engine feature

Engine Specifications

* Configuration: V4 or Inline-4 (MotoGP class), 2-cylinder (250 cc), 1-cylinder (125 cc class)
* Displacement: 800 cc (MotoGP class), 250 cc (250 cc class), 125 cc (125 cc class)
* Valves: 16-valve (MotoGP), none (two-stroke engine) (250 cc, 125 cc)
* Valvetrain: DOHC, 4-valves per cylinder (MotoGP),
* Fuel: Unleaded (no control fuel) 100 Octane
* Fuel Delivery: Fuel injection
* Aspiration: Naturally-aspirated engine
* Power Output: 240 bhp.
* Lubrication: Wet sump
* Maximum/minimum revs: 17500 - 18000 rpm
* Max Speed: 217 mph (349 km/h)
* Cooling: Single water pump

a special trophy

PICTURES: New MotoGP trophy
Attending the public unveiling of the silver prize were FIM President Vito Ippolito and Dorna CEO Carmelo Ezpeleta, alongside former 500cc world champions Kevin Schwantz and Alex Criville.

Both of the ex-riders have their own spot on the trophy with their names engraved, as do the other 57 winners of the top prize in motorcycle competition - including 2007 title winner Casey Stoner.

The previous MotoGP trophy, launched in 2004, had a more 'risky' design (third picture below) that divided opinion, but Ezpeleta explained that the motive behind the replacement was the change in engine capacity for this season.

"With the introduction of the MotoGP class in 2002, we decided to hand out a special trophy in addition to that provided by the FIM. We have now done the same for the change to the 800cc class, which came into effect this year," Ezpeleta stated.

"We consider the new design important, reflecting the important history of the championship alongside the exciting new era. It was important for us that we have a 'living part' of the trophy, that riders can add to and change every year," he added.

new form

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circuits 2009

circuits
Losail · Motegi · Jerez · Le Mans · Mugello · Catalunya · Assen · Laguna Seca · Sachsenring · Donington · Brno · Indianapolis · Misano · Estoril · Phillip Island · Sepang · Valencia
Future circuits
Balatonring · Silverstone
Past circuits
Albi · Anderstorp · Buenos Aires · Bremgarten · Charade · Daytona · Dundrod · Eastern Creek · Fuji · Geneva · Goiânia · Hedemora · Hockenheim · Hungaroring · Imatra · Imola · Interlagos · Isle of Man · Istanbul · Jarama · Johor · Karlskoga · Kristianstad · Kyalami · Magny-Cours · Montjuïc · Monza · Mosport · Nogaro · Nürburgring · Opatija · Paul Ricard · Suzuka · Reims · Grobnik · Rio de Janeiro · Rouen · Salzburgring · San Carlos · Schottenring · Sentul · Shanghai · Shah Alam · Solituderennen · Spa-Francorchamps · Tampere · Welkom · Zeltweg

Grand Prix motorcycle racing

Grand Prix motorcycle racing
Current season or competition 2009 Grand Prix motorcycle racing season
The official MotoGP logo
Category Motorcycle sport
Country or region International
Inaugural season 1949
MotoGP World Championship
Riders 17
Teams 10
Manufacturers Ducati, Honda, Kawasaki, Suzuki, Yamaha
Riders' champion Italy Valentino Rossi
Manufacturers' champion Japan Yamaha
GP 250 World Championship
Riders 24
Teams 14
Manufacturers Aprilia, Honda, Gilera, Yamaha
Riders' champion Italy Marco Simoncelli
Manufacturers' champion Italy Aprilia
GP 125 World Championship
Riders 31
Teams 14
Manufacturers Aprilia, Derbi, KTM, Honda, Loncin, Haojue
Riders' champion France Mike Di Meglio
Manufacturers' champion Italy Aprilia
Official website motogp.com
Grand Prix motorcycle racing

Road Racing World Championship Grand Prix is the premier championship of motorcycle road racing currently divided into three distinct classes: 125cc, 250cc (250cc will be replaced by the new Moto2, 600cc class in 2010), and MotoGP. Grand prix motorcycles are purpose-built racing machines that are neither available for general purchase nor can be legitimately ridden on public roads; this contrasts with the various production categories of racing, such as the Superbike World Championship, that feature modified versions of road-going motorcycles available to the public.

Tires

Tire selection is critical, usually done by the individual rider based on bike 'feel' during practice, qualifying and the pre-race warm-up laps on the morning of the race, as well as the predicted weather. The typical compromise is between grip and longevity—the softer and 'grippier' the tire, the more quickly it wears out; the harder and less grip, the more likely the tyre is to last the entire race. Conserving rubber throughout a race is a specific talent winning riders acquire. Special 'Q' or qualifying tires of extreme softness and grip were typically used during grid-qualifying sessions until their use was discontinued at the end of the 2008 season, but they lasted typically no longer than one or two laps, though they could deliver higher qualifying speeds. In wet conditions, special tyres ('wets') with full treads are used, but they suffer extreme wear if the track dries out.

In 2007 new MotoGP regulations limited the number of tires any rider could use over the practice and qualifying period, and the race itself, to a maximum of 31 tires (14 fronts and 17 rears) per rider. This introduced a problem of tyre choice vs. weather (among other factors) that challenges riders and teams to optimize their performance on race day. This factor was greeted with varying degrees of enthusiasm by participants. Bridgestone had dominated in 2007 and Michelin riders Valentino Rossi, Nicky Hayden, Dani Pedrosa, and Colin Edwards all acknowledged shortcomings in Michelin's race tires relative to Bridgestone. Rossi, disappointed with and critical of the performance of his Michelin tires, switched to Bridgestones for 2008 and won the World Championship in dominant fashion. Pedrosa switched to Bridgestones during the 2008 season.

In 2008 the rules were amended to allow more tires per race weekend—18 fronts and 22 rears for a total of 40 tires. The lower number of tires per weekend was considered a handicap to Michelin riders. The only MotoGP team using Dunlops in 2007, Yamaha Tech 3, did not use them in 2008 but switched to Michelin.

For 2009, 2010 and 2011, a 'spec' tire supplier, Bridgestone, was appointed by the FIM (Michelin no longer supplying any tires to MotoGP). For the whole season Bridgestone will provide 4 different specifications of front tyre, 6 of rear, and a single wet specification—no qualifying specification. For each round, Bridgestone will provide only 2 specifications for front and rear. Tyres will be assigned to riders randomly to assure impartiality.[4]
[edit] Chronology

* 1949: Start of Grand Prix motorcycle racing.
* 1973: Deaths of Jarno Saarinen and Renzo Pasolini at the Italian round at Monza.
* 1982: The Yamaha OW61 YZR500 is the first V4 in the 500cc class.
* 1984: Michelin introduces radial tires in GPs.
* 1987: Push starts are eliminated.
* 1988: Wayne Rainey wins the first 500cc race using carbon brakes, at the British GP.
* 1990: 500cc grid switches from 5 to 4 bikes per row.
* 1992: Honda introduces NSR500 with big bang engine.
* 1993: Shinichi Itoh and fuel-injected NSR500 break the 200 mph barrier at the German GP at Hockenheim.
* 1998: 500cc switch to unleaded fuel.
* 2002: 990cc 4-strokes allowed in premier class.
* 2003: Daijiro Kato dies, leading to Suzuka's removal from the roster.
* 2004: MotoGP grid switches from 4 to 3 bikes per row.
* 2004: Makoto Tamada earns Bridgestone their first MotoGP victory at the Brazilian GP.
* 2005: MotoGP adopts flag-to-flag rule, meaning races continue if rain begins.
* 2007: MotoGP restricted to 800cc 4-strokes.
* 2008: Dunlop drops out of MotoGP.
* 2009: Michelin drops out of MotoGP and Bridgestone become sole tyre providers.[5][6]
* 2009: Kawasaki Suspends MotoGP activities for 2009 and considers privateer team.

de Motocyclisme

A Road Racing World Championship Grand Prix was first organized by the Fédération Internationale de Motocyclisme (FIM) in 1949. The commercial rights are owned by Dorna Sports. Teams are represented by the International Road Racing Teams Association (IRTA) and manufacturers by the Motorcycle Sport Manufacturers Association (MSMA). Rules and changes to regulations are decided between the four entities, with Dorna casting a tie-breaking vote. In cases of technical modifications, the MSMA can unilaterally enact or veto changes by unanimous vote among its members.[1] These 4 entities compose the Grand Prix Commission.

There have traditionally been several races at each event for various classes of motorcycles, based on engine size, and one class for sidecars. Classes for 50cc, 80cc, 125cc, 250cc, 350cc, and 500cc solo machines have existed over time, and 350cc and 500cc sidecars. Up through the 1950s and most of the 1960s, four-stroke engines dominated all classes. In the 1960s, two-stroke engines began to take root in the smaller classes. By the 1970s, two-strokes completely eclipsed the four-strokes. In 1979, Honda made an attempt to return the four-stroke to the top class with the NR500, but this project failed, and in 1983, even Honda was winning with a two-stroke 500. The 50cc class was replaced by an 80cc class, then the class was dropped entirely in the 1990s, after being dominated primarily by Spanish and Italian makes. The 350cc class vanished in the 1980s. Sidecars were dropped from World Championship events in the 1990s (see superside), reducing the field to 125s, 250s, and 500s.
Yamaha YZR-M1 MotoGP bike

MotoGP, the premier class of GP motorcycle racing, has changed dramatically in recent years. From the mid-1970s until 2002 the top class of GP racing allowed 500cc with a maximum of 4 cylinders, regardless of whether the engine was a two-stroke or four-stroke. Consequently, all machines were two-strokes, due to the greater power output for a given engine capacity. Some two- and three-cylinder two-stroke 500s were seen, but though they had a minimum-weight advantage under the rules, typically attained higher corner speed and could qualify well, they lacked the power of the four-cylinder machines. In 2002, rule changes were introduced to facilitate the phasing out of the two strokes, probably influenced by what was then seen as a lack of relevance: the last mass-produced 500cc 2-stroke model had not been available to the public for some 15 years.[original research?] The rules permitted manufacturers to choose between running two-strokes engines (500cc or less) or four-strokes (990cc or less). Manufacturers were also permitted to employ their choice of engine configuration. Despite the significantly increased costs involved in running the new four-stroke machinery, given their extra 490cc capacity advantage, the four-strokes were soon able to dominate their two-stroke rivals. As a result, by 2003 no two-stroke machines remained in the MotoGP field. The 125cc and 250cc classes still consist exclusively of two-stroke machines. In 2007, the MotoGP class had its maximum engine displacement capacity reduced to 800cc for a minimum of 5 years.

The 2008 racing calendar consisted of 18 rounds in 16 different countries (Spain which hosted 3 rounds, Qatar, Turkey, China, France, Italy, Great Britain, the Netherlands, Germany, Czech Republic, San Marino, Portugal, Japan, Australia and Malaysia). Exclusive to the MotoGP class, there was also a USA round at Mazda Raceway Laguna Seca in Monterey, California for the 800cc class only, as California's strict emissions law bans two-stroke motorcycles. In 2008 a MotoGP event was held at the Indianapolis Motor Speedway for the first time on a newly prepared track, and observers noted that the Speedway had hosted motorcycle racing before cars raced there. All three classes were scheduled to race but severe wind and rain prevented the 250cc class from racing. MotoGP racing at Indianapolis is counterclockwise, starting on the Formula One track, with additional turns directly after the pit area, bypassing the banking turn one of the oval track. Also because of the race being run counterclockwise on what is normally a clockwise track, the run off areas have seen significant modification.

The grid is composed of three columns (four for the 125cc and 250cc classes) and contains approximately 20 riders. Grid positions are decided in descending order of qualifying speed, the fastest on the 'pole' or first position. Races last approximately 45 minutes, each race a sprint from start to finish without pitting for fuel or tires.

In 2005, a flag-to-flag rule for MotoGP was introduced. Previously, if a race started dry and rain fell, riders or officials could red-flag (stop) the race and either restart or resume on 'wet' tires. Now, if rain falls a white flag is shown, indicating that riders can pit to swap the motorcycle on which they started the race for an identical one, as long as the tires are different (that is, intermediates instead of wets, or slicks instead of wets)[1]. Besides different tires, the wet-weather bikes have steel brake rotors and different brake pads instead of the carbon discs and pads used on the 'dry' bikes. This is because the carbon brakes need to be very hot to function properly, and the water cools them too much. Hence the conventional steel brakes. The suspension is also 'softened' up somewhat for the wet weather.

When a rider crashes, track marshals wave a yellow flag, prohibiting passing in that area; one corner back, a stationary yellow flag is shown and passing in this area of the track is prohibited; if a fallen rider cannot be evacuated safely from the track, the race is red-flagged. Motorcycle crashes are usually one of two types: lowsides and the more dangerous highsides, though increased use of traction control has made highsides much less frequent.

According to one estimate, leasing a top-level motorcycle for a rider costs about 3 to 3.5 million dollars for a racing season.[2]

As a result of the 2008-2009 financial crisis, MotoGP is undergoing changes in an effort to cut costs. Among them are reducing Friday practice sessions; banning active suspension, launch control and ceramic composite brakes; extending the lifespan of engines; reducing testing sessions.

rossi won

Grand Prix class

125cc and 250cc classes
125cc KTM Grand Prix motorcycle

125cc machines are restricted to a single cylinder and a minimum weight of 80 kilograms and the 250cc machines to two cylinders and a minimum of 100 kilograms. From 2005 onwards, all riders in the 125cc class could not be older than 28 years or 25 years for new contracted riders participating for the first time and wild-cards.

In 2008 discussions arose surrounding the replacement of the 2-stroke 250cc class with another category. The move to 600cc 4-stroke engines to replace the current 250s has been finalized as of June 2008 and will take effect in 2011 [7] The new class will be called Moto2. Engines will be produced by Honda[8]; tyres by Dunlop and electronics will be limited and supplied only by FIM sanctioned producers with max cost set at 650 EUR; carbon-fibre brakes will be banned and only steel brakes will be allowed. However, there will be no chassis limitations.[9]
[edit] MotoGP class

New specifications for each racing class are formed as the FIM sees fit. At the beginning of the new MotoGP era in 2002, 500cc two-stroke or 990cc four-stroke bikes were specified to race. The enormous power advantage of the larger displacement four-stroke engine over the two-stroke eliminated all two-strokes from competition; the following season no two-stroke bikes were racing. In 2007 the maximum engine capacity was reduced to 800cc without reducing the existing weight restrictions.

MotoGP-class motorcycles are not restricted to any specific engine configuration. However the number of cylinders employed in the engine determines the motorcycle's permitted minimum weight; more cylinders attracting more weight as a form of handicap. This is necessary because, for a given capacity, an engine with more cylinders is capable of producing more power. If comparable bore to stroke ratios are employed, an engine with more cylinders will have a greater piston area and a shorter stroke. The increased piston area permits an increase in the total valve area, allowing more air and fuel to be drawn into the engine, and the shorter stroke permits higher revs at the same piston speed, allowing the engine to pump still more air and fuel with the potential to produce more power but with more fuel consumption too. In 2004 motorcycles were entered with three-, four-and five-cylinder configurations. A six-cylinder engine was proposed by Blata, but did not reach the MotoGP grids. Presently four cylinder engines appear to offer the best compromise between weight, power and fuel consumption as all competitors in the 2009 series use this solution in either 'V' or in-line configuration.

In 2002, the FIM become concerned at the advances in design and engineering that resulted in higher speeds around the race track. For purposes of increasing safety, regulation changes related to weight, amount of available fuel and engine capacity were introduced. The amended rules reduced engine capacity to 800cc from 990cc and restricted the amount of available fuel for race distance from 26 litres in year 2004 to 21 litres in year 2007 and onwards. In addition, the minimum weight of 4 cylinder bike used by all participating teams was increased by 3 kg.

The highest speed for a MotoGP motorcycle is 349.288kph (217.037 mph), set by Dani Pedrosa riding a Repsol Honda RC212V 800cc during Free Practice 1 at the 2009 Italian motorcycle Grand Prix.[10] By way of comparison, the current Formula One speed record of 369.9kmh (229.8 mph) was set by Antônio Pizzonia of the BMW Williams F1 team, at Monza in 2004—however, top speed is only a small portion of the overall capabilities of any track vehicle and thus does not represent the difference between Formula One and MotoGP performance-wise in general. Using lap timings as a guide, MotoGP riders typically lap the Spanish Circuit de Catalunya in 1 minute 43 seconds compared to 1 minute 23 seconds for Formula One. Generally, cars have more grip thanks to more tires with bigger surface contact area which results in greater corner speed. Bikes have better acceleration regarding to better power to weight ratio. Both of these "rules" apply when comparing an F1 car with a MotoGP bike.
[edit] Weights
Minimum Weight - MotoGP Class Number of
cylinders 2002 Minimum 2007 Minimum Difference
2 135 kg (300 lb) 137 kg (300 lb) 2 kg (4.4 lb)
3 135 kg (300 lb) 140.5 kg (310 lb) 5.5 kg (12 lb)
4 145 kg (320 lb) 148 kg (330 lb) 3 kg (6.6 lb)
5 145 kg (320 lb) 155.5 kg (343 lb) 10.5 kg (23 lb)
6 155 kg (340 lb) 163 kg (360 lb) 8 kg (18 lb)

* In 2005, fuel tank capacity was reduced by 2 litres to 24 litres
* In 2006, fuel tank capacity was reduced by a further 2 litres to 22 litres
* From 2007 onwards and for a minimum period of five years, FIM has regulated in MotoGP class that two-stroke bikes will no longer be allowed, and engines will be limited to 800cc four-strokes. The maximum fuel capacity will be 21 litres.

a difficult race

After a crash in qualifying and acknowledging the hitherto superior pace of Casey Stoner and Valentino Rossi at Phillip Island, Dani Pedrosa expects a difficult race from third on the grid in Australia.

from Palma de Mallorca

Jorge Lorenzo (born May 4, 1987 in Palma de Mallorca, Balearic Islands, Spain), is a professional motorcycle road racer. He was the 2006 and 2007 250cc World Champion.
125s and 250s

Lorenzo made his championship debut on his fifteenth birthday, on the second qualifying day for the 2002 125cc Spanish Grand Prix - having to miss Friday practice as he was not old enough to race. Lorenzo dominated the 2007 250cc World Championship[2]. His nine pole positions led to nine victories in 2007, and all his 2006 poles bar Motegi led to victories in 2006.

Jorge's victory at Misano in 2007 was his 16th in the 250cc class, making him the most successful Spanish rider of all time in the 250cc GP class -- with one more victory than Dani Pedrosa and Sito Pons.
MotoGP

After being linked with a Yamaha MotoGP ride for 2008,[3] on 25 July 2007 he was confirmed as Valentino Rossi's partner on a two year deal for the 2008 MotoGP season.


Lorenzo made a great start to his MotoGP career, after qualifying on pole for the Qatar night race on March 8 and placing 2nd. He followed this up with pole at the second round in Jerez, Spain and 3rd Position, and pole in round 3 at Estoril, Portugal. He converted this pole into a victory, his maiden win in the Premier Class. In doing so, he became the youngest rider in MotoGP to finish on the podium in his first three races[6], taking the record from compatriot (and bitter rival) Dani Pedrosa by a single day.
Jorge Lorenzo's major highside crash at the 2008 Chinese Grand Prix.

By this stage of the Championship, Lorenzo was in joint first place with Pedrosa, but on May 1, 2008 Lorenzo was thrown from his bike during practice for the MotoGP Grand Prix of China. Lorenzo suffered a chipped bone and snapped ligament in his left ankle, and a fractured bone in his right. He was still able to finish the race in 4th place. Two weeks later at Le Mans, Lorenzo suffered two accidents in the practice sessions but managed to post a 2nd place result. In the following race in Italy he crashed during the race after qualifying seventh on the grid. The next week at Catalunya he experienced his fifth crash in four meetings, the practice session accident forcing him to miss the race.

At both Donington Park and Assen he was observed to be riding more conservatively after a series of injuries, but moved up the order in the later part of the race to finish 6th in each case. He has commented that he is stronger in the latter parts of races, preferring the bike when it is low on fuel. In the next meeting at Sachsenring, however, Lorenzo crashed out of the race during very wet conditions[11]. Lorenzo suffered yet more injuries to his feet at the USGP at Laguna Seca on July 20, when he experienced his seventh crash in only three months. During the first lap a spectacular highside left Lorenzo with a sore right foot (or ankle) and three broken bones in his left foot, specifically the third, fourth and fifth metatarsals. At Misano Lorenzo clinched 2nd place. Indianapolis saw him on the podium again this time in third position. He eventually finished the season in 4th position.


In 2009 Lorenzo stayed with Yamaha. His season started strongly, with two wins out of four races: in Japan and France. Two crashes later in the season, during rain hit British Grand Prix and at Brno have hampered his title bid, as he laid 50 points behind championship leader Valentino Rossi prompting Lorenzo to claim his chances of winning the title have gone.[12] He won at Indianapolis, while both Rossi and Pedrosa crashed, reducing Lorenzo's gap to Rossi to 25 points.


On 25 August 2009, Lorenzo ended speculation surrounding a possible move to Honda or Ducati by signing a contract to race with Yamaha in the 2010 MotoGP Championship

Australian Kids Choice Awards

Casey Stoner (born 16 October 1985) is an Australian motorcycle racer. Born and raised in Southport, Queensland, Stoner raced from a young age and moved to the United Kingdom to pursue a racing career. After first competing internationally in 2002, he won the title of 2007 MotoGP World Champion when he succeeded American Nicky Hayden. He currently competes in the MotoGP class for the Ducati Marlboro Team.

In 2008, Stoner was named Young Australian of the Year as well as Nickelodeon´s Australian Kids Choice Awards.

Early years

He competed in his first race was when he was four years old, in an under-nine years old race at the Mike Hatcher's dirt racing track on the Gold Coast of Australia. Between his very first race win at the age of nine and the age of fourteen, Stoner won 41 dirt and long track titles and 70 state titles.[1]

One feat he achieved that illustrates his passion and "need" for racing was at age twelve. Over one weekend he raced in 5 different categories in all 7 rounds of each capacity. A weekend consisting of 35 different races... Not only did he compete in all these categories and different engine capacities, the young Casey Stoner went on to win 32 out of the 35 races. There were five Australian titles to be won that weekend, Stoner won all 5.

The legal age to enter into road races in Australia is 16. At the age of 14 years, Stoner and his parents agreed he was ready to move up onto road racing so they packed up and moved to England - where the legal age for road racing is 14.[1]

From 2000 to 2002, he contested the national 125cc GP championships in Britain and Spain, winning the English 125cc Aprilia Championship in 2000, before moving fulltime to the 250cc GP World Championships in 2002. His season on an Aprilia under the guidance of Lucio Cecchinello was turbulent, with no podium places from 15 race starts.
[edit] 125cc

In 2003 Stoner moved to the 125cc GP category. Here, working again with Cecchinello and Aprilia, he met with considerable success, scoring his first GP race win and three second places, finishing 8th overall at the season's end.

In 2004 Stoner joined the Red Bull KTM factory team in 125cc class and continued to improve, with another race win, two second places, three thirds, and a final championship position of fifth.
[edit] 250cc

In 2005 he rejoined the 250cc world championship class, racing once again for Lucio Cecchinello' team on an Aprilia. Onboard a factory Aprilia, Stoner emerged toward the season's end as a serious threat to championship leader Dani Pedrosa; a threat that only dissipated with a crash at Stoner's home Grand Prix of Phillip Island, allowing Pedrosa to establish an insurmountable points lead. Stoner went on to claim a solid second place in the overall championship standings, with an impressive five race victories for the season.
[edit] MotoGP
Stoner during the MotoGP pre-season test session at Sepang International Circuit in Malaysia in January 2007.

Stoner was in advanced negotiations with Yamaha,[2] but after they dropped them he settled on an alliance once more with team manager Lucio Cecchinello on a Honda RC211V, on a one-bike team new to the series for the 2006 Season, Team LCR. He took pole for only his second race, but crashed several times. He finished his debut season in 8th position with his best result being a 2nd place at the Turkish GP, where he was overtaken on the final corner by Marco Melandri.

Stoner secured a ride with the factory Ducati team for the 2007 season,[3] joining Loris Capirossi on the new 800cc Ducati Desmosedici GP7. 6 poles and 10 race wins (including three of the first four[4]), took him to his first GP title, by a margin of 125 points (equivalent to five victories) over Dani Pedrosa, which he built during the second half of the season.[5] His worst finish was a 6th place at Motegi, which was all he needed to clinch the title that day.[6]

Stoner opened the 2008 season with a victory at Qatar, before a run of two races without a podium. He returned to success with a second place at Mugello, before starting a run of seven successive pole positions.[7] He turned three of them into successive victories - a lights-to-flag win at Donington[8], leading every lap at Assen six days later[9], and recovering from a huge Friday crash at Sachsenring[10] to win in the wet after Dani Pedrosa crashed[11], to move within 20 points of the championship lead. However, successive crashes while fighting for the lead at Laguna Seca (where he remounted to finish second to Valentino Rossi),[12] Brno and Misano ensured that he could not defend the title successfully.[13][14] Stoner finished the 2008 season as runner-up to Rossi with 280 points, the highest amount of points gained without taking the title.[15]
Stoner's bike in Brno

Stoner remains with Ducati for the 2009 season with new team mate Nicky Hayden, with a further option for a 4th season in 2010.[16] A strong start to the season left Stoner in a three way battle with the Fiat Yamaha duo of Rossi and Jorge Lorenzo, before a mystery illness caused him to feel tired long before the ends of races, leaving him 16 points behind Rossi and 7 behind Lorenzo after the US Grand Prix at Laguna Seca on July 5.

Stoner was subsequently diagnosed with anemia and an inflammation of the stomach lining.[17] Stoner later disputed the diagnosis however and, after continuing to struggle with the condition, he announced on August 10 2009 that he would miss rounds 11, 12 and 13 in Brno, Indianapolis and Misano respectively in an attempt to recover from the illness[18]. Mika Kallio was chosen as Stoner's replacement for the three races.[19] Stoner returned to racing late in the 2009 season, placing second in the Portuguese Grand Prix and an emphatic first in the Australian Grand Prix, where he led throughout. At interview following the Australian Grand Prix, Stoner said that he experienced none of the premature tiredness that had dogged him earlier in the 2009 season.

Stoner has showed signs of feeling underappreciated by the general public. He was angered by consistent suggestions that the bike and tyres had a bigger role in his success than he did[20], and unhappy at being booed at Donington in both 2007 and 2008.[21]

In August 2008 he was criticised for his team's association with tobacco company Philip Morris.

fiat yamaha

Yamaha Motor Racing is the official factory team of Yamaha in MotoGP. The team currently compete under the name of Fiat Yamaha. It founded in 1999 following the retirement of Wayne Rainey, who had run a Factory supported team in the 500 cc class for the previous two years.[1] The team was originally based in the Netherlands but was relocated in Italy in 2002.

Max Biaggi and Carlos Checa raced for the team from 1999 to 2002. Max Biaggi achieved a total of 9 race wins in that period, first riding the Yamaha YZR500 and later the Yamaha YZR-M1 in 2002.

In 2003, Checa was joined by Marco Melandri, the team had an average season with no wins or podiums.

For 2004 Valentino Rossi joined Carlos Checa in the team. Rossi got 9 wins and won the championship.

Colin Edwards joined the team for 2005. Rossi once again won the championship and got 11 wins.

Both riders stayed with the team for 2006. Rossi got 5 wins and finished 2nd in the championship.

For the 2007 season both riders remained with the team riding the new 800cc Yamaha YZR-M1. Rossi got 4 wins and finished the season 3rd overall.

For 2008, Yamaha had a unique line-up with Valentino Rossi and Jorge Lorenzo. Although the pair were fighting for the title from different pit boxes (as Valentino Rossi chose to use Bridgestone tyres and as Jorge Lorenzo continued with Michelin) Yamaha operated as one brand and not two separate manufacturers. The title was won dominantly by the returning hero Rossi who won 9 of the 18 races and finished on the podium on every race except for two occasions. Even though this being the learning year for Jorge Lorenzo, the Spanish star showed no signs of newcomer and cruised to victory at Estoril.

Rossi and YZF-R125

Yamaha’s comprehensive line-up of Race Replica machinery in the past year has already given scooter riders a chance to look like their racing heroes, but the new YZF-R125 Team Yamaha Race Replica takes the dream a little closer for fans of arguably the greatest rider to have graced the MotoGP grid.

The racetrack is a major influence on the design of Yamaha’s R-series, and the YZF-R125 is no different. The fresh features of striking blue and white paint and graphics of the distinctive ‘46’ MotoGP bike compliment the same aggressive R-series styling as the R1 and R6.

YZF-R125
YZF-R125
The YZF-R125 has been turning heads since its recent launch and now will capture the attention of MotoGP enthusiasts with its un-missable new coat. Under the skin the bike itself uses a free-revving, fuel injected, liquid-cooled 4-stroke engine for near-instant throttle response. A lightweight Deltabox frame linked to a cast aluminium swinging-arm delivers exceptional handling. Due to its full-size, the R125 provides a comfortable riding position, even for taller riders, permitting some fun knee-down activity.

Combining an eager 125cc engine, a race-style chassis and striking R-series bodywork in official Team Yamaha livery – the YZF-R125 is the perfect introduction to supersport riding.

The team line-up

Repsol Honda is the official factory team of Repsol YPF and the Honda Racing Corporation in the MotoGP World Championship.
[edit] History

In 1995 the team entered a 3 rider lineup with Mick Doohan, Àlex Crivillé and Shinichi Itoh riding the Honda NSR500. Mick Doohan won the World Championship for the second time in a row in Argentina, with one race left for the end of the season with seven race wins, Àlex Crivillé finished the season fourth with 1 race win while Shinichi Itoh finished fifth overall.

The team expanded to four riders in 1996 with Mick Doohan and Àlex Crivillé riding the Honda NSR500 and Tadayuki Okada and Shinichi Itoh riding the Honda NSR500V. Mick Doohan won his third World Championship with 8 race wins and Àlex Crivillé finished runner-up with two wins. Tadayuki Okada finished seventh and Shinichi Itoh twelfth.

The four rider line-up continued in 1997 with Michael Doohan, Àlex Crivillé and Tadayuki Okada on the Honda NSR500 and Takuma Aoki on the Honda NSR500V. Repsol Honda won all 15 races of the season with Mick Doohan winning 12 races, and breaking Giacomo Agostini's record for victories in one season, on his way to his way to his fourth World Championship. Tadayuki Okada finished runner-up with a race win. Àlex Crivillé finished fourth with 2 wins but had to miss five races after a serious crash in Assen. Takuma Aoki finished fifth overall. Repsol Honda riders took all of the podium positions at four events, Japan, Spain, Germany and Indonesia.

For 1998 Michael Doohan, Àlex Crivillé and Tadayuki Okada continued with the team riding the Honda NSR500 and Sete Gibernau joined them riding the Honda NSR500V. Michael Doohan continued to dominate the championship with 8 wins and was crowned World Champion for the fifth time in Australia, in front of his home fans and with one race left in the season. Àlex Crivillé finished third overall with 2 wins Tadayuki Okada had to miss three races after breaking his wrist during practice of the Italian Grand Prix and finished eighth overall. Sete Gibernau, finished eleventh.

The team line-up remained the same for 1999 with Michael Doohan, Àlex Crivillé and Tadayuki Okada continued with the team riding the Honda NSR500 and Sete Gibernau riding the Honda NSR500V. During qualifying for the Spanish Grand Prix, five-times World Champion Michael Doohan had a serious crash and was forced to miss the rest of the season and to finally announce his retirement as a rider. Àlex Crivillé went on to win six races and clinch the World Championship in Brazil with one race left in the season. Tadayuki Okada finished third overall with three race wins. Sete Gibernau, who was given the Honda NSR500 after Doohan's injury, finished fifth overall. The team managed an all Repsol Honda riders podium at Catalunya with Crivillé first, Okada second and Sete Gibernau third.

Àlex Crivillé Tadayuki Okada and Sete Gibernau remained with the team for 2000 all on Honda NSR500 motorcycles. 2000 was a difficult year for the Repsol Honda Team. Àlex Crivillé only got one win and finished ninth overall.Tadayuki Okada finished eleventh and Sete Gibernau fifteenth.

In 2001 Àlex Crivillé was joined by Tohru Ukawa. The season was not much better than 2000. Àlex Crivillé could only manage 2 podiums and finished the season eighth. Tohru Ukawa finished tenth with a single podium finish.

In 2002, the debut year of the new MotoGP class, Valentino Rossi joined the team alongside Tohru Ukawa riding the new Honda RC211V, the only two riders to use the new motorcycle until near the end of the season when Alex Barros and Daijiro Kato were also given the RC211V. Valentino Rossi dominated the season and with eleven race wins become World Champion with four races left for the end of the season. Tohru Ukawa with one victory and eight podium finishes, finished third overall.

2002 AMA Superbike Champion Nicky Hayden joined Valentino Rossi in 2003.Valentino Rossi with nine wins and finishing on the podium at all the races, became World Champion for the third time in a row with two races left in the season. Nicky Hayden finished fifth overall with two podium finishes.

Following Valentino Rossi's departure, Grand Prix veteran Alex Barros joined Nicky Hayden in 2004. Alex Barros finished the season fourth and Nicky Hayden fifth. Both riders got podium finishes but no race wins.

For 2005 Max Biaggi joined Nicky Hayden as the team's line-up. Nicky Hayden got his first MotoGP win in his home race, the United States Grand Prix, he finished third overall. Max Biaggi was fifth with four podiums.

For 2006, Nicky Hayden was joined by 250cc World Champion Dani Pedrosa. Nicky Hayden led the championship for most of the season but at the Portuguese Grand Prix, teammate Dani Pedrosa recklessly crashed into him. Both riders were out of the race and Valentino Rossi took the championship lead with one race left to go. In the last race of the season, Rossi fell off his motorcycle on lap 5 trying to make up for a poor start. Hayden had a conservative race finishing a safe 3rd and thus became World Champion. He got 2 race wins and six other podium finishes. Dani Pedrosa finished fifth with two race wins and 5 other podium finishes.

The same line-up remained for 2007. The team used the new 800cc Honda RC212V. The new motorcycle did not have the expected success right away but later in the season the motorycle was improved. Dani Pedrosa got 2 race wins and finished the season runner up. Nicky Hayden could only manage podium finishes and finished the season eighth overall.

For 2008, Dani Pedrosa and Nicky Hayden made up the rider line-up, with Mike Leitner and Pete Benson as Pedrosa and Hayden's chief mechanics, respectively, and Kazuhiko Yamano as team manager. During the season Pedrosa switched to Bridgestone tires and a wall was placed between the garages of Pedrosa and Hayden to prevent observation of tire data. A wall between the same team's garages was first instituted by Rossi at the beginning of the season between himself and his teammate on Michelins, Jorge Lorenzo.[1]

For 2009, Dani Pedrosa and Andrea Dovizioso are the team riders.

CATALONIAN CHALENGES

The Fiat Yamaha Team moves to Spain for the Grand Prix of Catalunya this week and after Valentino Rossi’s home race in Italy last time out it is now Jorge Lorenzo’s turn in the spotlight as the local hero. After a thrilling race in Mugello the pair now lie second and third in the championship and another exciting spectacle beckons this weekend at the high-speed Montmeló track.

Mallorcan-born Lorenzo lived in Barcelona for much of his early career and after a brief hiatus in London last year he has now returned to live in his beloved home city. Following two wins and a brilliant second in Mugello the 22-year-old lies just four points off Casey Stoner in the championship standings and after disappointment on his last visit to Spain earlier this season he is determined to reach the podium in front of his fans this time out. Last year he was forced to miss the Catalunya round through injury after a crash in practice but he has won there previously in 250s and knows that home success is something special in front of the passionate and knowledgeable Spanish fans.

Montmeló has been a happy hunting ground for reigning World Champion Rossi in the past and he has no less than eight victories to his name there, but he has finished second for the past two years and would like a return to the top step at what is one of his favourite tracks. Last year he made an impressive charge through the field from ninth on the grid to take the runner-up spot but he is keen to strike back with a win this weekend to add to his victory in Jerez a few races ago and claim back points on his team-mate, whom he trails in the standings by five points.

The Circuit de Catalunya is similar to Mugello in that it features one of the longest main straights in the world. The rest of the track is characterised by long radius, medium and high-speed sweeping corners, with two tight left-hand hairpins thrown into the mix. This variation combined with regular changes in camber makes the circuit particularly demanding on chassis balance and means that front-end feel is a key concern for every rider. After the limit on testing this season, the Monday after the race will allow the teams their first chance to test since before the first race and it promises to be a crucial day of development before the busiest stage of the season.

Jorge Lorenzo - “One of my favourite tracks”
“I’ve had a great season so far but it hasn’t all been perfect and I made a big mistake in Jerez when I tried to pass Stoner, so hopefully I can do better for my home fans this time! After Mugello and Le Mans we know that anything can happen and you just have to keep calm and focused. Now we’re going to my home, the closest place to my Island of Mallorca and one of my favourite tracks. I’ve always been fast there, right back to when I went there for the first time when I was in 125s and got my first second row start. My main aim this time is to have a better weekend than last year and to completely forget what happened. I improved on last year in Mugello so hopefully I can do the same again in Barcelona.”

Valentino Rossi - “Hoping for a second Spanish win!”
“Mugello was disappointing but still we took some good points and now, entering one of the most important phases of the championship, this is very important. We still haven’t found the perfect answer to make my M1 exactly how I want but Barcelona is a good track for us so hopefully we can make the final step there, also since we will finally have a chance to test on Monday. Barcelona is, along with Mugello and Phillip Island, one of my favourite tracks and I always love racing there. I have taken one Spanish win so far this season so I am hoping for another this weekend. We need to keep focused and use what we learnt in Mugello to put us in the right shape. Finally I am hoping for good weather because I don’t think these flag-to-flag races in the wet and the dry suit me very well!”

Daniele Romagnoli - “Feeling very strong”
“Going to Barcelona, Jorge’s home race, lying second in the championship is absolutely brilliant and it gives us great motivation; we are feeling very strong right now after two good results in a row. This year the championship is very close and we need to be consistently on the podium in order to stay in touch. We’ve done very well in the last two races in the strange weather conditions but I think everyone would prefer a ‘normal’ race this time so let’s hope for some Spanish sunshine.”

Davide Brivio - “Still on target”
“We’re still on target and close to the top of the championship but this weekend we need to try to gain some points on the two ahead of us in the championship. We have to work at our hardest this weekend. Usually we’re good in Barcelona but there are a lot of others who are also strong there and we know that it’s going to be a hard battle which we have to be involved in! On Monday we have our first test since the start of the season and it’s going to be a very important day which will hopefully give us some good information to help us over the second half of the championship.”

Valentino Rossi : Information
Age: 30
Lives: Tavullia, Italy
Bike: Yamaha
GP victories: 98 (72 x MotoGP/500cc, 14 x 250cc, 12 x 125cc)
First GP victory: Czech Republic, 1996 (125cc)
First GP: Malaysia, 1996 (125cc)
GP starts: 215 (155 x MotoGP/500cc, 30 x 250cc, 30 x 125cc)
Pole positions: 52 (42 x MotoGP/500cc, 5 x 250cc, 5 x 125cc)
World Championships: 8 Grand Prix (1 x 125cc, 1 x 250cc, 1 x 500cc, 5 x MotoGP)

Jorge Lorenzo: Information
Age: 22
Lives: Barcelona, Spain
Bike: Yamaha
GP victories: 24 (3 x MotoGP, 17 x 250cc, 4 x 125cc)
First GP victory: Brazil, 2003 (125cc)
First GP: Jerez, Spain, 2002 (125cc)
GP starts: 116 (22 x MotoGP, 48 x 250cc, 46 x 125cc)
Pole positions: 32 (6 x MotoGP, 23 x 250cc, 3 x 125cc)
World Championships: 2 (250cc, 2006/7)

Montmelo’: Record Lap
D. Pedrosa (Honda) 2008, 1′42.358

Montmelo’: Best Lap
C. Stoner (Ducati) 2008, 1′41.186

Grand Prix Results: Montmelo’ 2008
1. D. Pedrosa (Honda) 43′02.175
2. V.Rossi (Yamaha) +2.806
3. C.Stoner (Ducati) +3.343