Cassons have the latest stock of O’Neal Helmets including the new 5 SRS lid. The helmet has everything you need to stay safe out on the dirt, plenty of colour and livery options are available. The new O’Neal helmet comes in at a very affordable price, check out all the options below!
“The new O’Neal helmet has everything you need to stay safe out on the dirt, plenty of colour options are available.”
The racing inspired lid has a Polycarbonate/ABS shell construction and weighs in at just 1380grams! The Coolmax liner is ultra-plush and is easily removed to be washed.
The adjustable visor design helps you set the 5 SRS how you like and the multiple air vents will keep you cool and dry!
Available now through Cassons.
Plenty of liveries to choose from.
RRP of just $179.95.
Grab one from Cassons now!
The O’Neal 5 SRS is available through Cassons here or at your local motorcycle store. Sizing starts at XS and goes up to 2XL while pricing is set at $179.95! Check out the 2021 O’Neal catalogue here. It includes plenty of high quality and affordable riding gear to keep you safe out on the dirt without breaking the bank, grab a new lid today!
In 2015 the current generation YZF-R1 and YZF-R1M models were launched to the World’s press at the iconic SMSP Raceway here in Australia. After the first then second generations of the crossplane crankshaft R1, which never really set the tracks on fire like the previous (and now sought after) screamer models did, it was crucial that Yamaha came up with something special to regain the status that the mighty R1 had enjoyed since it blew our minds in 1998.
The 2020 Yamaha YZF-R1 and R1M, major engine updates and some small chassis changes for the new bikes.
Litre sportsbikes are nowhere near as popular as they once were thanks to the fun police and the price. For most manufacturers, though, their 1000cc or superbike class models are, thankfully, still their premium and most celebrated models and the YZF-R1 remains Yamaha’s pride and joy – a chance for them to showcase engineering, electronic and race-bred wizardry. And they do it well…
I recently attended the Australian launch of the new models. It was held at a Yamaha R Series ride day, with half a dozen 2020 R1s on hand and the opportunity to do some sessions. It was a good chance to run through the additional electronics, get a feel for the revised suspension and brakes and see how the engine stacks up now that is is Euro 5…
Jeff headed out to the 2020 R1 and R1M launch at the fabulous SMSP to see how they handled track riding…
The only changes to the engine seem to me on paper to be for environmental reasons – Cat converters (four of them) moved closer towards the exhaust ports/headers so they get hotter quicker and burn more poison earlier, a more restrictive muffler, injectors moved and with fewer holes, revised camshaft profiles and rocker arm/valve acceleration ratio for improved efficiency and full cable-less RbW to give the software engineers complete control over how much juice is burned versus how much juice the rider wants to burn. So nothing too major engine-wise but still a cracker of a motor…
Take that huge exhaust system off and the new R1 engine will come to life…
What Yamaha have managed to do though is to meet Euro 5 while maintaining the same output as before, which is a massive feat for them. It still has the same power and with a full system fitted it will be way, way more powerful so they have done right by the racers and track punters out there… While being forced to choke the engine to meet the strict laws, Yamaha have been able to retain performance and being a bolt-on part owners can liberate that inline-four exhaust and enjoy the spoils of 2020…
The electronics package is impressive. Combined with the CP4 character, traction off turns is first rate.
In the chassis department, the standard model KYB forks are revised internally and the overall set-up is softer, designed to improve feedback and feel for the average YZF-R1 rider, with the same treatment out the back. The brakes have new pad material. The bodywork is a semi redesign, mainly around the front, and looks fantastic. The electronics package is upped, now including Brake Control and Engine Brake Management to take the rider aids up to a total of seven. The mighty R1M now wears the incredible Ohlins NPX gas ERS forks up the front and a revised Ohlins ERS shock at the back and bodywork is all carbon-fibre – check out the tech breakout below for the full info…
The R1 Ride The ergonomics (rider triangle) remain unchanged. Also, the frame, wheels, sub-frame and geometry all stay as per previous model so there is not a huge difference in riding the new models. One problem I had with the previous model that was a common issue at the World Launch for any taller riders, was trying to lock-on to the tank properly for braking and cornering, meaning I was fatiguing faster than usual and also finding it difficult under hard braking into the hairpins. I also felt the brakes were not quite up to scratch…
Changes were made to the rider triangle.
More accommodating for taller riders.
Rolling out of pit lane on the all-new YZF-R1, those two areas are front of mind. I am not 100 per cent sure of the exact changes to the fuel tank/seat/bar area, however, the 2020 model for me proves to be easier to hang on to and lock-on to than the outgoing one. I can hardly see any difference with the fuel tank sides, so can’t completely explain the improvement, but even braking for T2 for the first time, the bike feels different to sit on and hang off…
I’m riding a stock R1 with OEM Bridgestone RS11 street tyres and stock suspension settings. Before I even get any heat into the hoops or start to push it is clear that the suspension is soft and that the electronics are intrusive. I ride on and decided to use the session as an ‘out of the crate’ stock test.
The standard R1 settings were quite soft for track duties but the bike is less tiring to ride than it was.
With warm rubber I up the pace. The bike is in Mode A, with Full Power, and the all-new completely RbW throttle is super snappy on initial opening. It is unnerving and making me think I’m about to get flicked over the top… With the soft suspension as well, opening the throttle unsettles the balance of the bike and that sudden kick is exaggerated. The traction control is then kicking in and dulling everything down. It’s making for frustrating progress. I slow up and the bike feels OK for a few laps at an average track day pace. After a more laps I decide to come in to try again with a different set-up for the electronics and the suspension before I can fully test the bike.
Once I softened the throttle response and backed off the traction control the YZF-R1 was a much better track day bike on the standard tyres and suspension. The slide and traction control are sublime.
Heading out for my second session, I change to Mode B, Full Power, and reduce TCS intervention. I am sharing the bike, so unable to make suspension changes, but with the smoother throttle and me having more control of the rear wheel slip I can keep the bike tracking much nicer than before and I’m loving the way it drives hard off turns. With the RS11 tyres half worn already, this session is my best opportunity to really have a crack on the bike so I put my head down for some quick laps.
Engine-wise, there is little to tell between the previous model and this one, at least for me anyway, aside from some extra oomph off the slower corners, it feels very similar and I’d have to ride the two models back-to-back to feel the extra grunt in the middle. The R1 is blindingly fast but in a smooth progressive way thanks to that glorious CP4, an engine that just wants to keep on giving. Top-end is still stunning – 197hp helps. I’m getting well over 285km/h into T1 and tucking in is easier with the revised bodywork. I can hide on the chute now, while on the 2015 I was hanging out in the breeze at high speed and could not quite fit in.
It might be under 200hp but the CP4 is one hell of a cracker motor. The way it drives off turns is unique and with the improved electronics, very controllable even as the tyres begin to fall away.
The quickshifter is smooth and precise. Back-shifting for the hairpins, the engine braking control keeps the back stable while still helping pull the heavy bike up, while into the fast turns it is rolling in with the entry speed of a two-stroke. I am really impressed with the system. And this is where I need all the help I can get stopping the bike because as the laps go on the front brake ever is coming further and further back. The brakes are vague, weak and into turns nine and two, there have been a few times I almost didn’t get the R1 stopped. Decent lines, fluid, race pads and maybe a master-cylinder upgrade should be high on the list for track riders… or it could be electronics.
The tyres are an improvement on the old ones and are starting to scream enough as I head out for my third session. The TCS and slide control (SCS) is really working hard, particularly around Corporate Hill – a long, off camber fast turn at SMSP. What is impressing me is that I am not having to ride any differently, at all, to how I was riding when the rubber was new. The electronics as a package are doing an excellent job at keeping me and the bike on the track not the grass. The slide control is the most fun, the back slides out around Corporate Hill and also onto the chute but the system just lets it hang a bit and as you keep the throttle pinned it all just comes back inline.
The suspension changes are subtle, overall a softer set-up standard. Feel and feedback from the front RS11 is fantastic.
I was able to push on fairly hard on the bike on the worn RS11s, however, there was one thing that was holding me back and taking my confidence away – those front brakes. As mentioned, each session, the lever was back all the way to the grip by the end and there was excessive travel after just a few laps. It is a shame really, as the rest of the bike is as stunning as ever and the changes have refined the other areas of the machine…
The R1M Ride The R1M does almost everything right. It is identical to the R1 aside from Ohlins ERS and carbon-fibre bodywork and comes at an $8450 premium. The rear has been refined and the forks are now NPX Gas pressurised forks. The suspension is truly next level stuff…
The R1M remains one of the most capable and finely-tuned sportsbikes ever produced.
On a rear tyre that is on the way out, I set the CP4 to Mode B, Full Power, TCS on the second least intrusive setting. The engine is the same, the ergo’s as well, but as soon as I roll into T2 for the out lap I felt I was on a very different machine to the stocker. The M has a 200-section rear tyre, which will change the steering characteristics (usually the 190s are better) but aside from that all of the awesomeness comes down to that drool-worthy ERS…
On already warm tyres, I am straight into it on the R1M. By turn three I’m comfortable, like I have been on the bike all day. I love the reverse quickshifter and the way the forks keep the bike stable and tracking over the few bumps into the fast turn four entry is incredible. Plenty of support while I brake and lean but still absorbing the bumps in a way only top spec Ohlins ERS can. Flicking the bike left for five, I am able to hold a tight line here, where the standard model was squatting and pushing the front wide. On the gas hard up the hill, the rear pumping of the R1 is not there on the M. Instead, it hooks up the 200-section hoop and drives to the crest of the hill, the front wheel in inch off the deck.
Ohlins rear
Electronically adjusted suspension.
Engine Brake Management and suspension upgrades for 2020.
Map out what you want through the TFT dash.
Braking deep into seven, the fade and lack of power of the front brakes gives me a heart stopping moment where I think I am not going to get into the corner but the feel and grip from the front-end gives me the confidence to check it in there. No dramas and again, superb stomp off the corner. Around Corparate Hill I get a nice slide, the left side of the rear tyre is totally shagged, so the back hangs out. The electronics control it and I love it – so much fun. In fact, I stay out for another 10-minutes just to lay blackies there and look at them next lap around…
My session finishes and I have a chat to Steve Martin in the pits. Steve suggests trying what he did with rear anti-squat and he makes some changes to the shock in the ERS menu. I head back out in the next session and the bike, which is already good, is now handling as close to perfect as I have ever experienced for an out of the crate litre sportsbike – on road tyres and flogged ones at that!
The R1M is an insane bike, it handles like it’s on rails! We would choose the M over the standard any day of the week.
For me personally, if I could afford it, I’d go for the M any day of the week over the stock R1 but in saying that, I am yet to ride the stock 2020 set-up properly at the track. I’ll save that for the New Year when we get our test bike and head to our proving ground. For now I will keep dreaming about the R1M… those forks are so god damn sexy…
Tech Talk The new 2020 R1M and R1 come equipped with the next generation of Yamaha’s unique 998cc inline four-cylinder crossplane crankshaft engine for refined performance. Returning features such as titanium fracture-split connecting rods and offset cylinders contribute to a responsive and potent character, while the cylinder-head, fuel injectors, finger-follower rocker arms, and camshaft profiles are new for 2020.
New camshaft profiles are a feature of the crossplane engine for 2020.
An all-new Accelerator Position Sensor with Grip (APSG) ride-by-wire system featuring Yamaha’s Chip Controlled Throttle (YCC-T) eliminates throttle cables and reduces weight while providing smoother throttle operation.
The new R1 has the most advanced Yamaha electronic aids yet.
Augmented Electronics Package for More Rider Control The most technologically advanced electronics package in Yamaha’s supersport lineup complements the evolutionary engine of the new 2020 R1M and R1. Yamaha’s proprietary six-axis Inertial Measurement Unit (IMU) continues to be the key feature of the package, and processes real-time vehicle attitude and wheel speed data for new Brake Control (BC) technology that gives riders the option to choose between two intervention modes for enhanced braking control. Riders can select a BC1 setting for enhanced upright, straight-line braking, or a BC2 setting for enhanced braking into corners, where intervention timing grows faster the deeper the lean angle becomes.
A new Engine Brake Management (EBM) system also allows the rider to select between three levels of engine braking force to suit their individual preference or riding situation on the road or track. Both the BC and EBM settings are adjustable through onboard Yamaha Ride Control (YRC) and Yamaha’s Y-TRAC smartphone (Android only) and tablet app (Android and iOS).
Engine Brake Management and suspension upgrades for 2020.
Enhanced Suspension Performance
Premium Öhlins Electronic Racing Suspension (ERS) has been a staple of the R1M’s chassis performance, and a new NPX pressurised front fork with a gas cylinder built into the front fork axle bracket, along with revised rear shock settings to complement the performance of the front fork, are features of the new 2020 model. With rider adjustability options through YRC settings and Y-TRAC, the new Öhlins ERS suspension package takes the R1M to the next level of performance.
The 2020 YZF-R1 also receives suspension performance enhancements courtesy of a new KYB front fork with a new internal shim stack design, and a KYB rear shock with revised internal settings. Together, the changes result in smoother suspension dampening paired with an improved feeling of contact and grip with the street or track surface.
Advanced Bodywork with Next Generation R-Series Design
Redesigned bodywork contributes to higher-quality performance and a more comfortable rider fit. The new design creates a 5.3% increase in aerodynamic efficiency while reducing wind noise and pressure on the rider when in a tucked position, and improved comfort comes from smoother side sections where the rider’s legs contact the bike. The 2020 R1M also receives a new carbon fibre tail cowl to accompany the existing carbon-fibre passenger seat cowl.
New lightweight, compact LED twin headlights optimise illumination for both the low and high beam, and combine with the redesigned body styling to create a new front face symbolising the next-generation of R-Series design.
New Features:
Redesigned cylinder-head, fuel injectors, finger-follower rocker arms, and camshaft profiles
APSG ride-by-wire system with YCC-T
Brake Control (BC) and Engine Brake Management (EBM) for a total of seven electronic control rider aids
Öhlins ERS NPX front fork with integrated gas cylinder and optimised rear shock settings (R1M)
KYB upside-down front fork with new internal shim stack design (R1)
Optimised settings for linked-type Monocross KYB rear shock (R1)
Next-generation R-Series redesigned bodywork with outstanding aerodynamic efficiency
Carbon fibre tail cowl (R1M)
Bridgestone RS11 Battlax Racing Street tyres with updated tread design
New front brake pad friction material for excellent control while braking
The QBE Barry Sheene Festival of Speed has always been another resounding success, as riders and spectators alike enjoy a weekend of historic and classic motorcycle racing, with the weather showing good form for three days of racing.
The Barry Sheene Festival Of Speed is a great event that sees three days of classic and historic racing at SMSP.
A change in the program saw racing commence after lunch on the Friday, providing additional events for the many keen racers as well as an even more action packed experience for everyone else.
Special guests included Phil Read MBE aboard a Yamaha TD3, who stunned spectators with his riding skills at a ripe old age of just 75, before leading the Parade Lap aboard a Yamaha TZ750. He took third in the Post Classic 250cc category aboard his Yamaha TD3 proving that age is just a number. Maria Costello MBE, FIM Ambassador of Women in Motorcycle Sports was also present, racing on a Honda RS125, VFR500 and Norton 500 Manx.
Donald and Dibs are no strangers to classic racing, always familiar faces at the BSFS.
In the Barry Sheene Memorial Race it was Cameron Donald and Michael Dibbs wowing the crowds, riding a 1981 McIntosh Suzuki 1135 and Honda F1 1150 respectively, with Donald setting a new lap record of 1:36:024 in the feature event.
In the Trans-Tasman Challenge – now entering its fourth year, competition was fierce as was to be expected with 22 competitors from New Zealand joining the Barry Sheene Festival of Speed to put on a great show with highlights including Chris Swallow winning all his races, while Scout Fletcher finished third in her events. Despite their best efforts however the Kiwi’s lost Round One of the Challenge 228 to 343, with Australian riders redeeming themselves after just losing out in the previous years years BSFS.
“Despite their best efforts however the Kiwi’s lost Round One of the Challenge 228 to 343, with Australian riders redeeming themselves after just losing out in the previous years BSFS.”
The Barry Sheene Festival of Speed was also the first round of the Australian Formula 1 and Formula 2 Sidecar Championships, with the James’s taking victory for the round in the F1 points score, while the Beare’s took top spot in the F2 category.
With the weekend proving a great success for all involved the PCRA thanked officials and flaggies for all their integral help, as well as sponsors QBE Insurance, Penrite Oil, Honda, HART Honda, Adams Print, Hawkesbury Honda, Whites Racing Products, VJMC and HELD, as well as the trade stands and bike clubs for their presence, providing off-track attractions.
Hopefully the BSFS will be back in 2022.
After a number of cancelations over the past few years.
Special thanks were also given to those who provided bikes for guest riders, including Ken Lindsay, Richard Stain, Rob Frances, Steven Kairl and Marcus De Caux.
Gaerne have released the latest in their boot line-up, the GP1 Evo. Made from lightweight materials and a comfortable yet sturdy structure, the GP1 Evo boots are perfect for those who are looking to upgrade their racing boots.
You can pick the GP1 Evo’s up in two different colour schemes for an RRP of $599.95.
Gaerne say the GP1 Evo is the ultimate racing boot from their research centre, developed in cooperations with professional riders. The floating system allows the foot to move naturally and prevents ankle twisting while the rubber inserts on the inner calf and heel provide additional grip while protecting the leg from heat.
Made of carbon composite, the GP1 evo is lightweight and strong, the carbon composite also allows the foot to move without compromising flexibility and prevents hyper extension or compression. Along with the premium materials is a high-wear resistant magnesium toe slider to ensure that the boots will last you a long time.
There’s plenty of technology packed into these boots to keep you comfortable and safe while out on the track or on the road.
A non-deformable polyurethane heel cup has also been added, this is protected by that replaceable low-friction magnesium slider. The anti-shock heel feature an internal comfort enhancing decompression zone, located between the inside and sole.
If you’re interested in the GP1 Evo boots, you can head to the Gaerne website here. If you are interested in purchasing a pair, contact Cassons and they will find a store that stocks them near you or direct you to an online purchasing system.
Having a full-time job and racing in the Australian Superbike Championship, is more than a full-time job in itself, let alone taking on the responsibilities of owning and running a team with an additional two riders who compete in three classes. But that is exactly what Jed Metcher does! – MA.
In late 2019, Jed set about not only organising a permanent Superbike ride for himself, but successfully developed the Metcher Motorsport team which had its debut at ASBK in 2020.
Metcher, 31, is no stranger to ASBK fans, having had great success in Australian Championships spanning over two decades. He has competed in the 125cc and Supersport classes in the early 2000’s, raced at World Superbike, MotoGP and dominated overseas winning the 2011 European Superstock 600 Championship.
Metcher runs a three-bike team. Himself aboard a Yamaha R1 in the Superbike class, and manages and mentors two young guns in South Australian Ty Lynch in the Motorsports TV Supersport class aboard a Yamaha YZF-R6, and New Zealander Caleb Gilmore on a Yamaha YZF-R3 in the Dunlop Supersport 300 class and Yamaha Finance R3 Cup.
In 2020 Metcher scored a top ten finish, while Gilmore and Lynch, because of COVID-19 restrictions were unable to attend the final two rounds which ended their chances of a top ten finish.
Nearly two years on from setting up the team, Metcher has a committed crew and strong sponsorship support including Siemec, Yamaha, YRD, Valid Technologies, Fusport, YamaLube, Plus Racing, and Kabuto Helmets which have helped him break into the top ten of the Championship this year and now sits in 9th place.
As a team owner/manager/rider, Metcher still pinches himself at the success his team has had in such a short period, and yet he still has goals to achieve.
Metcher Motorsport spans across multiple categories, with Ty Lynch riding the R6 and Caleb Gilmore riding the R3.
Jed Metcher:“It is a dream that we get to do something that a lot of people would want to do. Having the team all be so excited on race weekend and everyone being happy and laughing that’s our win before we even get to win races. We want the team to be relaxed. That helps us attract sponsors as people want to be involved in it.”
“We have great support from Siemec who love being part of the team, they are a perfect fit, and we have a lot of support from Yamaha as well who are helping us develop the bikes and their support will continue into next year. It was always the goal to have a three-rider team and to be in a position where we are doing well is great. We are getting there now, I’ve recently been up in Queensland doing some testing and we have Stewart Winton helping us out, and he’s a massive wealth of knowledge as former crew chief to Josh Brookes – he has won a few championships.”
Jed says he has been been able to step back and appreciate what they have now with the team.
“It’s tough, I’m a tradie and I work hard during the week, do as as much exercise as I can after work and put in a lot of hours on the team as well. The secret ingredient is passionate people who are willing to put in time and effort. The reward is we love what we do, and we want to be involved. Everybody has a day job, Dad is our key guy, and he maintains the team, bikes and truck and does the elbow grease jobs. We have people who are passionate and love the sport and want to be involved in the team and Siemec have been a savior.”
“Working with Caleb and Ty is amazing, it’s part of the race meeting I really enjoy, especially seeing them progress. Ty had a really good pre-season, and was really fast, he is one of the elite riders in the same way that Troy Herfoss is, he is super fit. Ty is recovering physically, and he’s been on the bike a couple of times but its going to be hard for him. I hope that he is back to full strength this year. Caleb has come forward in leaps and bounds, and he is top three material. He’s matured in the last three months and has come a long way and definitely has the pace.”
Ty Lynch
Caleb Gilmore
“We still have a way to go with the Yamaha R1, but are making good progress. At Winton we should have been 4th or 5th, at Wakefield we struggled, and Darwin which I hadn’t been to before was a little tricky. Arthur Sissis is doing a great job, and the thing is a rocket ship with him on it. If we can compete with Arthur, and finish 4th or 5th then we’ve done a really good job. I think we will get a run on now, we have found a few things this week with testing the bike and that is certainly going to help us.”
“The last couple of years the Championship is really moving forward well. ASBK is doing an amazing job with Facebook and TV live coverage and social media, it’s given it a lot better reach, it’s amazing, and that’s what we need. The 300 class 100 per cent has reignited the Championship. ASBK has brought in an affordable class, that has opened up a whole new avenue for riders, where we now have motocross kids coming across. There are now 40-50 kids who all have Yamaha R3s who want to race each other, and it is super competitive.”
Caleb Gilmore is the Dunlop Supersport 300 and Yamaha Finance R3 Cup competitor for Metcher Motorsports.
Metcher will next year have a three rider team again as he hopes to develop his younger riders further as well as chase Championship glory himself, in the mean-time it’s back to further testing his Yamaha machinery in the hope to get the best out of the machines. Keep up to date with the latest news on the mi-bike Motorcycle Insurance Australian Superbike Championship, presented by Motul, via their website and following ASBK on Facebook and Instagram.
The NXR2 is the latest in SHOEI’s long standing RF/NXR Series helmets, combining more than 60-years helmet design experience with the latest manufacturing technology. You can pick one up in stores now!
Shoei say the The versatile Sports Performance helmet can be used for all riding conditions from road touring and commuting to the racetrack.
The NXR2 is a step up from the original NXR, sporting improvements in ventilation, comfort and hold as well as refined aerodynamics to produce a significant reduction in drag and lift, reducing the strain on a rider’s neck. SHOEI has developed vortex generators on the side of the visor to reduce wind turbulence and noise, while new, more voluminous cheek pads further restrain wind noise within the helmet, without blocking informative road sounds.
Scanner livery.
Nocturne Pink livery.
Nocturne Black livery.
Nocturne White livery.
Each NXR2 features the new CWR-F2 visor system which provides riders with protection from 99% of UV rays and is 10% larger for improved lateral vision. The visor has a conveniently located centre closure and locking mechanism and new first position shield opening feature for advanced defogging.
“Each NXR2 features the new CWR-F2 visor system which provides riders with protection from 99% of UV rays and is 10% larger for improved lateral vision.”
Whilst the NXR2 does sport new features, staples of the SHOEI range are included, such as the Emergency Quick Release System to help first responders safely remove your helmet with minimal load on a rider’s neck. The NXR2 has also been designed and tested in SHOEI’s state-of-the-art wind tunnel facility to ensure optimum aerodynamic and ventilation performance.
Riders are kept cool with six air intakes and four exhaust outlets, with the large three position lower vent shutter designed for ease of use with riding gloves. The strategically shaped air-intake streamlines the profile of the helmet design, with a compact integrated spoiler helps reduce the forces placed on a rider’s head.
The new NXR2 is also one of the first helmet models to be certified to the latest European Standard ECE 22.06 update.
These designs are in store now!
The full range of NXR2 helmets will arrive over the coming months, with six new graphic designs in a range of colours, and six solid colours to choose from, including matt, gloss and metallic options. Prices start from $799.90 for solid colours and $949.90 for graphics. The 5 graphic designs will all be in SHOEI dealers across the country from the start of September, with Matt Black, Gloss Black and White following later in the month. Head here for more info.
Shoei NXR2 Highlights
New CWRF-2 visor is 10% larger and features new centre closure & locking mechanism
Improved Aerodynamics and stability
Increased Ventilation – 6 inlet vents and 4 exhaust.
Compact 4 shell sizes – specific to each rider’s head size
Multi-density multi-layer EPS – EPS density tailored to each wearers head size and weight
New more voluminous cheek pads reduce wind noise
Fully customisable liner and various thickness cheek pads available
Certified to the new European Standard ECE 22.06 update
AIM Fibreglass composite shell with constant thickness for maximum protection
For the last weekend in January the penguins, koalas and kangaroos have to take a back seat as Australia’s largest historic motorcycle race event and the third largest motorcycling event on the Australian calendar behind the MotoGP and World Superbike events rolls into town, it’s the International Island Classic!
The International Island Classic is one of the biggest events on the Australian Motorcycle Racing calendar.
This event has everything – there is kick arse action on track and off track it’s almost as exciting! Things such as free pit access where the fans get to rub shoulders with some of the best riders in the world and check out some serious bike porn in the pits too. Not only is bike porn in the pits, it’s also in the parking area as well, where fans gets to park their pre 1990 non-competition motorcycle pride and joy close to the pit area and turn it into a ‘showroom like parking lot’.
On the Sunday afternoon they even get to do a demonstration lap in the Shannons Parade Lap show as well and a welcome return was trade alley in the back of the paddock where you could buy official Island Classic merchandise.
It’s not all just about the on-track action. The pitlane and parking lots are full of beautiful bikes everywhere!
Another big-ticket item is the Saturday night welcome dinner with Sir Alan Cathcart interviewing all the main players including UK’s new star recruit, John McGuiness. Even Alan Cathcart thinks this event is amazing, saying, “I have been coming to the Island Classic on and off for the past ten years. It’s been fantastic to see how it has grown. Having the International Challenge was a brilliant idea. The whole event is a great success.”
In regards to the International Teams Challenge, if you’re wondering what that is all about, well, in simple terms it is a fiercely contested weekend which sees Australia V the Yanks V the Kiwis V the Poms, all going hammer and tongs to score top points to win for their country. For individual honours, riders were all battling it out to win the Ken Wootton memorial trophy and the famous Karen ‘Nurse’ Wootton’s homemade chocolate brownies.
Riders are battling it out to bring honour to their country and to score the Karen Wootton brownies!
2014 saw UK’s best line up of riders that were ready to rock and roll and go toe-to-toe with the Aussie riders and the other two teams. They brought an army of their best riders such as ex 250/500cc GP star Jeremy McWilliams, Gary Johnson and Mike ‘Spike’. At the eleventh hour, Irishman Ryan Farquhar was called in to replace Steve Brogan because of family commitments. But the biggest name to make the headline act was without a doubt, the man from Morecambe, Lancashire, 41-year old John McGuinness.
The 26-race victor at the Isle of Man TT and an accomplished endurance racer was glad to be back on Australia soil. But when he asked what it was going to be like to race his IOM TT rival Cam Donald, he said, “It’s going to be hard to deal with Cam around here that’s for sure.” “He passed me yesterday and showed me who was the ‘boss’ around Phillip Island. But we will slowly catch up and hopefully towards the end of the weekend we won’t be a million miles away.
Big names like Steve Martin are regulars at the Island Classic.
“But the likes of Shawn Giles, Steve Martin Robbie Phillis are superfast around here. Even Brendan Roberts. I have experience racing against him in BSB Superstock and he is lighting fast as well. I have a load of respect for all of these guys.”
The English team may have had their strongest line up of riders, but quite frankly the Aussie team did too… Riders such as the 1999 Australian Superbike and 2009 World Endurance champion Steve Martin, Martin’s teammate Shawn Giles. ‘Mr Superbike’ Robbie Phillis, Tasmania’s Malcolm ‘Wally’ Campbell, Current Australian Superbike racer Beau Beaton, Brendan Roberts and another IOM TT legend, Cam Donald just to name a few.
Cam Donald is another rider who is no stranger to the Island Classic, riding for Team Australia.
On track action, well it started off with an Aussie blitz from Donald. From the word go he was the early pace setter in qualifying one and looked like he was going to be the man to catch for the whole weekend. Donald steered his Manta Engineering Suzuki XR69 to a 1:38.368 in the 15-minute opening qualifying session, just 0.403s faster than countryman Beau Beaton on the K.H. Equipment/Austart Air Starters Irving Vincent.
In qualifying two however it was McWilliams (Team Winfield) who got the upper hand snaring pole position over Donald by .017sec! Giles rounded out the front row. McWilliams kept his form going in the two opening racers on Saturday beating Donald who played second fiddle to him in both racers. Race two was nothing short of a bell ringer! McWilliams, Donald, Giles and Roberts all battled it out for the whole six laps, and at the end of the race the time difference was just .272 between the four riders!
Despite the riders just battling for a trophy, the competition is fierce as all of the ex and current racers ignite the competitive part of their brains!
Race three belonged to Donald as he led from start to finish but it was not made easy as Giles gave chase the whole way. Giles’s team-mate, Roberts finished third while McWilliams had to settle for fourth,with his bike cutting out down the main straight on the first two laps which cost him any chance of victory. With this result it set the stage for an epic battle for the final race of the weekend. Donald was just one slender point ahead of McWilliams with Giles just three points off Donald.
In the most stunning outcomes, Roberts pipped McWilliams by the smallest of margins (.004s) to claim second spot behind Giles in race four. The result meant that both Giles and McWilliams finished the International Challenge races on 155-points apiece, and were subsequently declared joint winners – the first time it’s happened since the International Challenge began in 2005. Giles and McWilliams now ‘share’ the Ken Wootton Trophy as the highest individual point scorers in the International Challenge.
McGuinness and Edwards battling it out like the old days, thats the beauty of the International Island Classic!
Third place went to Roberts with a 6-4-3-2 result while Beaton was fourth with a 4-6-7-4. Rounding out the top five was McGuinness on the Harris F1 after he strung a 7-8-8-7 result. A pretty impressive result seeing McGuinness did not even sit on the bike till the Thursday at the Island Classic!
As Australia celebrated Australia Day on Sunday the 26th of January it was quite fitting that Australia retained the International Trophy for the teams challenge award winning it with 692 points on the board from the United Kingdom on 617. New Zealand was third with 367 and America in fourth with 341.
Hopefully COVID-19 restrictions will permit this great event to restart in 2022, make sure you get to Phillip Island if it does!
The final word should go to the circuit’s Managing Director, Fergus Cameron. “It’s been a fantastic weekend. The Island Classic took another step forward this year. It was always going to be hard to follow on from last year when Giacomo Agostini came out. But the International Challenge and the other entire racing certainly served it up. The level of competition is a whole lot fiercer. To have John McGuinness out here this year has been great, he has already told me that he will be back again next year for sure. This event is magnetic. People, who want to get involved, want to stay in involved. And believe me the American’s will come back next year a whole lot stronger as well.”
The Broadford Bike Bonanza is always a spectacle like nothing else on the Australian calendar, with thousands turning out to celebrate classic motorcycling, honouring the Castrol 6 Hour production race and the BP Sunraysia Desert Rally.
The Broadford Bike Bonanza has something for all kinds of motorcycle racing fans!
There is just so much going on, it’s a must-see event that rivals the Phillip Island Classic in numbers despite being a celebration of classic motorcycling rather than a race meeting. Exact crowd numbers are unconfirmed but the 8,000 each year mark would be a good estimate. The numbers are high for a reason – there was something on offer for everyone!
GP Racing
Classic Motocross
Trials/Enduro riding.
And even Speedway Sidecars!
With a road race circuit, speedway circuit, motocross track, dirt track and trials area at the Broadford complex, all disciplines of pre 1989 motorcycle were covered. There were also trade stands catering for all disciplines and clubs on hand for those wanting to join one and the pits were open to the public.
Turnouts are always impressive.
You can choose to stay the weekend if you desire!
If you wanted to enter as a participant, all you needed was either an MA licence or a day licence and to either pre enter or enter your bike on the day. The classes were Roadbike, Road Racing Bike, Road Racing Sidecar, Dirt Track Solo, MX Pre 1980, MX Pre 1990, Dirt Track Sidecar, MX Sidecar, Enduro, Speedway Solo, Speedway Sidecar and Trials! Something there for everyone! The cost to ride was great value, only $120 at the gate, $100 early bird or $80 super early bird. A road circuit garage was $400 for the weekend but could be shared while pits in the off road area were $100.
The team responsible for the weekend just want to see you out on track.
They have plenty of affordable options to get you riding.
Just show up with your gear, MA licence and bike!
Choose your discipline.
Camping was allowed and only $10 per head, including motorhome or tent campers! Sidecar passengers only had to pay $50 and there were heaps of off road sessions all weekend, while tarmac riders got four 15-minute sessions per day – great value. The tarmac groups were split into Road Bikes Novice/Intermediate/Expert, Race Pre 63/75/89, 6 Hour bikes and Sidecars.
All classes are packed full of riders.
Not just a great weekend for riders, but amazing for spectators too!
Arriving at the event was easy, although the line was huge, pre-entered people such as myself, or those who pre-purchased tickets, had express entry by waiving ticket at security on the front gate/road. Then it was a quick sign in at the main office, where bike numbers/stickers and wristband was collected and that was it for the weekend.
Broadford is one of the great tracks where you can see all of the corners on the GP circuit from the grandstand!
Getting around was easy, you could ride your bike anywhere as long as you wore a helmet or drive your car, however, it was very crowded so driving and parking was an issue, riding was the better option or walking and taking in the surroundings, which was all a bit too much to take in at once sometimes!
Castrol six-hour memorial races.
Classic motocross is always a great watch!
Everything is period correct!
There’s so much to check out over the weekend!
There was plenty of food available from various stands located around the complex, as well as drink stands selling soft drinks, tea, coffee and plenty of grog at reasonable prices too. BYO was also welcome, which was fantastic, even fires were allowed in steel drums! There was PBBB merchandise for sale as well and everyone got a free showbag on arrival.
Just get your bike scrutineered and head out on track!
Since it’s not a competitive weekend, the gear rules are a little bit looser.
But it’s always best to wear the best gear to stay protected.
Be sure to check everything out!
You had to have your bike scrutineered before riding and good riding gear to participate, however, jeans were allowed, which I highly disagree with personally. There was a rider’s briefing each morning at 8:30am to make sure everyone is informed of flag rules and other info and aside from that it was easy going, with plenty of announcements of each upcoming session. Shuttle busses ran throughout the complex from 9:00am to 4:00pm and there was even 24-hour security to ensure all is kept safe.
The Broadford Bike Bonanza is always a highlight for Sir Alan Cathcart, who can be found thrashing a number of different bikes out on track.
On Saturday night there was a huge Gala Dinner with 100 limited tickets sold for $90 each. The dinner was a dress up event hosted by our own [RCBE] contributors Graeme Crosby and Sir Alan Cathcart, with the range of stars also there; it is no wonder it sold out. Renowned Goulburn Valley Chef Bernard Hayes served a 5-Star three-course meal with wines by Tahbilk. Tickets were $95, a great deal, and a great memorable night.
Make sure you get out there one year!
Its a great few days of racing.
On an amazing compound!
The organisers are currently working out a date for 2022.
The event was sensational, walking around with the sights and smells of the classic era absolutely consuming. Everywhere one looked there were famous faces – Graeme Crosby, Murray Sayle, Kevin Magee, Shannon Johnson, Alan Cathcart, Steve Butler, John Warrian, John Woodley and even Cam Donald and many more famous racers floating around and riding their old bikes. There were plenty of original Castrol 6 Hour bikes and that was fantastic to see, a highlight seeing Kev Magee on his old Marlborough FZ750 though, for me, that was magical.
Broadford Bike Bonanza Gallery
Just get your bike scrutineered and head out on track!
Since it’s not a competitive weekend, the gear rules are a little bit looser.
Decent riding gear is very important, get a reputable brand as you don’t want anything other than the best if you come off your bike at 200km/h+
But it’s always best to wear the best gear to stay protected.
Turnouts are always impressive.
Everything is period correct!
You can choose to stay the weekend if you desire!
Choose your discipline.
Classic Motocross
On an amazing compound!
And even Speedway Sidecars!
Classic motocross is always a great watch!
The team responsible for the weekend just want to see you out on track.
Be sure to check everything out!
Riders will often have a few different combinations for different styles of riding.
Make sure you get out there one year!
Trials/Enduro riding.
Just show up with your gear, MA licence and bike!
There’s so much to check out over the weekend!
Not just a great weekend for riders, but amazing for spectators too!
GP Racing
They have plenty of affordable options to get you riding.
The Broadford Bike Bonanza
Castrol six-hour memorial races.
The organisers are currently working out a date for 2022.
Broadford is one of the great tracks where you can see all of the corners on the GP circuit from the grandstand!
Its a great few days of racing.
The Broadford Bike Bonanza is always a highlight for Sir Alan Cathcart, who can be found thrashing a number of different bikes out on track.
All classes are packed full of riders.
You have to decide what you want out of your gear.
The Penrite Broadford Bike Bonanza this year was an amazing event with a great atmosphere and plenty going on… Words: Jeff Ware Photography: Russell Colvin
Fabio Quartararo is the 2021 FIM MotoGP™ World Champion! After a dramatic decider at the Gran Premio Nolan del Made in Italy e dell’Emilia Romagna, the Monster Energy Yamaha MotoGP rider sliced from 15th on the grid to fourth as sole rival for the crown, Francesco Bagnaia, crashed out from the lead.
Read the race reports from Misano here…
The Tissot and MotoGP collaboration celebrated their 20 year anniversary in 2021…
Crash
With five victories, ten podiums and a sublime season of speed, Fabio Quartararo is the history-making 2021 MotoGP™ World Champion! Félicitations!
“With a 52-point advantage, starting 15th and seeing Bagnaia on pole wasn’t ideal, but El Diablo kept calm and carried on.”
It took him only two more races in Moto3 to get on the podium as he took second in Texas
An emotional victory for the Frenchman, as he takes home the championship with two rounds to spare.
Fabio Quartararo is the 2021 FIM MotoGP™ World Champion! After a dramatic decider at the Gran Premio Nolan del Made in Italy e dell’Emilia Romagna, the Monster Energy Yamaha MotoGP rider sliced from 15th on the grid to fourth as sole rival for the crown, Francesco Bagnaia, crashed out from the lead.
Quartararo is the first French premier class World Champion in history, he is also the first Yamaha rider to lift the crown since 2015.
Quartararo was four years old when his father Étienne – a former French 125cc Champion – gave him a Yamaha PW50. It’s a familiar story for future MotoGP™ riders, and although Quartararo’s rise would prove stratospheric, there were definitely a few challenges and difficult seasons along the way.
After getting that first bike, he began riding at different mini circuits around his home Provence-Alpes-Côte d’Azur region to master the basics before then going racing in Italy and Spain. And the success began early: the 50cc, 70cc and 80cc titles in the Catalan Championship and the pre-Moto3™ title in the Mediterranean Championship showed promise, but once the young Frenchman arrived in the FIM CEV Repsol, or the Spanish Moto3™ Championship as it was then, that promise exploded into something a lot bigger.
Fabio climbed the ranks quickly, cementing his dreams to become a MotoGP world champion one day.
Winning the series that has now become the FIM Moto3™ Junior World Championship is one of the biggest achievements for a young rider. So becoming the youngest to do it in 2013 and then defending the crown the year after even more so. That allowed the opportunity to move into Moto3 earlier than previously allowed and when he did, remaining in Estrella Galicia 0,0 colours, the momentum for the young Frenchman rolled on.
Quartararo debuted in Moto3™ with 7th in Qatar in 2015, and it took him only one more race to get on the podium as he took second in Texas. Two more top sixes followed, he was on pole at Jerez, and he was back on the podium at the TT Circuit Assen too. The whispers of “the new Marquez” grew into assured articles, ramping up the pressure on a rider who was already, despite the moniker from some corners, very much the first Quartararo.
It took him only two races in Moto3 to get on the podium as he took second in Texas back in 2015.
Later that season however, the first key challenge of his Grand Prix career saw El Diablo break his ankle at Misano. That meant he missed most of the final races of the year, only returning at Valencia but not scoring. So he ended the year in 10th, making a solid impression but not displaying the domination expected after his searing path to the World Championship.
So, for 2016 there was a change as Quartararo moved to Leopard Racing alongside Joan Mir and Andrea Locatelli. However, the team fielded KTMs and that proved an extra challenge to adapt to as the Frenchman arrived from a rookie season contested on a Honda. And the points finishes kept coming, but only six top tens – and no podiums – saw the excitement of his early success give way to a tougher patch as ‘El Diablo’ looked to move forward.
Moving up the ranks quickly again, it wasn’t long before Fabio was on a Moto2 bike.
At that point, under pressure to perform, a bigger change of direction was needed. Enter Éric Mahé, who came on board a Quartararo’s new manager, and a crucial decision that started to build the foundations of the future premier class crown: for 2017, Quartararo would move to Moto2™, taking on a new challenge on a bigger bike to press the reset button.
It started well, with a seventh place finish on his intermediate class debut in Qatar – the same result that, in Moto3™, had prefaced a first podium soon after. But this time around there was no rostrum around the corner and 2017 swiftly became his toughest season yet, culminating in the Pons team and Quartararo parting ways for 2018.
“No one had an answer for the number 20, and he took his first Grand Prix win by nearly two and a half seconds.”
Enter another key figure in the rise of El Diablo: Luca Boscoscuro. El Diablo moved to the Speed Up team with Boscoscuro at the helm for 2018, and on Moto2™ take two it actually started worse: a 20th in Qatar and 22nd in Argentina. But then it started to come together: a 15th at COTA, a 10th at Jerez, an 8th at Le Mans… 11th at Mugello interrupted the pattern, but it was another solid result as Quartararo started to get back in the groove.
At Catalunya, the stars aligned. Saturday saw the Frenchman take his first Moto2™ pole and on Sunday, he unleashed the first truly dominant performance of his Grand Prix career, fastest lap included. No one had an answer for the number 20, and he took his first Grand Prix win by nearly two and a half seconds. Next time out at Assen, it was another podium too. The return to the rostrum and that first victory had seemed a long time coming, but the timing couldn’t have been more perfect.
It wasn’t long before he was on a MotoGP bike with Petronas Yamaha SRT, eventually swapping spots with Rossi.
By the time Quartararo took that win, there appeared to be a split between those who’d been waiting for the success they saw as inevitable and those who’d written the Frenchman off. The new Petronas Yamaha SRT outfit, and Yamaha boss Lin Jarvis, were definitely not the latter and at Silverstone it became official: Quartararo would join MotoGP™ in 2019. So he finished the 2018 Moto2™ season with a solid run of form and then left the intermediate class to saddle up in MotoGP™… and the rest is history in the best possible way.
On the pace from the off, Quartararo’s stunning debut season silenced the doubters. Fast and consistently so, and somehow making it look easy, it wasn’t long until the number 20 was an established, expected presence at the front. Jerez saw him become the youngest polesitter in the premier class, and he took five more that season. He also came up against then seven-time World Champion Marc Marquez in some incredible last lap duels – not quite defeating the number 93, but making life impressively difficult. Seven podiums saw Quartararo end the year fifth overall, take Rookie of the Year and the overall top Independent Team rider title. Fabio Quartararo had arrived.
“In 2020, it started with a dream double win at Jerez and the Yamaha rider seemed the man to beat.”
In 2020, it started with a dream double win at Jerez and the Yamaha rider seemed the man to beat. But after some twists and turns, it wasn’t until Barcelona that El Diablo got back on top. Some more struggles later, the crown was instead nabbed by Joan Mir at Valencia and Quartararo went into winter pushing to reset and reload, vowing to iron out the kinks and fight for the crown again.
That he did, and he did it in Monster Energy Yamaha MotoGP colours as he took on a new chapter with the factory Yamaha outfit. Off the podium in Qatar to start the season, he hit back in Doha to take his first victory of the year. At Portimão he was in a league of his own for another win, but then a speed bump appeared at Jerez as the Frenchman suffered with serious arm pump, taking only a handful of points. Surgery ahead of his home Grand Prix wasn’t the best run up to the event, but still El Diablo took a podium at Le Mans and then another win at Mugello.
With five victories, ten podiums and a sublime season of speed, Fabio Quartararo is the history-making 2021 MotoGP™ World Champion! Félicitations!
Barcelona saw a little drama unzipped, but a solid 10 points and another rostrum in Germany prefaced victory at Assen, sending the number 20 flying high into the summer break. He was a man on a mission, although next up was Styria – Ducati and KTM territory. But still, one podium and then a salvage job of seventh in a crazy Austrian GP later, Quartararo remained firmly holding the cards as the paddock returned to Silverstone.
It had been a while since MotoGP™ had raced the British behemoth and not the best event for Quartararo when they did, but 2021 was a different story: one of domination. Another 25 points in the bag saw him increase his lead again, and after a tougher Aragon, the Frenchman took a little more risk to push key rival Bagnaia at Misano but ultimately settled for second as crunch time approached. Second in Texas, behind Marquez but ahead of Bagnaia, turned crunch time into match point at the Emilia-Romagna GP.
“With a 52-point advantage, starting 15th and seeing Bagnaia on pole wasn’t ideal, but El Diablo kept calm and carried on.”
With a 52-point advantage, starting 15th and seeing Bagnaia on pole wasn’t ideal, but El Diablo kept calm and carried on, slicing back through the pack to fourth. It wouldn’t have been enough had Bagnaia not crashed, but the Ducati rider’s final stand was ultimately just over the limit – guaranteeing Quartararo the crown with two races spare.
#ELD1ABLO IN STATS
Quartararo is the sixth-youngest rider to clinch a premier class world title, aged 22 years and 187 days old, behind John Surtees (22 years and 182 days old) and ahead of Valentino Rossi (22 years and 240 days old).
In the MotoGP™ era, Quartararo is the third-youngest Champion behind Marc Marquez (20 years and 266 days old) and Casey Stoner (21 years and 342 days old).
In addition, Quartararo became the youngest Yamaha rider to clinch the premier class world title, ahead of Jorge Lorenzo, who was 23 years and 159 days old when he took the title in Malaysia back in 2010.
Quartararo became the first French rider to clinch a premier class world title and the seventh overall in GP racing along with Johann Zarco (two titles), Mike Di Meglio (1), Arnaud Vincent (1), Olivier Jacque (1), Christian Sarron (1) and Jean-Louis Tournadre (1). Thanks to Quartararo, France became the seventh different nation to win a premier class Championship.
Quartararo became the first European rider to clinch the premier class world title without having previously taken a title in one of the smaller GP classes since Franco Uncini in 1982. Overall, Quartararo is the 17th rider to do so along with Les Graham (first Championship season in 1949), Umberto Masetti, Libero Liberati, Barry Sheene, Kenny Roberts, Marco Lucchinelli, Franco Uncini, Freddie Spencer, Eddie Lawson, Wayne Gardner, Wayne Rainey, Kevin Schwantz, Mick Doohan, Kenny Roberts Jr., Nicky Hayden and Casey Stoner.
In the MotoGP™ era, Quartararo is the third rider to clinch the title without having previously taken a title in one of the smaller classes along with Nicky Hayden and Casey Stoner.
By taking the crown, Quartararo brought to an end a sequence of nine premier class titles from Spanish riders: six with Marc Marquez, two with Jorge Lorenzo and one with Joan Mir (the longest sequence for a country in the class).
Quartararo became the first Yamaha rider to take the premier class crown since Jorge Lorenzo in 2015 and the seventh overall along with Giacomo Agostini (one premier class title), Kenny Roberts (3), Eddie Lawson (3), Wayne Rainey (3), Valentino Rossi (4) and Jorge Lorenzo (3). This is the 18th title for a Yamaha rider in the premier class.
Quartararo is tied in sixth place with Max Biaggi and Maverick Viñales on the list of Yamaha riders with most premier class wins, just behind Kenny Roberts (22 wins). Valentino Rossi leads the way with 56 premier class wins with Yamaha.
With 20 premier class podiums so far, Quartararo is the French rider with most podiums in the class ahead of Christian Sarron (18 podiums).
With eight premier class wins so far, since his maiden premier class wins at the 2020 Spanish GP, Quartararo has almost tripled the number of French victories before him (one for Régis Laconi, plus Christian Sarron and Pierre Monneret).
This season Quartararo has stood on the MotoGP™ podium more than any other rider (10 times), including five wins. This is this first time that a Yamaha rider has taken five (or more) premier class wins since Jorge Lorenzo in 2015 (seven). The last Yamaha riders with more than 10 podiums in a single season were Valentino Rossi (15 podiums) and Jorge Lorenzo (12) in 2015.
For the seventh successive year, the rider who clinched the premier class world title failed to win the opening race of the season. The last to do so was Marc Marquez in 2014.
The first ever French premier class World Champion!
Fabio Quartararo:“I already don’t have my normal voice just a few hours after, I’ve cried a lot an screamed a lot! It feels amazing. When I crossed the finish line I thought about all the tough moments I had, and to be World Champion in MotoGP is something I never expected when I was in bad situations only a few years ago. So right now I feel like I’m in a dream and I don’t realise what’s happening to me right now!
“Of course I had extra nerves, I never started further back than P11 in MotoGP, and I’m starting P15 in one of the most important races of my career! We chose the safe, let’s say, tyres but for us the hard would have been better and I think the podium was there with the hard. I didn’t have stability when I was with the group, I couldn’t overtake. But I’m really happy with my race, even if I hadn’t won the Championship it’s great to finish P4. Super happy about the race and of course with the Championship it’s something extra.
An emotional victory for the Frenchman, as he takes home the championship with two rounds to spare.
“Just before starting the race I was with Tom in the office and I was nervous, feeling stressed and he said, ‘just think about the last three races you had last year’. They were a total disaster and I just wanted to finish the Championship whatever the position was. And today I started the race that made me World Champion. I think everything that happened last year helped me a lot to win the title today. Thanks to the people for supporting me in these tough moments, I think I learned a lot during these years in MotoGP and still have a lot to learn to achieve more results like that.
“To be honest, last year we fought to have the factory bike but with Covid and everything, the 2019 bike was better. But with the 2021 bike I felt much better, the feeling with the front is what has made me win this year, I think. The feeling I had. We know the power is something we have to work on, but the feeling on the braking to overtake – not this race but in general – has been much higher than 2019 and 2020. Yamaha has worked a lot, we still have a lot to improve for next year because we know that power is something important, but right now with the bike I was feeling like on, I’m enjoying riding. Also today I had a lot of struggles with the front but I still enjoyed it a lot, and that was the most important thing of the day.”
