost the title to Jake Moss in the final round at Toowoomba Royal Showgrounds. But that was then and this is now, and Hill is preparing to travel to Newcastle for round three of the 2022 Australian FOX Supercross Championship where he will replace injured CDR Yamaha race team rider Luke Clout.

Q: I know you have competed in Australia before. Do you like running there?

JOSH HILL: I actually spent a lot of time in Australia. I did the whole season in 2013, then I did the last three rounds in 2018 for CDR when they had the Aus-X Open. I stayed that year, then I went to a race they had just outside of Sydney, then they had a race in Auckland, New Zealand, and I entered that one . I probably would have continued to go back every year if that had happened. I really found myself a home within the CDR Yamaha team. Whenever I get a call saying they need someone they usually give me a few months warning so I can get in shape for the race. It’s a fun business. I love going there.

Q: 2022 has been a busy racing and freeriding season for you, hasn’t it? You’ve competed in the Monster Energy Supercross series, the FIM Supercross World Championship, the Australian Supercross Championship and even the Red Bull Imagination freeride.

JH: Yeah, I’ve found my niche and I love freeriding and I love capturing that and trying to make videos and do video parts and stuff. It really kept me going through the downtime of the race, you know? It’s hard to be a runner and only rely on that income for your life. It’s a stressful way to make a living. It’s cruel, you know? Most of the time I got hurt on the bike, it was always racing or training for a race.

The race is grueling. I still absolutely love racing, and there’s nothing quite like it in the world when you’re hitting all the biggest jumps and stuff. And everything about freeriding is so much fun and rewarding in its own way, but there’s nothing like winning a race or getting on the podium of a major international supercross. This feeling is unmatched. I’m just excited to be able to continue doing everything I love and to be able to freeride and be able to choose my own schedule these days.

Now I also have the opportunity to race for the Tedders in 2023 which is amazing. They also hired my little brother Justin. We’re going to be teammates for the first time in our lives and that’s pretty exciting. Justin is going to do the whole series and from what it looks like right now, I think I need to do 10 rounds. That way I still have time to get away and go do some of the freeride projects and stuff that I want to do. I don’t see myself as a championship threat anymore with racing, but I still think I’m in the top 10, especially after the off-season I had this year. I’m excited for 2023. I think I’m still competitive and not being at every race is going to make or break the season for me.

Q: Team Tedder/Monster Energy/Mountain Motorsports/KTM Racing is an established, well-funded racing team with technical support from KTM. Can you be competitive in the 2023 supercross?

JH: I think they give us competitive material. The great thing about the Tedders is that they’re all in on it. Sometimes when riding for smaller teams you can cut corners. Some things can go on the bike that aren’t necessarily what works best because they can get some funding out of it. Sometimes it might just be free coins. With the Tedders, they’ve been around for quite a long time and they have access to a lot of great gear. They also hired Sean Bell, who was my mechanic and my brother’s mechanic at Pro Circuit when he won the championship. Most recently he was with Justin Barcia at Factory Yamaha for several years. Having him around and having his knowledge is super helpful.

The whole program, I think, is going to be really strong. It is a family owned and operated team. That’s why they do this. It’s a family that loves to hit the motocross track. This is what keeps them coming back every year. Having this look is a bit different; it’s a bit more laid-back than your standard racing team that’s only there to make a profit and make waves. It’s exiting. It’s cool. I’m really glad I found this house here in the United States. It’s a little weird juggling Yamahas in the World Championship and then KTMs in the United States, but it’s fun. It’s a great opportunity.

Q: How do you think you will do in those races Looking forward to those Australian Supercross Championship races?

JH: In the last round in Adelaide, I came back from a long way and ended up finishing third behind winner Aaron Tanti and Justin Brayton. It was good. I was excited about it. We still have heats, and it’s fun to go to those races because you never really know what to expect. Sometimes they build really technical tracks and then sometimes you show up and it’s kind of a dumb supercross track that’s a little easier for some guys. Every time you show up, you don’t necessarily know what to expect off the track. It’s cool and they always throw curveballs at you. For me, I always try to be as adaptable to those circumstances and just try to get better with every race.

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Chronicle Archives – Cycle News https://joergteuchert.com/chronicle-archives-cycle-news/ Sun, 20 Nov 2022 20:00:10 +0000 https://joergteuchert.com/chronicle-archives-cycle-news/

larry laurent | November 20, 2022

Cycle News Archives

COLUMN

Vance & Hines Suzuki, Top Fuel’s Legendary Beast

Racer Terry Vance had plenty of experience on super-fast drag racing bikes, he had just completed several racing seasons with a twin-engine Honda that dominated the Top Gas class. But nothing prepared him for the rush of sensory overload when he first twisted the throttle on the supercharged, nitromethane-burning Suzuki Top Fuel machine his racing partner Byron Hines built.

Terry Vance on the nitromethane supercharged Suzuki Top Fuel machine his racing partner Byron Hines built. Photo: NHRA

Although Vance scored victories, championships and records, including the first motorcycle to break the 200 mph barrier and run in all six, riding the massive supercharged V&H Suzuki was no walk in the park. He now admits, despite its success and the huge fan attention it garnered, the famous wedge-shaped drag bike intimidated him every time he threw a leg over it. In the end, Vance & Hines sold their famed Top Fuel to fellow drag racing legend, Larry McBride. The reasons weren’t just that Vance never felt comfortable piloting the machine, but because their business was growing so fast that they no longer had time to focus on what was small. -to be the longest and most expensive motorcycle the company has ever built. But while it lasted, the Vance & Hines Suzuki Top Fuel bike was one of the true marvels of all drag racing and an experience Vance says he will never forget.

If you’ve seen the documentary about the extensive testing the Air Force underwent before test pilot Chuck Yeager finally broke the sound barrier, you’ve got an idea of ​​the methodical testing Vance and Hines underwent even before they left. compete with their Suzuki Top Fuel machine. The idea of ​​the best tanker started before Vance & Hines when Terry and Byron worked for Russ Collins and his company RC Engineering.

“We had a twin-motor Top Gas bike that won 22 out of 23 races in two years,” Vance recalled. “We kind of demoralized the competition in the class. We really didn’t like the fact that we were doing all that gain and not getting any exposure. With Fuel bikes, all they had to do was show up and that was a big deal. So we decided to build a Top Fuel bike.

In 1977, Hines began building the Top Fuel machine. It was originally supposed to be powered by a Kawasaki KZ900 engine, but then Suzuki stepped in with the sponsorship, so Bryon went ahead with the build using a Suzuki GS1000-based engine. At the end of the year, Vance took his first runs on the bike and found it almost completely unusable. Since he had so much experience riding mega-powered drag racers, including the twin-engine Honda Top Gas, one might wonder why the Top Fuel Suzuki was such a big step. Vance just laughed when asked.

Terry Vance and Byron Hines
Drag Racing winning duo Terry Vance (left) and Byron Hines. Photo: NHRA

“Comparing this twin-engine Honda to the Suzuki Top Fuel bike is like comparing a lamb to a lion,” Vance said. “It was so drastically different that I had trouble understanding. It was like you were going at lightning speed.

“The Fuel bike would shake the [rear] the tires were so bad you couldn’t see the track, everything was blurry,” Vance recalled. “You’d get to the middle of the track and the front wheel wouldn’t touch the ground and you’d just be on the wheel bar on the rear wheel, and you’d think, ‘Man, I’m really haulin’ ass.’ When the [rear] the tire would stop shaking and everything would become crystal clear and you could look over the bar and use it as a visual gauge. It was almost as if a camera went out of focus and then went into focus. You would know when you were on a really good run how quickly that clarity would come to your vision.

All of this building and testing coincided with Terry and Byron’s decision to leave RC Engineering and strike out on their own to start Vance & Hines, so there was a lot going on.

On top of that, Hines was trying new concepts on the Fueler, including a fixed rear axle and a rear fender. The unexpected result was a bike that wouldn’t go straight to the track. It took a year of testing, tweaking and re-testing before the boys had a bike they believed would confidently reach the end of the quarter mile without hitting the wall. The key was getting the Tracy body shape, weight and width, to allow the aerodynamics to guide the bike right through the center of the drag lane. Hines also modified the fixed axle to be adjustable so the bike steers better. In 1980 Suzuki released their GS1100 and the team switched to this engine with its four-valve heads. The bike was constantly losing cranks due to weak aluminum crankcases. Suzuki provided the answer with cast iron cases.

“They [iron cases] were 45 pounds heavier than what we had before,” Hines recalled. “But they were bulletproof, so in late 1980 or early 1981 we started using them.”

Suzuki Vance and Hines Top Fuel Bike
Vance said comparing the twin-engine Honda to the Suzuki Top Fuel motorcycle at the time was like comparing a lamb to a lion. Photo: NHRA

After Russ Collins set the top speed bar in 1978 with his 199.55 mph run, the holy grail of Top Fuel motorcycle racing in the early 1980s broke the 200 mph barrier and entered the elapsed time of six seconds. All the big names were trying to make it happen, including living legends like Russ Collins, Elmer Trett and Bo O’Brochta to name a few.

Vance, on the Vance & Hines Suzuki Top Fueler, became the first to hit the targets, but it’s not without controversy. It happened on a Wednesday night, August 4, 1982, at Orange County International Raceway. During testing, Vance had an impressive run and fired the lights with a pass in 6.98 seconds at 203.61 mph. They accomplished the feat even though the crankshaft broke during the passage. The controversy was whether the race should even have been considered legitimate. It didn’t happen at a national event, but at a regular weekly Orange County Wednesday meet, which primarily drew locals to race their street machines. Locals would sometimes get a big treat when some of Top Fuel’s teams showed up and used the weekly meet as a low-cost proving ground. But since Vance’s 200+ mph run was not in a nationally sanctioned competition, the record was largely ignored.

“There’s always been a debate about who ran the first 200 mph race in six seconds, and I’m not even interested in that,” Vance said. “It was a national track with top notch timing equipment, a regular weekly meet and everyone saw it so no one could deny that. All I can say is it was a real man machine; I don’t know any other way to say it. If you didn’t have experience on other race bikes, you could never handle it. You couldn’t just put someone “One on a Fuel bike, it would kill itself. It was the top of the food chain in terms of power. You had to have a few screws loose to mount one in the first place.

A year after Vance’s 200-plus run, Elmer Trett was officially recognized as the first to break the legendary 200 mph barrier when he did so at the 1983 NHRA US Nationals in Indianapolis, in the half- final against O’Brochta. Trett and Vance met in the finals at Indy, setting up the perfect scenario between the two top guns. Vance made it light and got off to a great start and had a lead, but blew his engine during the shift, giving Trett the win.

Vance finally decided to quit riding the top fuel V&H Suzuki when Vance found he couldn’t control the direction of the bike in crosswinds.

“The problem was that we were pushing the limits without the benefit of a wind tunnel,” Vance said. “Today would have been the first place we would have tested.

“At that time, I was ready to work on making Pro Stock more popular, and I was afraid that the Fuel bike would continue to present challenges that we might not be able to meet. So, I finally told Byron that I wasn’t going to ride him anymore.

Vance & Hines Suzuki Top Fuel Record

Today Vance looks back and can now smile both at the fame this machine gave him, and at the aspect of riding such a powerful, impressive and difficult-to-handle machine and living to tell the tale. .

“Even though we only rode the Fuel bike for about four years, it got us as much or more notoriety than the Pro Stock thing,” Vance said. “People really liked the bike. They liked its somewhat futuristic appearance, and it was a great ambassador for the Suzuki brand. If I walk into a room or someone introduces me, the first thing people say is, “Oh man, I saw you riding that Fuel bike.” It was great!’ They always remember this bike, and it always had a special place in my heart.

Larry McBride bought the Vance & Hines Top Fuel Suzuki, rebranded it, and campaigned for several years before crashing the bike heavily in the early 90s and being badly injured in the process. The bike was damaged in the crash, but McBride still has it.

“Hopefully the bike will be restored at some point,” McBride said. “But I’m still running actively and it takes up all my time. But one day we will bring it back.

Vance would like to see the machine restored.

“I should just call Larry and give him a lot of money to rebuild it,” Vance said. “It would be great to reunite with one of the most recognizable machines in drag racing history.” NC

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MotoAmerica: Won fastest in testing at Buttonwillow – Roadracing World Magazine https://joergteuchert.com/motoamerica-won-fastest-in-testing-at-buttonwillow-roadracing-world-magazine/ Thu, 17 Nov 2022 01:45:58 +0000 https://joergteuchert.com/motoamerica-won-fastest-in-testing-at-buttonwillow-roadracing-world-magazine/

Two-time defending MotoAmerica Medallia Superbike champion Jake Gagne was fastest overall in a two-day multi-team Dunlop tire test at Buttonwillow Raceway Park in Buttonwillow, Calif.

Riding his Fresh N Lean Progressive Yamaha YZF-R1 with new electronics, new engine specification including a World Superbike gearbox and one of Dunlop’s new Superbike qualifying tires, Gagne completed the 2.68 mile course in 1:40.896. Not only was he the fastest of the six Superbike riders present, but he was the fastest Gagne or any other Yamaha rider had ever gone around the track by half a second.

The unofficial lap record for Buttonwillow’s Race 13 configuration clockwise is 1:41.350, which was achieved by Cameron Beaubier on an Attack Yamaha in 2020.

“Really good,” is how Gagne described his test. “Obviously we are testing the new tires that Dunlop brought us. I think everyone is really happy. They have taken a good step. The front tire made a good pitch for sure. It’s good that everything they worked on works, and I’m sure we’ll all break the lap records next year.

Dunlop’s new Sportmax Slicks, as they’re called, come in new sizes—a 120/75 front and 200/65 rear—with the front having a slightly different construction, according to Dunlop’s Anthony “Tony” Romo. The compounds will remain the same as in 2022 but their identifiers will change. For example, compound 0129 will be called compound R3.

“I think one of the big steps they’ve taken is how hard you can brake on the front tire,” Gagne continued. “Even with the lean angle, you can really throw it at the top with more brake pressure. I think that’s what they wanted, and they did a good job.

“That’s pretty much all we did today was go through all the tires and see how they affected the bike. Even with slightly different tires [size] it didn’t totally upset the bike or completely knock it down.

Gagne’s teammate Cameron Petersen also took advantage of the ideal track and weather conditions on Wednesday and went under the former unofficial Buttonwillow Superbike lap record with a 1:41.250. And like Gagne, Petersen was happy with how his test went, and even happier with the new, larger Dunlop slicks.

“I thought the new tires were great,” Petersen said. “I still don’t think we’ve really touched on the depth and lag potential of the brakes in the corner, which is a nice feeling. I think every record is going to be broken. [in 2023].”

Five-time MotoAmerica Superbike champion Cameron Beaubier finished third in the lap time standings, clocking 1:41.685 on his second day driving a Tytlers Cycle Racing BMW M 1000 RR Superbike.

Cameron Beaubier (6). Photo by David Swarts.

“It was good to have my first experience on the BMW,” Beaubier told Roadracingworld.com. “Yesterday we did 30-35 laps and we were getting used to a Superbike again. I felt like I was riding well, but I looked at the times and I was three seconds away from what Jake [Gagne] and cam [Petersen] were doing. (Laughs)

“I was a little shocked to see how fast they were going. It certainly made me a little nervous, but today I tried not to watch any moment, as difficult as that is for us riders. “It seemed like I was adjusting to the bike more and more. The team did a great job of making me feel comfortable and it seemed like we were working well together. It’s a good first test.

Instead of any official announcement, so far, from Tytlers Cycle Racing regarding Beaubier joining the team, we asked Beaubier about his status.

“It’s definitely moving forward, going in that direction,” Beaubier said. “There is nothing signed on paper at the moment, but everything seems to be going like this. We are in the process of finalizing all the details.

PJ Jacobsen set a fastest lap of 1:42.685 on his unchanged BMW M 1000 RR Tytlers Cycle early Wednesday, his second day at Buttonwillow, but the New Yorker test ended in a late afternoon crash. Unharmed, Jacobsen said the setting sun affected his vision and cut the interior sidewalk around the corner from the bus stop, causing the crash.

Richie Escalante was the only rider representing Vision Wheel M4 ECSTAR Suzuki during the test. The Mexican rider racked up the most laps on Wednesday, at 51, while trying out new Dunlop tires and new electronics on his GSX-R1000R. Escalante, who clocked the fifth-fastest time of 1:43.886 on his first visit to Buttonwillow, was also pleased to report that he has fully recovered from injuries he suffered in an accident at Brainerd.

The sixth Superbike rider in the test was 2022 MotoAmerica Stock 1000 Champion Corey Alexander, who along with his team focused on getting to know their new Tytlers Cycle Racing BMW M 1000 RR Superbike and therefore decided to stick with the Dunlop 2022 tires during the test. . Alexandre’s best time was 1:45.329.

MotoAmerica/Dunlop trial

Buttonwillow Raceway Park (Race Setup #13 CW)

Buttonwillow, California

November 16, 2022

Best lap times (all on Dunlop tyres):

  1. Jake Gagne (Yam YZF-R1), 1:40.896
  2. Cameron Petersen (Yam YZF-R1), 1:41.250
  3. Cameron Beaubier (BMW M 1000 RR), 1:41.685
  4. PJ Jacobsen (BMW M 1000 RR), 1:42.685
  5. Richie Escalante (Suz GSX-R1000R), 1:43.886
  6. Corey Alexander (BMW M 1000 RR), 1:45.329
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Pro motocross mechanics discuss life as the key to travel https://joergteuchert.com/pro-motocross-mechanics-discuss-life-as-the-key-to-travel/ Fri, 11 Nov 2022 19:30:00 +0000 https://joergteuchert.com/pro-motocross-mechanics-discuss-life-as-the-key-to-travel/

Has there ever been chatter in the mechanics areas during motos?

alexander

I think so. Much of it is stubbornness. Nobody likes to lose, and if you ever feel like winning, it changes you. I’ve competed against a lot of mechanics in the past, but purely on competitiveness, I didn’t really like this person. I was jealous. I was just at that place in my head where I was like, ‘Wow, I’ve invested so much in this since 2006, I’ve given my life to the sport and we’ve failed yet again.’ You’re so invested that you think you’re the one riding the bike. But you are not. You are essential, yes, but only 10-15% realistically. It takes so much for everything to line up. But yeah, the tension is usually high, and usually me, or others, can come across as an asshole, but that’s just focus. And for me, passion.

I guess other examples would be lazy mechanics lying on the Tuff Blox in supercross. There are over 20 mechanics stacked in an area with only a few good starting points. Most mature mechanics signal, then walk away from the Tuff Block to let someone else in. Then keep turning off. Other mechanics pick a spot and lie on the Tuff Block like they’re sunbathing at noon, which isn’t fair.

Harrisson

Not that I lived. Honestly, there’s a ton of respect in them! If your guy doesn’t make it, go to the back of the line. [Laughs]

Chiggey

In supercross, everyone is nervous and focused because the show goes so fast! In motocross we have two minutes of nothing until they come back. We see them for a corner, and they’re done for another two minutes. We tend to hustle each other with all the waiting time, but often we just talk about the track. What most don’t realize is that mechanics leave the track at the end of the day without even seeing 90% of the track. We go to the end and look at the track and think, “Okay, now I understand what they were talking about on the helmet.”

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Todd DeHoop on injuries, the joy of riding motorcycles https://joergteuchert.com/todd-dehoop-on-injuries-the-joy-of-riding-motorcycles/ Tue, 08 Nov 2022 22:00:00 +0000 https://joergteuchert.com/todd-dehoop-on-injuries-the-joy-of-riding-motorcycles/

And the wheels? Something that handles this badly shouldn’t be able to go this fast.
Yeah. I was also riding a 1970 CZ 250 with a downpipe, and you know before that there’s the step they had after the dogleg on the right, I was doing that on this 1970 CZ from the outside. And then after the start line you turn right then left and there’s a climb right there, I was doing that on this bike too. The guy I borrowed the bike from, he was freaking out because he thought, one, I was going to break it in half, and two, because they have a belly tube that goes under the bike and he was afraid that I was going to smash it. But I landed it perfectly on the downside every time! But the pipe was all loose and rattling when I came off the track both bikes [Laughs] but I said, “Hey, he stayed together!”

Have you always been a natural jumper? I mean, do you have a supercross title?
Yeah, I was always the first to jump everything, pretty much all the time. It was just one of those things, it was always fearless, without repercussions.

What still comes back to your injury is the thing that hurts you, but also the thing that pushes you to get better.
Yeah, it’s a double edged sword. That’s what defines you in the race is that you don’t care what happens to you for the reward. I mean it doesn’t matter to you, you look at it and you’re like, “Okay.”

Going off of that, I read an interview where you said, I mean you were obviously disappointed that you were injured, but you were more upset for your wife and daughters and how your injury affected their lives, compared to how it affected your own life because you were like, “Well, that was my mistake, but they didn’t sign up for that.” How has this affected their life?
One hundred percent. It was literally the first thing that came to mind, it wasn’t even what happened to me but what I was now going to put my wife… I mean, it was really emotional because that the perspective changes immediately, right away. It’s not like it took a long time to set in, for me it was immediate, I was in mental panic because I told myself that I didn’t care because I was putting myself in my shoes. All of a sudden you think, “I’ve put my wife and daughters in a position where they have to take care of me for the rest of my life. So now I’ve basically ruined their lives with my stupidity.

By doing something that, first of all, I shouldn’t be doing because I originally went there just to do the vintage thing and not ride the Ricky Carmichael thing [on modern bikes], but I was like, “Oh, I’m already here, shit, I’m bringing my 450.” I didn’t have to do that, I could have been more than happy just driving my ’86 250, but I didn’t. My wife told me, “You shouldn’t do this, you should just do what you came here to do. So yes, I have that against me too.

So whatever, the perspective for me is that this happens and then I have to put up with the fact that I put myself in this position and now they have to spend the rest of their lives taking care of me, and you know how to change my pee bag or whatever. You look at it and you think, “I can’t believe this.

So, the question of the day, where are you now? What are you doing and how are you coping with injuries?
So when it comes to injuries, I always tell everyone in my mind, in terms of functionality, I’m about 70-75 percent. I’m not normal… well I’ve never been normal. [Laughs] I’m limited on my right side, but my left side is good, my right side is slow and I don’t have a lot of strength, muscle movement and control, it’s not all there. But I move around as much as I can on a normal basis. I get tired when I try to do too much, and it will take me a few days to recover. Like, our mindset is just, go-go-go, do-do-do, and then our bodies are like, “Oh, you’re gonna pay.”

So I try to do as much as possible. Last weekend I probably backpack blew three quarters of an acre of leaves, stumbling around like an idiot, but I do. I always tell my neighbors, “I swear I’m not drunk!” because I always stumble. I never fall but I always stumble from the imbalance of trying to control 800 CFM of backpack blower blowing you. [Laughs] Looks like you’re drunk, but I swear you’re not!

So, just to try to make the most of it, and then for the job, I’m the regional road equipment manager for the retail stores. So that involves inventory control and hiring, all that comes with management, lots of emails and phone calls. Sales meetings with big clients… So I travel, have meetings and talk with clients. It suits me well because of my background, my diplomatic skills in dealing with sponsors, talking with people in the industry and talking with fans. For me, it’s easy to be involved with a lot of people because of my background in racing and always having to promote myself. And I think that has helped me enormously in what I do. So that’s what I do: try to promote the company and try to work with all my employees and try to make it easier for them. I try to be a good boss. My thing is that I try to manage with diplomacy and try to solve a problem, not create one.

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Does MotoGP need a rider weight rule? https://joergteuchert.com/does-motogp-need-a-rider-weight-rule/ Wed, 02 Nov 2022 18:23:27 +0000 https://joergteuchert.com/does-motogp-need-a-rider-weight-rule/

Leading Superbike World Championship riders have recently entered into a candid debate over whether the series needs a minimum rider/bike weight limit – and one of MotoGP’s tallest riders is certain that the debate must also take place in Grand Prix races.

VR46 Ducati’s Luca Marini is among the tallest in the 2022 MotoGP field, and feels his size – and resulting weight – has always been a disadvantage.

He’s sure the introduction of a minimum bike combined with rider weight would help make the series fairer.

A combined weight limit is already in place in the Moto2 and Moto3 junior classes, where riders are weighed in full protective gear and this weight is then added to the total weight of the bike. Any shortfall is made up for in the form of lead ballast – which can actually present a performance boost by allowing teams to further tailor a bike’s center of gravity by carefully positioning the weight.

The weight limit in the smaller capacity categories is seen as a sort of safeguard measure, introduced in an attempt to ease the pressure on riders (many of whom are teenagers) to keep the weight as light as possible, sometimes through unhealthy means – with rumors of eating disorders and substance abuse having surfaced in the past.

The issue was also discussed when Aprilia MotoGP rider Andrea Iannone received his four-year sanction for taking the banned steroid clenbuterol, a drug known to help with weight loss at a time when he spoke openly about the need to lose weight. weight.

Weight rules for Moto2 and Moto3 have never been applied to the premier class, which naturally talented but taller riders including Iannone, Loris Baz, Danilo Petrucci and now Marini have felt embarrassed by shorter competitors .

“When I was in Moto2, my indoor training was completely different,” explained Marini.

“I was low with my weight, as low as possible because I’m very tall.

“But it’s more difficult in MotoGP. I was on the [weight] limit in Moto2, but like 4 kg, and that’s OK against another rider.

“But in MotoGP I have to be stricter with my training and my diet.

“A minimum weight would make a lot of sense. It’s something that it’s impossible that they haven’t brought to MotoGP before: I don’t know why.

“It’s more democratic; why should a heavy rider be penalized for something that is just his nature? It doesn’t make sense in my opinion and I think it would be better if everyone had a minimum weight.

“Maybe for the other runners too, because it means they can train more, build more muscle, and for next season the effort would be much bigger.

“The smaller driver will always have an advantage.

“But manufacturers don’t want to put it [in place]. They want to continue like this, not having to think about where they put the pounds if they have a small rider, because maybe that can affect the behavior of the bike.

The huge difference in mass between someone like Marini, who is 1.84 meters tall, and fellow Ducati Enea Bastianini (over 15 centimeters shorter), doesn’t just mean Marini has to manage his diet and training. His performance on the bike is also very different as a result.

“There are 10kg differences between me and the other Ducati riders,” he explained, “and even though we have a lot of power, it changes the behavior of the bike a lot and the way you use the wheels. tires.

“On many circuits, we feel and we analyze that I stress the tires more, because with 10 kg more you have to put more energy in the tires to accelerate in the same way.

“You don’t lose more acceleration, the acceleration on the data is the same, but the energy you put into the tires is more important and you have to pay more attention to the rear tire especially not to use it too much.

“I remember at the beginning of the season many races where I finished the rear tyre. We had to work a lot on it to be competitive.

Marini’s calls echo those made recently in World Superbike by another great rider: former MotoGP rider Scott Redding.

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Prompted in large part by the form of championship-leading Ducati rider Alvaro Bautista, Redding recently took to social media to make the case for minimum weight – but was met with a strong rebuttal from the smaller Bautista, who has pointed out that he had less muscle strength to wrestle. with a bicycle.

“[WorldSBK] did a great job of creating some of the best motorcycle racing in the world,” said Redding, “but why is there no minimum rider weight limit?

“I can talk about this topic because I am not a championship contender this year, those who are won’t talk about it because they are criticized by fans and social media ‘pundits’.

“You will see the obvious advantage that an extremely smaller runner will win on a straight, usually 0.2-0.4s.

“It might not seem like much to many of you, but when 10 runners are covered by a second, those 0.2s on a straight is a nice safety net.

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“Apart from the speed gain, a lighter rider will not consume as much rubber from the tire as a heavier rider. Therefore, at the end of the race, which is the most critical, the lighter rider will likely have more grip compared to its competitors, which means more chances of winning.

Redding’s post prompted a host of other racers to give their thoughts, with some reminding Redding that height differences in other sports largely determine the makeup of the field there too (without big race jockeys from horses or small, muscular mountain specialists in professional cycling), and that his height also provided him with a physical advantage for years in wet conditions, which also applies to the likes of Baz and Petrucci.

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“I understand but I can explain my case,” added Moto2 race winner Jules Cluzel, who now races in World Supersport.

“Each sport has its own physical advantage or disadvantage; for example, I could never be a basketball player, a skier or a professional swimmer… Or if I had been a cyclist, I could only be a good climber.

“The 2022 Supersport minimum weight rules have given me an extra 8kg on my bike and a little bit inside my leather. This means our 160kg bikes are even heavier and become even more dangerous in the event of an accident. accident/injury.

And someone familiar with Bautista’s form is that categorical weight plays no part in it.

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His former teammate and current runners coach Chaz Davies said Bautista’s solid form skews the weight debate.

“Get Bautista out of the picture and would anyone talk about it? No,” Davies said in response to Redding’s post.

“The other ‘light’ guys on the same bike aren’t able to exploit the strengths of the package to the same extent.

“There was no word on those ‘benefits’ the last two years when he was on a Honda, which isn’t exactly slow, but clearly he wasn’t able to exploit the strengths of the bike in the same way as he does with Ducati. .

“I understand why it’s frustrating for you, but while its weight and aerodynamic profile have their advantages, it’s far from the complete picture of why it’s so strong.

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“To accept that AB, his crew and the Ducati are perfectly suited to all meaning. They really are.

“I had to suck on that one in 2019 and trust me you’ll sleep better for it.

“It’s up to everyone to find a way to step up, which since I’ve been involved in/watched this game, it’s never been different.

“Someone up the game, the others sharpen their axes and go out to fight. You know how to do that better than most!

“I will also add for the benefit of anyone who has not seen AB operate that his weight is not ‘by chance’.

“The boy takes care of every detail and his commitment to his work is second to none.

“As you well know, I got my ass back for the first half of 2019. It would have been easy to bang the drum that his weight made a difference and play that card.

“And yes, the data showed he got a couple of tenths on the straight on me, but more than that his advantages were earned because of how he could maximize the forces of the bike in all Region.”

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Full stock Harley-Davidson Pan America 1250 ridden by Joan Pedrero https://joergteuchert.com/full-stock-harley-davidson-pan-america-1250-ridden-by-joan-pedrero/ Mon, 31 Oct 2022 10:38:30 +0000 https://joergteuchert.com/full-stock-harley-davidson-pan-america-1250-ridden-by-joan-pedrero/

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Full stock Harley-davidson Pan America 1250 ridden by Joan PedreroThe full-production Harley-Davidson Pan America™ 1250 ridden by Joan Pedrero finishes the demanding elite category of the Raid 1000 Dunas.

Dakar rider Pedrero battles extreme temperatures and snow to take historic finish

A complete production Harley-Davidson Pan America™ 1250 ridden by Dakar rider Joan Pedrero made history by successfully completing the Elite category of the 1000 DUNAS RAID.

From October 22-29, Pedrero demonstrated the exceptional capabilities of Harley-Davidson’s first Adventure Touring model, pushing the bike to its limits in a competition where riding skill, navigation and ultimate reliability went hand in hand.

Pedrero rose to the challenge in the most demanding Elite category, demonstrating the power of the American brand’s model to master the race through Spain and Morocco.Full stock Harley-davidson Pan America 1250 ridden by Joan Pedrero

Through the Atlas Mountains
Starting the journey in Granada and crossing the desert of Merzouga, our Pan America™ 1250 was able to go from the snow-capped Atlas Mountains to the extreme heat of Erg Chebbi enduring seven stages of extreme challenges.

The Pan America™ 1250 is a motorcycle born for adventure and on this occasion, with the help of Joan Pedrero, we managed to take the Harley-Davidson experience a step further.

Pedrero said, “I’m thrilled to say that I put a complete stock bike in the 1000 DUNAS RAID. Once again, I had the opportunity to push the Pan America™ 1250 to its limits, demonstrating its ability to cross the most complicated surfaces, and I had the most incredible experience!”

Now all you have to do is ask yourself… What will be the next challenge?

Full stock Harley-davidson Pan America 1250 ridden by Joan PedreroStyle defined by function
Since launching in 2021, Pan America has won numerous awards around the world, including MCN Innovation of the Year 2021 for Adaptive Ride High Suspension, Moto.com 2021 Motorcycle of the Year and Thailand Bike of The Year Award for the best ADV category, which was awarded by the International Grand Prix.

For more information on Harley-Davidson UK, see our dedicated page News Harley-Davidson UK

or visit the official Harley-Davidson UK website www.harley-davidson.com/gb/en/index.html


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The beauty becomes the beast! BAAK Triumph Scrambler 1200… https://joergteuchert.com/the-beauty-becomes-the-beast-baak-triumph-scrambler-1200/ Fri, 28 Oct 2022 10:52:21 +0000 https://joergteuchert.com/the-beauty-becomes-the-beast-baak-triumph-scrambler-1200/

It may look like the image above is still rendered, but underneath that angular bodywork of BAAK motorcycles hides a Triumph Scrambler 1200!

While it’s a machine that’s probably not to everyone’s taste, it’s nonetheless distinctive, although we can’t help but think the original Scrambler 1200 is a fine machine. more aesthetic. To create the BAAK 1200 Adventures, the stock bike is stripped of its fuel tank, headlight and cockpit, along with all of its bodywork. It is then replaced by an in-house designed and built tank and that distinctive bodywork.

Although the styling is the first thing you notice, under the skin there are some upgrades over the stock bike. For starters, the rather lackluster Scrambler 1200 range has been upgraded with a cavernous 30-litre fuel tank (you read that right!). That’s almost double the 16 liters the stock bike gets, and should easily provide the machine with nearly 200 miles of range.

The ergonomics of the bike have also been tweaked, giving the BAAK Scrambler a more focused riding position when riding on dirt. Another solid area of ​​improvement with the bike is its weather protection. The Scrambler 1200 comes standard with no fairing or screen to speak of, and this bike’s bolt-on aluminum kit at least gives you a place to curl up in when the weather gets bad!

Other changes come in the form of proper hard luggage, a nice touch for a bike that can now put on some great miles, and a rather neat exhaust.

‘And the price…?’ I hear you cry, well, you better sit down treacle! The bike costs just under €9,000 – and that DOES NOT include the cost of the donor bike. With a brand new base spec Scrambler 1200 XE costing £12,295 you have a lousy pile in front of you at £20,000!

Triumph Scrambler 1200 test

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Cooper-Zerex, which became McLaren Racing’s first sports car, sells for £911,000 https://joergteuchert.com/cooper-zerex-which-became-mclaren-racings-first-sports-car-sells-for-911000/ Tue, 25 Oct 2022 10:01:48 +0000 https://joergteuchert.com/cooper-zerex-which-became-mclaren-racings-first-sports-car-sells-for-911000/

1961 Cooper Zerex Oldsmobile ‘Transformer’

Sold by Bonhams, £911,000

As readers will know from our coverage of the historic car last month, it was originally launched by Roger Penske in 1962 before becoming the first sports car acquired by Bruce McLaren for his fledgling racing team the Next year. It got its “Transformer” moniker because of the seven different engine/body configurations it appeared in before being sold to Venezuela in 1967 – where it remained, thought lost. Sold in an almost rolling chassis, the car represents a Herculean restoration project.


1957 BMW 507

Sold by Bonhams, £2.1m

One of 13,507 delivered new to Venezuela, it originally belonged to a chewing gum vendor. It was acquired by its third owner in 1979, after which it remained in storage in the United States until 2022.

1957 BMW 507


1953 Supercharged MG TD Special

Sold by RM Sotheby’s, £107,500

This meticulously constructed aluminum special paid homage to the car driven at Le Mans in 1939 by Miles Collier, the American who, along with his brother Sam, brought MG to the United States.

1953 Supercharged MG TD Special


1969 volkswagen prowler beach buggy

Sold by Historics, £35,840

Beach buggy values ​​have been boosted by publicity around the Meyers Manx revival, so it’s no surprise that this rebuilt Prowler by East Coast Buggies kicked the sand in the face of its estimate.

1969 volkswagen prowler beach buggy


1982 Porsche 911 Targa restomod

Sold by Historics, £100,800

Originality was once in the world of classic 911s, but restomoders such as Magnus Walker and Singer Vehicle Design mean tastefully upgraded cars are often more valuable than standard cars.

1982 Porsche 911 Targa restomod


2011 Aston Martin A-77

Sold by RM Sotheby’s, £1.6m

Aston’s rare One-77 was the most powerful naturally aspirated road car in the world when it was launched in 2008. Of the 77s made, it was 65 and had done 1,100 miles. The One-77 originally retailed for £1.1 million.

2011 Aston Martin A-77


1931 Thoroughbred Alfa Romeo 8C

Sold by RM Sotheby’s, £550,000

The thousands of items on offer in Texas kitchen cabinet magnate Gene Ponder’s collection made it hard to pick a favorite – but this recreation of Alfa’s 8C Spider by Pur Sang is a contender.

1933-Alfa-Romeo-8C-2300-Corto-Spider-Recreation-par-Pur-Sang


2020 Aston Martin DB5 stunt car

Sold by Christie’s, £2.9 million

The only DB5 stunt car from the latest Bond movie No Time To Die to be released into the wild wasn’t all it seemed – the bodywork was carbon fiber and attached to a space chassis, while the power came from of a BMW engine. Profits are donated to a host of charities, including the Prince’s Trust.

2020 Aston Martin DB5 Stunt Car Replica


Highlights of upcoming sales

  • Bonhams, London, November 4
    Bonhams is back with another sale of ‘pioneer’ vehicles as part of its Golden Age of Motoring sale which traditionally coincides with the famous London to Brighton veteran car race. Highlights include a 1907 steam-powered Stanley EX, a 1904 Swift 7hp that has been in one family since 1931, and an 1898 Peugeot Type 15, complete with wooden tool drawers. Not that you will need it.
  • Mecum, Las Vegas, November 10-12
    Don’t expect Vivas to this blockbuster Mecum, but there won’t be many American cars that won’t be represented among the hundreds of lots. Moderns include a pair of Ford Bronco SUVs that avoid the waitlists, while among the “classics” you’ll find an insane 1939 GMC fire truck that’s been customized into a low-riding hotrod and a Ford drag racer. 1968’s ‘Turtleback’ known as ‘The Frantic Farmer’. Oooh-arrrrr…
  • Historics, Mercedes-Benz World, Weybridge, Surrey, 26th November
    It’s not just cars with the three-pointed star that are eligible for this exceptional sale at Mercedes-Benz World near the historic Brooklands circuit. Last year’s event featured more than 175 car and motorcycle bundles, many of which were offered at no reserve price. A 1976 right-hand-drive Maserati Bora is particularly interesting – one of just 42 made and freshly restored from a £150,000 restoration.
  • H&H, National Motorcycle Museum, Solihull, December 7
    This annual year-end motorcycle sale has become as much a highlight of the two-wheeled auction scene as the long-running Stafford Show events hosted by Bonhams. Highlights include a huge selection of vintage scooters, a superb BSA Super Rocket cafe racer estimated at £7,000-9,000 and a 1973 MV Augusta 750 S with 2222 miles that could fetch £40.0
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Family and friends remember Noelle Teal and the bonds she forged in her young life – Kelowna News https://joergteuchert.com/family-and-friends-remember-noelle-teal-and-the-bonds-she-forged-in-her-young-life-kelowna-news/ Sat, 22 Oct 2022 19:30:00 +0000 https://joergteuchert.com/family-and-friends-remember-noelle-teal-and-the-bonds-she-forged-in-her-young-life-kelowna-news/

The memorial service for a young UBCO engineering student and motor racing enthusiast who died in a motorcycle accident last weekend is scheduled for Saturday evening.

Noelle Teal, 20, was killed last Saturday when her motorcycle collided with a lorry on Westside Road. As a result, the narrow, winding road was closed for most of the day.

Although she moved to the Okanagan less than two years ago to attend UBC’s Okanagan Engineering program, Teal left an indelible mark on the people she met as well as the family and friends she leaves behind.

The mother of some of the good friends Teal has made in such a short time, Lori Fehr, says Castanet Teal moved to the Okanagan in the fall of 2021.

“Noelle rode her motorcycle from her home in Ontario to Kelowna, to participate in the UBCO engineering program. She was not only an experienced motorcyclist, she was also a racer. micro sprint cars“, Fehr said.

“The second day she was in town, she joined my children’s group. Naturally, our families absorbed her into our community. We immediately saw that she was not a typical girl.”

Fehr says Teal loved getting his hands dirty.

“Our first camping trip with her, she rode Little White in motorcycle boots! Noelle was fearless, energetic and had a magnetic personality. She was able to solve almost any mechanical problem on her truck or bike. She created a group of motorcyclists here as well.”

Fehr says Teal cared deeply about her community and her faith.

“Last summer, she flew to Kelowna from Ontario to participate in a two-week mission trip to Hidden Lakes Bible Camp near Watson Lake, Yukon. Her faith in Jesus was an important part of her life,” Fehr said.

“My husband and I, our children and our circle of friends are so sad to no longer have her with us. Our sincere condolences to Noelle’s parents, sisters, extended family, friends and racing community.”

Other friends of Teal said:

“I had the privilege of serving alongside Noelle on our trip to Watson Lake, Yukon last year. She was an amazing team player who gave every ounce she had to her teammates as well as the kids/teens at Hidden Lakes Bible Camp. Noelle was full of adventures and lived her life to the fullest…she loved…grateful to have had the opportunity to know her…rest well, Noelle,” Tanya Shiosaki said.

“When we were caving, she was always at the front of the group, eager to find and explore new tunnels,” Jakob said.

“A quick memory I have of her is at the community pool in Prince George, all the guys were doing flips from the 1m board, but Noelle went all the way up to 3m and did backflips every time” , said Shaun.

His memorial service is scheduled for 6 p.m. Saturday evening at Willow Park Church, 439 Hwy 33, Kelowna.

“It’s open to anyone who wishes to come and remember her with us and celebrate the unique person she
was,” says Teal’s obituary.

For those unable to attend, there is a Livestream of the memorial service which can be found here.

A cross has already been erected at the crash site on Westside Road.

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