Alanf's blog...

Last year I built a combined road race calendar for 2005 (with race dates for AMA Superbike, AMA Supermoto, World Superbike and MotoGP, as well as local races like the MRA, the local round of the AMA Supermoto series, the local round of the AHRMA series and the Pikes Peak International Hill Climb). I found it really useful so I decided to do it again for 2006. Here is the current road race calendar for this year:

February:

25 - WSBK @ Losail International Circuit; Doha, Qatar

March:

5 - WSBK @ Phillip Island Grand Prix Circuit; Phillip Island, Australia

11 - AMA SBK @ Daytona International Speedway; Daytona Beach, FL

26 - MotoGP @ Circuit de Jerez de la Frontera; Jerez, Spain

April:

8 - MotoGP @ Losail International Circuit; Doha, Qatar

23 - WSBK @ Circuit de la Comunitat Valenciana Ricardo Tormo; Valencia, Spain

23 - AMA SBK @ Barber Motorsports Park; Birmingham, AL

29 - AMA Supermoto @ California Speedway; Fontana, CA

30 - MotoGP @ Istanbul Park; Istanbul, Turkey

30 - AMA SBK @ California Speedway; Fontana, CA

30 - MRA @ Pueblo Motorsports Park; Pueblo, CO

May:

7 - WSBK @ Autodromo Nazionale Monza; Monza, Italy

14 - MotoGP @ Shanghai Circuit; Shanghai, China

21 - MotoGP @ Bugatti Le Mans Circuit; Le Mans, France

21 - AMA SBK @ Infineon Raceway; Sonoma, CA

28 - WSBK @ Silverstone; Silverstone, UK

June:

3 - AMA Supermoto @ Road America; Elkhart Lake, WI

4 - MotoGP @ Circuito del Mugello; Mugello, Italy

4 - AMA SBK @ Road America; Elkhart Lake, WI

4 - MRA @ La Junta Raceway; La Junta, CO

10 - AMA Supermoto @ USA International Raceway; Shawano, WI

17 - AMA Supermoto @ Miller Motorsports Park; Salt Lake City, UT

18 - MotoGP @ Circuit de Catalunya; Catalunya, Spain

18 - AMA SBK @ Miller Motorsports Park; Salt Lake City, UT

24 - MotoGP @ TT Circuit Assen; Assen, Netherlands

25 - WSBK @ Circuito Internazionale Santa Monica; Misano, San Marino

25 - PPIHC @ Pikes Peak Hill Climb; Colorado Springs, CO

July:

2 - MotoGP @ Donnington Park; Donnington Park, Great Britain

8 - AMA Supermoto @ The Palace of Auburn Hills; Detroit, MI

9 - MRA @ Miller Motorsports Park; Salt Lake City, UT

16 - MotoGP @ Sachsenring Circuit; Sachsenring, Germany

23 - MotoGP @ Mazda Raceway Laguna Seca; Monterrey, CA

23 - WSBK @ Brno; Brno, Czech Republic

23 - AMA SBK @ Mazda Raceway Laguna Seca; Monterey, CA

30 - MRA @ Motorsport Park Hastings; Hastings, NE

August:

6 - WSBK @ Brands Hatch; Brands Hatch, UK

6 - AMA SBK @ Mid-Ohio Sports Car Course; Lexington, OH

13 - MRA @ Pueblo Motorsports Park; Pueblo, CO

20 - MotoGP @ Automotodrom Brno; Brno, Czech Republic

20 - AMA SBK @ Virginia International Raceway; Alton, VA

27 - MRA @ La Junta Raceway; La Junta, CO

27 - AMA Supermoto @ TBA; TBA, CO

September:

3 - WSBK @ TT Circuit Assen; Assen, Netherlands

3 - AMA SBK @ Road Atlanta; Braselton, GA.

10 - MotoGP @ Sepang International Circuit; Sepang, Malaysia

10 - WSBK @ Eurospeedway Lausitz; Lausitzring, Germany

10 - MRA @ Motorsport Park Hastings; Hastings, NE

17 - MotoGP @ Phillip Island Grand Prix Circuit; Phillip Island, Australia

17 - AHRMA @ Miller Motorsports Park; Salt Lake City, Utah

24 - MotoGP @ Twin Ring Motegi; Motegi, Japan

24 - MRA @ Pueblo Motorsports Park; Pueblo, CO

October:

1 - WSBK @ Autodromo Enzo e Dino Ferrari Imola; Imola, Italy

1 - AMA SBK @ Mid-Ohio Sports Car Course; Lexington, OH

8 - WSBK @ Circuit de Nevers Magny-Cours; Magny-Cours, France

14 - AMA Supermoto @ Music City Motorplex; Nashville, TN

15 - MotoGP @ Circuito do Estoril; Estoril, Portugal

22 - WSBK @ TBA; TBA, South Africa

29 - MotoGP @ Circuit de la Comunitat Valenciana Ricardo Tormo; Valencia, Spain

November:

4 - AMA Supermoto @ Queen Mary; Long Beach, CA

Well, it looks like I’ll be making a few trips to Utah in ‘06 since both the AMA has moved from the now deceased Pikes Peak International Raceway to the new Miller Motorsports Park near Salt Lake City. They have even thrown in a Supermoto event to make the event even more enticing despite the long drive. Then AHRMA moved their Fall event from the Pueblo Motorsports Park to Miller Motorsports Park as well. I already have my tickets for the combined MotoGP/AMA races at Laguna Seca in July so I will definitely be out there this summer. Finally, I’d like to catch some MRA races, since I try to support the local racers, but that will be pretty challenging this year since all of the races are so far away from the Denver metro area. Naturally, I will continue to watch everything on TV and do my best to provide some coverage here on the blog for all the races and in my WSBKPod podcast for the World Superbike races. Make sure to mark these dates on your calendar and watch some racing this year, preferably in person but if not then at least on the tube.

[image from the MotoGrandPrix.it web site.]

I thought that things would be so slow during the winter that I wouldn’t have enough unmentioned news items each month to do my monthly “Odds and Ends” postings. However, I have slacked off so much in my posting schedule that I now find it is the last day of January and there is a long list of things that I’d intended to talk about this month. So here is is, a January edition of the “Odds and Ends” postings.

The theme of this entry is going to be “dirty movies". Sorry, this isn’t a review of porn but instead the topics here are motorcycle movies and off-road racing. I’ll wait to talk about the MotoGP, World Superbike and AMA news in postings in mid-February (once I get back from Costa Rica). I haven’t been ignoring everything that is going on in the racing world, just haven’t had the time yet to talk about them in depth…its coming!

First up in the movie category has to be The World’s Fastest Indian. In the September ‘05 Odds and Ends posting I mentioned that this movie had been released in New Zealand but that it probably wouldn’t be coming to the US. Well, I’m happy to say that I was wrong and that the movie is now starting a national release this coming Friday, February 3rd. Given that the last motorcycle related movies to make it to the big screen were Torque and Biker Boyz, I think it is fantastic that a film is being shown that doesn’t make all motorcyclists look like the Las Vegas Extremes crew. From the movie trailer and the clips I’ve seen it looks like Anthony Hopkins does a great job with his portrayal of New Zealand bike builder Bert Munro. The plot should ring true to many riders since it is the story of one rider’s obsession with his bike and his desire to push the boundaries of speed. The supporting actor in the movie is Munro’s 1920s Indian motorcycle which Munro modified over a 25 year period into a Bonneville Salt Flats land speed bike. A fascinating story, a great actor and lot of cool motorcycle images. Alright, bikers, get out there and support this movie!

If you read the above statement criticizing the last motorcycle movies to make the big screen and thought I’d forgotten Dust to Glory, I didn’t. I just didn’t include it because it is technically only half about motorcycles since it covers the entire Baja 1000, cages and all. However, I recently bought the DVD and loved it. It is obvious that Dana Brown, like his father, has a soft spot for motorcycles and that he has a real talent for documenting the excitement of motorcycle racing. If you haven’t seen Dust to Glory, make sure you buy, rent or borrow it. It will have you talking about Mouse McCoy with your co-workers and talking about getting some Mexican dirt on your dual sport bike with your riding buddies.

Lets step away from the big screen now and dive into the DVD offerings. I recently borrowed Bang Production’s Enduro at Erzberg DVD from by buddy MikeDz and thought it was amazing. The Rodeo-X Enduro at the Iron Giant in Erzberg, Austria is won of the mind-bogglingly difficult races that was won by Brit David Knight in ‘05. While the focus of the movie is primarily on Travis Pastrana, it is the racing that really amazes (though Pastrana’s attempted back flip in the middle of a hill climb is pretty impressive as well). I think the best part of the movie is actually one of the pieces of bonus footage: a five minute long aerial shot from a helicopter following Knight on his final decent of the mountain. I’ll be buying a copy of this for my DVD collection.

One thing I’ve already added to my DVD shelf is the Bruce Brown’s Moto Classics boxed set. Unlike his previous releases, which were collections of unused film from the ‘On Any Sunday” film reels, this new boxed set is actually a set of three DVDs covering four races that Bruce Brown taped for ABC’s Wild World of Sports in the 60s: The 1968 Baja 1000, a 1967 Hare & Hound race through the Mojave desert, the 1967 Hopetown Classic and the 1970 Ascot TT. If you’re a fan of motorcycle history this is a really enjoyable set of DVDs to watch. I was fortunate enough to get them the weekend I came down with the flu so I spent a weekend glued to the TV (and glued to a box of lotion Puffs tissue). This is real “when men were men” stuff…no suspension, no brakes, unreliable motorcycles and tough courses. Some of the giants of our sport were caught on these tapes like Joel Robert, Roger de Coster, Mert Lawwill, Skip vanLeeuwen and J.N. Roberts. It almost makes we want to own an old Triumph but the DVD doesn’t have dodgy electrics and doesn’t strain your back when you pick it up.

Finally, when I get around to buying the Enduro at Erzberg DVD, I’ll also be buying a copy of Troy Lee Design’s 2 Laps 2 Go. I haven’t seen this one yet but I’m a big fan of Supermoto racing and I enjoyed the races during the 2004 season that I saw and I think Jeff Ward is a demi-god for winning the championship that year. The DVD should offer plenty of entertainment even if it just follows Ward backing his Honda into every corner at every track.

Alright, leaving the boob tube behind, let me get on to talking about the off-road racing that I mentioned at the start…the dirt part of the dirty movie theme.

The winner of the Enduro at Erzberg was the 2005 off-road superstar David Knight. The guy won Erzberg, won at the 2005 ISDE, won the 2005 World Enduro 3 Championship, won the AMA EnduroCross and cleaned up at the Red Bull Last Man Standing event. So how does a guy with that kind of record follow up? Well, by winning everything he enters in 2006, of course. The enduro giant, both figuratively and literally, won the UK’s Tough One event, a two hour extreme hare scrambles race split between daylight and nighttime. As the reigning champ from ‘05, Knight was forced to penalize himself with a self-selected handicap at the start of the race. He chose to start by having to sprint 1/4 mile to his bike when the green flag flew, putting him at the back of the 30 rider deep field in the Premier class. Yet despite his deficit, he still managed to lap the entire field including not only the Premier class but while also having to work his way past 30 Expert and 30 Clubman riders. The man is an animal.

Not content to rest on his laurels from the Tough One, Knight then headed over to Austria to compete in the Rodex-X indoor arena enduro that is part of the Die Bike Austrian Motorcycle show. As a quick aside, remember back in December when I was complaining about how lame the American motorcycle show is compared to the ones held in Europe? Consider this indoor enduro another data point to back that assertion up. Anyway, where was I? Oh yes, the enduro… Despite being held indoors the event is run in sub-zero temperatures and has a difficult man made terrain course like the one recently seen in the AMA EuduroCross. Naturally, Knight won both races but added another twist to impress the fans by finishing over two laps ahead of his nearest competitor. If anyone is placing best on the ‘06 World Enduro series, I think you better be putting that money on Knight. Oh, and if SpeedTV is considering whether they should continue showing the World Enduro races like they did in 2005, consider this a big vote “yes".

Thats it for this month.

[image from the Indian Motorbikes web site.]

So I, like most of the official motorcycle press, spent a lot of time last year heralding the new guys that were joining the sport of bike racing. Guys like James Stewart, Ben Spies, Max Neukirchner, and Marco Melandri got more than their fair share of bits and bytes at the beginning of the season. However, as it turns out, 2005 was a good year to be one of the old folks. Despite many current racers being considered near retirement age, the old guys generally stuck it to the youngsters last year. What is really amazing is that this trend was pretty consistent across all disciplines of motorcycle racing.

First off, the sports of Supercross and Motocross have always been considered a young man’s sport. They are two of the most physically intensive sports in the world and the combination of jumps, ruts and crashes can exact a harsh toll on the body. The top news story at the beginning of the 2005 AMA Supercross season was the 19 year old sensation James Stewart. However, at the end of the season, it was the seasoned veteran Ricky Carmichael, at 25 years old, who swept both premier AMA Supercross and Motocross classes. In SX, 23 year old Chad Reed was second overall but the runner-up in the outdoor series was Kevin Windham who is two years older than Carmichael. Impressive stuff for guys on the second half of their twenties but the real surprises are found just a little further down the championship points listing.

As I pointed out in a blog posting last season, old timer Mike Larocco embarrassed most of the factory teams by bringing his privateer Honda home in 5th place in championship. Not bad for a then 33 year old. Even 34 year old Jeremy McGrath turned in some strong riders in his one-off appearances in ‘05, showing that the King of Supercross can still teach the youngsters a thing or two.

Want to really blow your mind? Take a look at the AMA Motocross points table for 2005. Despite competing in the most physically demanding form of dirt bike racing, 40 year old John Dowd managed to snag 7th overall in the AMA Motocross division aboard his privateer Suzuki! This guy was born in 1965, turned pro in 1988 and was the 1998 West Coast 125cc Supercross Championship…the year Dowd start racing in the Pro ranks James Bubba Stewart was two years old and Chad Reed had just turned six. For a little perspective, remember that Reed finished the ‘05 season in 8th, 15 points *behind* Dowd, while Stewart finished up in 12th a staggering 135 points down on the vet. Lets all say it together now…"JD is the man!”

Alright, so the more experienced riders did well in the premier class. Surely the young guys made their mark in the entry level 125 classes. I mean, there has to be a whole hoard of teenagers out there just waiting for their chance to race with the twenty-somethings, right? Well, sorry to disappoint but the stats don’t bare that out either. The 125 champs, Grant Langton (1st in 125 SX East and 4th in 125 MX) and Ivan Tedesco (1st in SX West and 1st in 125 MX), are both already in their twenties. Langston was 23 last year and and Tedesco a year older. Not exactly ready to hand up their riding boots but not representative of a youth movement either.

Fortunately, things in the dirt world aren’t totally bleak. James Stewart looks to have turned around a miserable ‘05 and is riding strong this year and starting to live up to the hype. The teenage Alessi brothers seemed to have knocked the edge off their egos and are steadily improving as riders. Ryan Sipes, who had some strong showings in the 125 class last season, is just barely breaking the twenty mark. The two Ryans, Villopoto and Mills, are still in their teens and both are riding well so far in this year’s Supercross Lites class. Hopefully these are the guys that can step it up and run with the grey hairs. Frankly, I think they will have to if they want to justify their getting a factory ride in the year couple of years.

Okay, lets shift gears now and look at my personal favorite: Road racing. Its generally understood that road racing is an environment where older and more experienced riders can be competitive against the young up-and-comers. Still, the stats for 2005 have to be a little disappointing for the folks that are looking to the younger generation for the next big thing. Of the four championships crowned in the AMA series, three of them went to riders who are in their thirties. Matt Mladin won his *sixth* AMA Superbike title while at the same time celebrating birthday number 33. His 32 year old teammate Aaron Yates topped the ultra-competitive Superstock class to put a third championship trophy on his mantle. Miguel Duhamel, the elder statesman of the AMA series, brought home his seventh AMA title by winning the Formula Xtreme class despite being just a couple years shy of forty. Even Tommy Hayden, the relative spring chicken of the 2005 AMA champions, isn’t exactly representing the youth movement since he was 27 when he sewed up his second straight AMA Supersport title. This trend towards old riders is generally true across the entire AMA Superbike paddock with only a handful of riders under the drinking age and all of them eligible to vote.

Okay, lets look a little further afield. 2005 World Superbike Champ Troy Corser was 34 when he lofted the title trophy last summer. In fact, the WSBK paddock has more riders over the age of 25 than they have riders under that age and the series appear to be skewing their average even higher in 2006 with ex-GP castaways like Alex Barros, Troy Bayliss and Max Biaggi rumored to be racing there. It is nearing the point where WSBK teams should drop sponsorship from youth oriented companies like Corona or Koji and switch over to old foggie brands like Geritol and Metamucil.

Alright, since I mentioned the topic of MotoGP up there I’ll admit that things are looking better in the Grand Prix paddock. While seven time World Champ and 2005 title winner Valentino Rossi isn’t exactly a rookie at 26 he’s also a decade years younger than some of his competitors were in ‘05. Things really start to look up when checking the stats of second place Marco Melandri (23) and third place Nicky Hayden (24). The outlook is even brighter when checking the age of the new comers to MotoGP for ‘06 as Dani Pedrosa, Casey Stoner and Chris Vermeulen are all under 25. Finally, things are downright heartening in the 250 and 125 classes were the average age on the podium is regularly under 20.

Alright, how about a couple more quick examples of how old age and experience is overcoming the exuberance of youth? In the world of AMA Flat track racing, it has been Chris Carr who has dominated for the past half decade. The younger riders in series look up to him as a mentor and, at 37, its a good thing they do because he is old enough to be their father.

Finally, as a sign of respect, I’ve saved the oldest for last. Logic would dictate that a rider that is 44 years of age shouldn’t be able to win at anything in competitive motorcycle racing. Yet the legendary Jeff Ward did just that in 2004 by tying up the premier class in the AMA Supermoto series and it was only a stalled bike in the final round that prevented him from winning it in 2005 as well. In fact, the past three seasons have netted Ward one Supermoto championship and two second place finishes…not bad for a guy who won seven AMA Motocross championships in the 80s.

I want to see the various forms of motorcycle racing grow and thus I’m always looking at the young guys to see who will be the next big thing. However, for 2006, I have to say “Viva la Veterans!".

[image from the Motocross.com web site.]

This past week the 2006 Dakar rally completed it’s 15 day, 5613 mile journey from Lisboa, Portugal to Dakar, Senegal.

This year’s rally was again a challenging one made up of 15 separate stages with the longest being 543 miles (874 km) in length and the shortest clocking in at only 68 miles (110 km). Sprinkled throughout these stages were special sections where the riders could forget about navigation and instead just race against the clock through the stage in an effort to cut the fastest time. As I mentioned in my Odds and Ends posting back in July, the rally entries were sold out six months before the race and among those registered were 240 people competing in the motorcycle classes. The vast majority of the bikes were KTMs, in fact, there were 106 of the Austria bikes entered while the second most popular brand, Yamaha, had only half that number. The rest of the field was made up of a smattering of Hondas, BMWs, Suzukis, Kawasakis and an Aprilia. Finally a mix of ATV and sidecars completed the field.

The big news before the race were some rules changes that the Rally organizers put in place in an attempt to make the rally safer after two high profile deaths on the factory KTM team in ‘05. Most of these new rules were aimed at improving the conditions for the motorcycle riders, including: 1) mandating a shorter fuel range and thus lighter bikes, 2) imposing a maximum speed limit of 100 mph (160 km/h) for the bikes which would be enforced via GPS, 3) instituting a mandatory 15 minute rest at fuel stops, 4) and changing the starting order for the longer stages so that the slowest riders go first and thus have the largest amount of daylight in which to finish compared to the faster riders who would need less time for the stage.

Despite the new safety precautions this year’s rally was again plagued with tragedy. First, during stage 9 of the rally, KTM rider Andy Caldecott had a fatal crash while running at high speed across the desert. This accident was particularly devastating for the KTM team because it was very near the location of and very similar to the accident in 2005 that killed rally superstar Fabrizio Meoni. The entire paddock was shocked by news of the Australian’s death and the 10th stage of the rally was cancelled out of respect for his fellow rider’s grief. Additionally, KTM effectively quit tracking the rally from a PR/marketing stand point after Caldecott’s death in an effort honor his memory (not to mention that their top two riders had effectively cemented their positions which took most of the excitement out of the rally anyway).

However, death didn’t just strike the riders this year. The biggest tragedy of the rally was that two children were struck and killed by rally cars in the final two days of the event. As a result of these fatalities the final stage, a loop around Lac Rose in Dakar, was un-timed and run only for ceremonial purposes. The actual scoring of the rally reverted back to stage 14.

When the checkered flag flew and the numbers were crunched it was Marc Coma, the KTM mounted Spaniard, who won the motorcycle division with a time of 55:27:17. 1 hour, 13 minutes and 29 seconds back was fellow KTM teammate, Frenchman Cyril Despres, with a time of 56:40:46. The final podium spot went to Italian Giovanni Sala who brought his KTM home in third at 57:57:05, nearly two and a half hours behind Coma and over an hour behind Despres.

Other news worth mentioning is that Team USA rider Chris Blais, also on a KTM, came in fourth with fellow American Jonah Smith bringing his privateer KTM over the line in 17th place to finish up a fantastic Dakar premier. Also of note, Charley Boorman of Long Way Round fame was out early with a broken arm (or possibly even two) after a crash during stage 6. Nonetheless, a valiant effort by the Brit. All of the top eight were on KTMs with Portugese rider Helder Rodrigues preventing a complete sweep of the top 10 by the Austria company by finishing 9th on his Yamaha. As is typical for the Dakar, over half the bikes failed to complete the rally with only 93 of the original 240 making it to the finish in Dakar.

I see a few things from this rally worth mentioning:

The first is obviously the continuation of the recent trend of great rally riders being kill during the Dakar rally. As with the Isle of Man TT and the Macau GP, I firmly believe that any event has a right to run as long as the riders chose to race (and there aren’t contractual and/or championship obligations to do so). Still, it is becoming increasingly painful to cover such events when the best riders of each respective discipline are being killed each year. As the bikes get faster and faster the danger levels increase and I think even more needs to be done by the organizers to balance the challenges of the event with the safety of the riders and spectators.

Second, this year’s Dakar was a turtle versus the hare battle in which Marc Coma won the overall without taking a single victory in any of the individual stages. It is worth noting that the Spaniard’s ability to be consistently fast over the entire course of the rally was a more successful strategy than a rider like second place finisher Despres who won four of the stages (and was in the top three on seven different occasions) yet whose time when averaged out over the course of the rally still put him over 75 minutes behind Coma at the finish. Undoubtedly some of this was luck but then again, as the saying goes, perhaps the riders were making their own luck.

Third, I think this year shows the success of the Team USA Red Bull KTM team who started two years ago with the goal of building up an American rider to be a world class rally racer. After 15 stages, American Chris Blais was only 10 minutes behind third place rider Sala at the finish and thus tantalizingly close to a podium in only his second Dakar. His best stage finish was a fantastic second place on the 352 mile long day 8. Also impressive was rookie Jonah Street who also scored a second place stage finish during the rally, his coming during the next to the last timed stage on day 13. Clearly the Americans have rapidly risen from being also-rans to being front runners in the Dakar. Hopefully, this will increase both fan interest and media coverage in the event next year.

Finally, I want to mention that Charley Boorman started his rally with more than just the normal equipment carried by a contestant. He also brought along a film crew and a bunch of camera equipment. This goal was to make a documentary movie about his running the Dakar rally. Despite his injury in the middle of the event, his film crew continued on following the rest of the Dakar. I hope that this project comes to fruition, as I’d love to see a well done movie on the Dakar in the same vein as the recent Dust to Glory movie which captured the excitement of the ‘05 Baja 1000. Best of luck to Charley in this endeavor.

[image from the Official 2006 Lisboa Dakar web site.]

Since I’ve been slowing down on the blog postings, I haven’t been following all the races that have gone over the past month. Time to catch up on who has been hoisting the trophies lately.

First up is the big surprise that Honda has won the 38th running of the Baja 1000 with Steve Hengeveld, Johnny Campbell and Mike Childress on board their big XR. Not only did Honda best everyone in the desert but also brought home the runner up honors as well with XRs finishing 1-2. Even though this was Honda’s ninth consecutive win in the Baja 1000 they at least they made things a little easier on the competition since star rider Johnny Campbell was sick with a stomach ailment and struggled during his stints on the bike.

As if Honda’s win at Baja wasn’t surprising enough Brit Michael Rutter won the 39th annual Macau GP. This was the sixth win for Rutter on the dangerous street circuit. This ties him with Ron Haslam on all time winners list. Unfortunately, Rutter’s fantastic win was overshadowed by the death of Frenchman Bruno Bonhuil who was killed in an accident on the armco lined track. Many of the European riders sat out the event in honor of their fallen rival. There was a UK sweep of the podium as second place went to John McGuinness and third was Les Shand.

Dominance was the name even with two new events. David Knight has blown away the offroad community this year as the overall winner at the 2005 ISDE event, as champ of the 2005 Enduro at Erzberg and by bringing home the 2005 World Enduro 3 championship. He then showed up at the inaugural Red Bull Last Man Standing event and dominated from start to finish. At the end of the day, be brought home nearly $18,000 in cash. His win is all the more impressive since he raced the grueling event with the flu running two 40 miles loops during the day and then two 30 miles loops at night on his KTM. Second was Nathan Kanney and Michael Lafferty rounded out the podium.

As if being crowned the Last Man Standing wasn’t enough, David Knight then won the second annual AMA EnduroCross this month in Las Vegas. This added another trophy to his mantle, another $10,000 to his wallet and another boost to his reputation as the best off-road racer in the world. Just to prove that he always likes doing things the hard way he crashed on the first lap of his heat race. This not only meant he had to go through semis to make the final but that he was also racing with some pretty serious bruises. He got a horrible start in the main and crossed start/finish in nearly last place but then worked his way through for the win. Also impressive in the EnduroCross was old man John Dowd who came in runner up. Ricky Dietrich came home in third.

Okay, so really no surprises in any of these cases but great racing nonetheless. The Campbell/Hengeveld pairing aboard their Honda XR have dominated the Baja 1000 in a way that even Rossi or Carmichael would envy. Michael Rutter has found success at the Isle of Man but his career will probably be defined by his successes over the years on the Macau GP circuit. Finally, there is David Knight who is winning everything he enters this year. He is the best enduro rider in the world and has proven himself to more flexible than any other rider as well.

Great stuff from all of them.

[image from Dirt Rider Magazine web page.]

So some interesting news filtered out onto the ‘net back in early October but I’ve been so busy with other things that I haven’t had time to give it any attention for a blog write-up. Now that race season is nearly over I am finding more time to go through my backlog of things that I’ve wanted to write about this summer.

So the big October news was that the Canadian Province of Nova Scotia has decided to host a road race in 2006. By “road race” I don’t mean an event on a race track but instead a good old fashioned race on real roads just like the Isle of Man TT, the North West 200, the Ulster GP and the Macau GP. The press release, done by Vibe Marketing (a Nova Scotia based marketing firm that sounds more like it should be selling “adult” products than promoting motorcycle races), announces an event called the Cape Breton Festival of Speed.

This event is being done in partnership with the body which has managed the Isle of Man TT for the past few years and should feature some of the big names of the TT like Ian Lougher who was involved in the press conference which announced the event. The track is still being laid out but is expected to take place on a 32 mile long loop near Sydney, Nova Scotia. This is near the Cabot Trail which is a famous scenic drive around Cape Breton and should thus be a beautiful area in which to race motorcycles. All in all, this sounds like a pretty good thing, right?

Well, yes but I do have a few concerns:

First is the safety issue. The Isle of Man TT is on very shaky ground after several high profile deaths in the past few years. With the 100th anniversary of the historic race just around the corner (in 2007) there is a ever increasing buzz that the TT will soon come to an end. Likewise, the Macau GP has a reputation that is not better than the TT, even if the safety record is slightly better. Classic road circuit races in Europe have been shutting down for the past decade and this trend looks to continue until only Ireland and the Isle of Man actually host the events. One thing this Cape Breton Festival of Speed has going for it will be its newness. With no prior history and thus no longstanding tradition to adhere to they may be able to lay out a route which is challenging to ride while still being safer than the existing loops like the Isle of Man circuit or the Macau layout.

My next concern is the weather. While Nova Scotia is warmed by the Gulf Stream and thus has different weather than may be initially pictured when considering its northern location I still think that the conditions could be unpredictable during the late September dates for which the event is scheduled. It will be hard enough to get sufficient crowds of people to make the trek to remote Canada for a motorcycle race without throwing in the risk of an ice storm cancelling the whole shebang.

Third is the condition of the roads. I’ve been going through a bunch of my old VCR tapes lately and in particular have found episodes of the Canadian Superbike series from over the past four years. One thing that seems to be a recurring theme is that the track surfaces at their purpose built race tracks is pretty bad. One race I watched at Mosport in Ontario showed the rear wheel of the bikes hammer up and down so bad I thought there was a bike problem but it turned out to just be bad pavement. As I can attest from our roads here in Colorado, extreme variation in seasonal temperature is just the thing for turning nice, new asphalt into a crumbling mass of gravel and dust. Frost heaves stretch the pavement in the winter, a boiling sun shrinks it in the summer. Road circuit racing is dangerous enough without having a surface more appropriate to adventure touring bikes than to race machines. They will have to pave this coming summer to be ready for a race in 2006 and then re-pave regularly to keep the roads in good condition. Does Nova Scotia really have that kind of tax money sitting around? Maybe they should turn it into a 32 mile long supermoto race!

Money…this leads me to my final concern. It is tough to generate a big enough crowd anywhere on this continent to support a motorcycle race. The MotoGP race at Laguna Seca this past summer was a massive success but the difference between the GP’s attendance and that of an AMA superbike race (or, worse yet, a Canadian Superbike race) is dramatic. For Cape Breton to support a huge event like they one they have planned will require a large influx of visitors in order to generate the necessary injection of money into the local economy. No local or provincial government will want to continually fund road improvements, staff costs and other budgetary items for a big motorcycle festival. I just don’t think motorcycle racing is popular enough in the Americas to support this event. There might be a critical mass around a major city like Toronto or Calgary but I don’t see it happening on a remote northern coast of a remote peninsula of Nova Scotia. I hope the people that are putting this thing together are made up of more business people than marketing people…

Alright, so I’m a cynic and a skeptic and a downer. Its not that I dislike races on public roads, or that I think Canadian race organizers are idiots or that I have some great insight into the economics of Nova Scotia. In fact, I love the idea of a 32 mile long street circuit, so long as they have safety has a primary concern when figuring out the track layout. I’m all about travel and would love to visit Nova Scotia, with or without a motorcycle race. For me, this sounds like a great thing. But then again, I am willing to do all kinds of silly things to watch a race since I’m obsessed. Its just that other people aren’t obsessed like me and the folks putting on the Cape Breton Festival of Speed can’t rely on a small population of moto-addicts to bouy their event. The Isle of Man TT has nearly 100 years of heritage, not to mention the entire population of Europe to draw from. This will be an uphill battle from the beginning. I hope to hear more over the next twelve months that will allay my fears.

Who knows, maybe I’ll be able to go join those crazy Cannucks next September to watch some road racing!

[image from the Nova Scotia’s Tourism web site.]

One thing I’ve generally avoided on this blog are posts which basically just bitch and moan about things I don’t like. There is enough negativity in the world without another self righteous blogger spewing bile on his web site. Nonetheless, there have been rare occasions when I use the blog to complain about something and I’m sorry to say that I’ll be doing that again today…

This past Tuesday SpeedTV televised shows which chronicled the two rounds of the FIM World Endurance Championship’s Master of Endurance mini-series. This series highlights the two most famous motorcycle endurance races in the world with the Bol D’Or at the Magny Cours Circuit and the 24 Hours of Le Mans at the Bugatti Le Mans Circuit.

So SpeedTV shows motorcycle racing and I find something to whine about, I can hear you thinking…what kind of ungrateful sourpuss am I? Well, its not the that they showed the endurance races that is the problem but instead the format of their footage. SpeedTV chose half hour episodes with which to cover the two races. These are 24 hour endurance races so that is a huge amount of content to be cutting down to a 30 minute show. Throw in 10 commercials and you only have 20 minutes of race coverage.

Now let me take a moment here to talk a bit about motorcycle endurance racing. Unlike the MotoGP, World Superbike and AMA races that I traditionally cover here on the blog endurance racing is a very different form of two wheeled competition. Sprint races are usually a little over 1/2 hour in length with a single racer on the bike and usually involves riding as fast as the person can go for the duration of the event. There are factors like tire life and race strategy when running with other racers but these are usually secondary to just squeezing every last bit of speed out of the bike.

Endurance racing, on the other hand, is as much a mathematical game as a contest of speed. It is a team sport rather than an individual effort so it is important to find racers who work well together, can all use roughly the same ergonomic configuration and can use the same chassis settings. When it comes to race strategy there is a long list of variables to be considered. How long should the rider’s stint be? A pit stop can take anywhere from 10 to 30 seconds depending on the equipment available and the components being changed. Longer stints mean fewer pit stops but that means tire life, gas loads and rider endurance must all be adjusted to compensate. Tires have to chosen…softer tires mean faster lap times but more time killing tire changes. Likewise, less fuel means faster laps but more frequent gas tops. Running hard means faster laps but puts more stress on engine and brake components have to last 24 hours or be changed during the race. It is also challenging to pick rider order: putting the fastest rider on first may mean jumping out to an early lead but then means you have to wait a few hours before you can put that rider back on the bike if you need to make up time against the competition. Even during the race there are hard decisions. Do you do longer pit stops and change tires, brakes, oil, filters each time or just splash in gas and run parts as long as possible. What do you do if you crash? Some duct tape and bailing wire can quickly fix up a bike but may mean slower lap times than taking longer to install new parts. If other teams crash then the race may be red flagged which gives everyone free time to make repairs and change tires. Do you risk running longer stints knowing that the time you save could be pointless if a red flag brings all the riders back to the pits. Decisions, decisions.

What I’m really trying to get at here is the fact that while a 22 lap road race may be cut down to a 40 minute TV show (with 20 minutes lost to commercials) without losing the gist of the event, trying to turn 24 hours of endurance racing into a 20 minute show is ridiculous and pointless. The guys at SpeedTV are predominantly car guys…specifically, they are NASCAR guys. These folks spend their days putting together shows about races that last two or three hours. Most of the NASCAR coverage on SpeedTV show the races full length but some of their enthusiast shows cover a race in a single one hour segment. These NASCAR guys wouldn’t dare think they could cover a NASCAR race, with all its pit strategy and race tactics, in just half an hour. Then how could they think they could cover a motorcycle race that is twelve times that long in such a short program?

Basically, the race coverage for both the Bol D’Or and the LeMans races was horrible. There was barely enough time to to show the start, a few laps of the race, some crashes, a few highlights and then a quick shot of the winners on the podium. No coverage of the various team’s race strategies, no play-by-play of the team’s pit stops and certainly no narrative of how the race progressed as crashes, mechanical problems, pit tractics and lap times separated the field.

I want to see more, not less, motorcycle racing coverage on SpeedTV but I have to say that the hour they devoted to the Master of Endurance series was wasted time. If they can fill hour after hour of their broadcast day with crap like “Texas Hardtails", “Build or Bust", “Kyle Petty Charity Ride” and “Corbin’s Ride On” then they can find the time to give better treatment to their coverage of endurance racing.

[image from the GMT 94 web site.]

As the race seasons come to a close I find more time to delve into interesting stories and thus fewer items to put in the monthly “Odds and Ends” postings. This may be the last one until the road race season cranks back up next year. Nonetheless, there a are a few things that happened in October that didn’t get the time they deserved so here is this month’s catch up.

First, with the major race seasons all coming to a close, Fall represents a small window of opportunity for big name racers to get out and show their stuff in other forms of racing:

Newly crowned World Superbike champion Troy Corser, along with Ex-Harley roadracer and seven time dirt track champ Chris Carr, headed to Mettet, Belgium this month to participate in the Trace Superbikers super-motard race. This race is split between a “pro” class with supermoto regulars and a “stars” class with special guests like Corser and Carr. It shows just how popular Super Motard racing is in Europe that a star-studded event like this can exist.

Just across the channel that same weekend a bunch of stars like World Superbike regular Pierfrancesco Chili, British Supermoto champ Christian Iddon and British Supersport rookie Craig Jones all showed up at Mallory Park in the UK for the Moto 1 event. This is a very cool cross-genre motorcycle challenge that involved separate trials, multi-vehicle “pentathlon", supermoto, motocross and roadrace events. Its a sign of just how popular motorcycle racing is in England that such an amazing event can get started. A further sign of that support is that it is sponsored by Dunlop and attended by many of the big national stars from the various national motorcycle racing series.

Even more exciting is that a “best of the best” event is coming to the US this year thanks to Red Bull. They are sponsoring the Last Man Standing competition which is a cross-discipline event to be held in Texas this November. This four stage event is set-up to run over a 40 mile enduro circuit. Nearly all the best National level Enduro, Trials, Cross-Country, Hare Scramble and Desert racers will be showing up. At the end of each stage, half the contestants are removed. The first two stages are run during the day, the second two at night (and in reverse). At the end of the final lap, a single rider will be crowned as the winner. This is a great idea and I hope that more events like it are spawned which may eventually bring in Motocross, Supercross, Roadrace and Supermoto riders. Kudos to Red Bull for again spending some of their corporate bankroll to promote motorcycle events.

Another end-of-the-season event which always draws an interesting list of participants is the annual Macau GP. This event challenges the Isle of Man’s reputation as the most dangerous motorcycle race in the world but has nonetheless been in existence for 52 years. The majority of the focus is on the car races but motorcycles also race around the 3.8 mile track that is laid out on city streets which are lined with armco. The names on the entry list read like a who’s who of real road racing: Michael Rutter, John McGuinness, Stuart Easton, Ian Lougher, Steve Plater and Adrian Archibald are all Isle of Man stars. Pere Riba is an ex-GP rider. Canadian (and ex-AMA Supersport champ) Steve Crevier is attending as are American roadracers Jeremy Toye and Mark Miller. The Macau GP has a long tradition and is an exciting event but a dangerous one as well. Best of luck to all those attending.

On rider who has had enough of danger is three time British Superbike champ (an ex-GP and ex-WSBK racer) John Reynolds. After enduring a season in the British Superbike series in which he suffered to horrible crashes with serious injuries he has decided to retire from the sport. The 2004 BSB champion started his title defense with a crash in the preseason that seriously damaged his leg. After healing up and re-joining the series at the halfway point he then had another crash which left him with multiple injuries including broken ribs, a punctured lung and a broken collarbone. Those old bones don’t mend as fast as they used to and Reynolds has thrown in the towel. He is a fantastic rider and can rest comfortably on his many laurels. He will long be remembered at race tracks around the world.

One road race track that won’t be around to remember any racers is Pikes Peak International Raceway which has been bought by ISC and permanently closed. ISC, who own many of the NASCAR tracks around the country, are slowly purchasing race tracks simply to shut them down and remove competition. I am definitely no fan of PPIR, in fact, I’m not particularly sad to see it go, but I must say that the method of it’s demise does leave a bad taste in my mouth. Hopefully, the new Miller Motorsports Park in Utah will be so impressive that all us Coloradans will soon forget PPIR ever existed.

While the AMA’s road race program is taking a hit their Supercross program is getting a huge shot in the arm. Hot on the heals of last month’s announcement that SpeedTV has signed up to broadcast the entire Supercross series comes news that CBS is set to co-televise six of the rounds. Having a major broadcast network on board is a huge coup and should help boost the popularity of Supercross even more. With the season set to open in just a little over a month and with all the major players healthy (Carmichael, Reed, Windham and Stewart) the series should be ready to capitalize on all this TV exposure.

Another bit of TV related news which ties back to the first item is the rumor that ESPN is working on creating a new supermoto series in the US for 2006. With the pr0 AMA Supermoto series slowly growing and the new amateur NASMOTO series taking off it is hard to tell if adding another series is going to help or hurt. What will help is getting some TV coverage of Supermoto racing on a major sports network like ESPN. (Then again, given that ESPN dropped their AMA Supercross coverage it seems that their interest in motorcycle racing is fickle at best.)

Something which has already benefited from TV time is the Long Way Round series which aired on Bravo last year. Now the US version of the DVD is finally being released and should be on shelves this December.

Well, I think that about does it for the month. The other major news as consisted of new bike announcements and silly season news but I’m covering those topics in other posts. This will be the last “Odds and Ends” posting for awhile. I hope you have enjoyed them.

[image from the Roadracer X web site.]

I’ve been late in getting this posted, mainly because there have been so many races and a bike trip that I wanted to write about. For those that read my blog primarily for the race coverage you will be happy to know this is the last of my Iron Butt Rally postings.

Friday, September 2, was the final checkpoint of the 2005 Iron Butt Rally. The checkpoint opened at 8am and closed two hours later. Any rider that arrived after that was disqualified, no matter what their prior accomplishments during the rally may have been. The riders had left Portland, Maine on Monday with a final list of bonuses and with four and a half days to get back to Denver. The bonus packet presented the horns of a bull. On one hand, drag your tired butt from Maine to a light house near Seattle, Washington for a single large bonus. Get the requisite photo and then sprint for the Colorado mountains. The other horn of this rider goring bull was to instead sweep down the east coast getting a lot of smaller bonuses hoping that time and the remnants of Hurricane Katrina don’t dash your plans. The light house in New Brunswick Canada, the same one offered as a bonus in the first leg, was again offered along with a length list of ferry crossings, ponds, lakes, dams and miscellaneous other points paying locations.

The star-traxx site showed the remaining GPS equipped riders were split about 80/20 between the east coast and the west. Within an hour of the bonus packets being handed out in Maine, some of the riders pointed the front tire of their bikes towards the Pacific Northwest and tried to get across the Great Lakes region before being completely engulfed by Katrina’s left overs. The rest headed either north to New Brunswick or the opposite direction through New England and then down into the south.

Based strictly on weather, the east coast guys made the right choice. Since the little bonuses also added up to more than the Washington light house, a thorough rider could also outscore those making the longer ride so from a strategic perspective it looked to be the better decision as well. But as with everything in the Iron Butt rally, there is no determining a winner until the fat Preparation H bottle sings.

Friday morning I headed down to the check point to watch the riders come in. While most of the riders looked tired it wasn’t the parade of walking zombies I was expecting. Clearly these guys know how to pace themselves and make at least some effort to be safe while still pushing themselves to their limit. The bikes, on the other hand, weren’t nearly to perky. Worn tires, duct taped bike parts and a wholesale slaughter of insects on windshields were in high attendance. Some bikes had leaking auxiliary fuel tanks. Some had obvious crash damage and a few were missing parts that had simply vibrated off during the eleven straight days of riding.

I ran into my buddy Jeff Earls at the checkpoint and heard his tales. He left Maine in second place and had taken the east coast route. He opted not to head to New Brunswick, taking a slightly more conservative route. Jim Owens, who led in Maine, was reported to be out with a mechanical problem on his bike so Jeff felt good about his chances at the overall win but wouldn’t know for sure until the winner was announced at the banquet that night. In the meantime, he was too keyed up to actually sleep despite having clocked over 11,000 miles in the previous 11 days. Ah, the joys of adrenaline!

I stood around the parking lot talking with various friends while watching bike after bike pull into the parking lot and go through the check-in procedure. By 8:30am, I left to head to work and wait for the final report which would announce the winner. When the news finally broke, it turned out that Jeff didn’t win. Two other riders, Shane Smith on a Honda ST1300 and Chris Sakala on a BMW R1150GS had done the New Brunswick bonus and swept the east coast bonuses. They gained enough points to leap frog over Jeff to to get first (Smith) and second (Sakala). Jeff Earls came in third. All told, 90 riders shoved off for the rally on August 22 and 69 of those made it back to Denver within the window allowed to be considered a finisher. Most rode at least 11,000 miles during the eleven day rally, with the high mileage award winner being Mark Kiecker who rode 13,354. But the rally is not just about clocking miles but about efficiently balancing bonus points earned per mile ridden. Mark finished fourth, one place behind Jeff, despite having ridden 2,400 more miles.

My take on the overall rally is mixed. First, I’m again amazed at what endurance riders can accomplish. Riding a single 1000 mile day is challenging. Doing them back-to-back for eleven days is unfathomable. Doing so while also searching out bonus locations, keep track of paperwork and trying to avoid falling asleep while riding is just amazing.

Second, the route laid out this year by Lisa Landry was both interesting and novel. The water theme was entertaining and the minimum 60,000 point requirement meant that finishers couldn’t just get on the bike and ride. The bonus strategy aspect that has always made the Iron Butt Rally so unique was forced on everyone that participated not just those that were going for the overall win.

Finally, the hypocrisy that has long threatened the Iron Butt Association seems to have finally been made obvious. For years the IBA has tried to present an image that the Rally isn’t a race. If a rider bragged about riding fast or about riding dangerously impaired or of anything else which might give critics a foothold then the rider’s IBA awards were rescinded (For a very public example of this, research what happened to Motorcyclist magazine’s Aaron Frank after he published a story about doing 2200 miles in 44 hours on a Yamaha R1). This draconian action has been regularly taken despite the rather obvious nature of the rally which means illegal riding is basically required by the people trying to win and the equally obvious situation where riders doing eleven consecutive 1,000 mile days are going to become at least somewhat impaired. This year some of the riders carried GPS units which allowed people to track their progress in real time via the Internet. Watching FJR rider Doug Chapman go from Denver to Miami, a distance of 2000 miles, in 36 hours made it blatantly obvious that he was traveling above the speed limit and also indicated that he only made two short stops for naps. If he wasn’t exhausted when he arrived in southern Florida then he’s a robot and not a human. I understand the IBA’s attempts to present a polished image of the rally but its the old “information wants to be free” thing…you can tell people not to talk but anyone that scratches below the surface will learn the truth anyway. In this case, all of us that were watching knew that the ‘05 Iron Butt Rally riders were doing the very things that the IBA has reprimanded others for saying…riding fast and riding tired.

In ‘07 I think the IBA will either have to ban GPS units, blog updates and press releases or will have to swallow their pride and admit they have unfairly penalized riders that have talked about their experience in public forums when what they’ve done isn’t all that different from what is done by all IBA riders. Like the Isle of Man roadraces, the Erzberg Enduro rally, the Paris-Dakar off-road race and free-style motorcross the critics of the rally will *always* think its stupid whether they know the details or not. Grow up all ready…

That bitch aside, congratulations to the Iron Butt Association for putting on another fantastic Iron Butt Rally, I can’t wait to see what they come up with for ‘07, and congratulations to all the finishers for their incredible performance. I once again stand in awe.

[image from my photo collection.]l

This weekend offers up quite the contrast when it comes to racing motorcycles. At the ultra-modern EuroSpeedway track in Lausitz, Germany the World Superbike regulars will be racing their ultra-modern sport bikes. Meanwhile, at our local Pueblo Motorsports Park in Pueblo, CO the AHRMA guys will be racing their vintage bikes. Both are equally fascinating though they are such completely different experiences to watch.

First, the World Superbike event in Germany… This will be the third to the last race weekend of the series and probably the first chance for Troy Corser to lock up the title (assuming he gained the maximum 50 points by winning both races and Chris Vermeulen failed to gain a single point). This is an unlikely scenario so expect the title fight to continue into the penultimate weekend at Imola in three weeks. For this round, expect Chris Vermeulen to continue to ride hard and expect Corser to continue to balance conservative riding with opportunistic grabbing of points. Regardless of the championship’s status, the track is bound to throw a wrench into many of the riders’ plans. The 2.6 mile long track, placed inside a huge Indy car oval, is a series of fast straights which are tied together with 13 curves many of which are slow first and second gear corners. Things are further complicated by the fact that the relatively narrow track and the tightness of the turns means that passing in very, very difficult. Expect the race to turn into an hour long series of drag races as riders attempt to get their bikes upright exiting turns and try to pull up along side other riders before slamming back down through the gearbox for the next turn. I think that aggressive riders on bikes which accelerate hard from low speed will be the ones to watch. I think this will favor the Suzuki GSXRs, as they seem to have massive power *everywhere* along with riders like Vermeulen, Haga and Toseland who have proven themselves very aggressive over the past few races. Also interesting in that Lorenzo Lanzi will be stepping up from the Scuderia Caracchi privateer Duck to fill in for the injured Regis Laconi. Since Scuderia just fired their other rider, Fonsi Nieto, it will be interesting to see who they have on their bike this weekend.

At the other end of the spectrum are the old bikes, and often old riders, who will be joining the American Historic Racing Motorcycle Association (AHRMA) for their annual visit to the American south-west. In this case, they are visiting Pueblo Motorsports Park which, in my opinion, has the most interesting layout of any of our Colorado area tracks with its 2.2 mile long, 10 turn road race configuration. The track surface isn’t the greatest, something that will be particularly noticeable on the poorly suspended vintage bikes, but at least it has a mix of straight aways, fast turns and slow turns. I find all the AHRMA road racing classes interesting but the one I’d most like to see is the modern Triumph Thruxton Bonneville bikes being raced in the Thruxton Challenge. These nearly identically prepared bikes have all the right look for a race series tied to a vintage organization but have the added benefit of running more reliable engines in more modern chassis. Since this is a spec class, the racing should be close and the winner’s advantage should clearly be in skill rather than machinery. As a final incentive, some of our local MRA racers, including the guys at Foothills BMW/Triumph, where I have my Beemer serviced, will be there. Unfortunately, I’m out of town this weekend and won’t be able to catch the races…definitely my biggest motorcycle racing disappointment of the year.

Old bikes or new bikes, Multi-million dollar international race circuits or modest local tracks, world champs or aging enthusiasts…either way watching motorcycle racing is good stuff.

[image from the 2WF web site.]

…comes mainly because of rain!

The recurring theme for the 2005 Iron Butt Rally has been water. The 1st leg bonus list was dominated by lighthouses from coast to coast, along with various other H20 related items like dams, hot springs and water falls. Prophetically, the riders that headed east encountered torrential rains both going and returning, meaning they undoubtedly had more water in the first third of the rally than they really wanted. Added to that was the dampening of their enthusiasm when the points were tallied and those long haul east coast visitors found themselves languishing outside the top ten while those that took the relatively conservative west coast loop earned almost double the points while riding a 1,000 miles or less that the east coasters.

The water theme continued in the second leg with the majority of the bonuses being various lakes from the southern edge of Canada to the southern states of the US. The riders only had two and a half days to get from Denver, CO to Portland, Maine so it would be difficult for riders to pick up many bonuses. Its a long way from the Rocky Mountains to the Atlantic coast and it seems all that much longer when you’ve spent the past five days churning out the miles on a motorcycle. Every convenience store along I-70 was probably sold out of caffeine drinks and sugary snacks last weekend! The goal set for these riders was to leave Denver at 9am on Friday, grind their way through weekend traffic on the east coast while trying to pick a route that maximized their possible points but minimized their running late and arrive in Portland at 9am on Monday morning. For every minute after 9am that they arrived they would lose points from their total. If they arrived after 11am, they were automatically disqualified. This is a nerve racking time for endurance riders but made all that much more difficult when the weather in the northeast was…yes, you guessed it, wet. If they weren’t soaked from rain, they probably were from sweat.

For those that made the Maine checkpoint, another list of bonuses was handed out and at 11am EDT Monday morning the Star Traxx web site showed the riders were again on the road. While we don’t yet know what the leg 3 bonuses look like, it is guaranteed it will again have a hydro-theme…if not because of the locations they will be visiting then because of the weather being brought into the central states by hurricane Katrina. If there are any bonuses located in the south, then it will only be the brash or fool-hearty who go after them. Southern Florida is without power and with roads that are still shut down from storm damage, New Orleans is flooded and Mississippi is reeling after being hammered by storms and record amounts of rain. The riders still in the rally that have GPS units appear to have split the storm…some hauling butt west to get into the mid-west before the storm blocked their path while others concentrated on the east coast, presumably hoping to head west behind the storm.

Information has been particularly slow to trickle out of Iron Butt central this year and data about the specifics of the bonuses are non-existent. I think most of the people following the rally were surprised to see that some crazy bonuses weren’t available in leg 2 with the stipulation that the Maine bonus could be skipped. This means that the big rally winning bonuses are in the leg 3 packet. Now the rally truly boils down to an endurance test…those that still have some shreds of energy tucked away in their body and can still collect their thoughts enough to ride hard for four more days are going to win. For the rest, its just a matter of dragging their tired bodies and tired bikes back to Denver with the hope they have enough points to qualify for a finishers award.

Among those that are going for the big finish is my buddy Jeff Earls. After the leg #2 points were tallied, Jeff was in second place 3,500 points behind Jim Owens and around 2,000 points ahead of third place Eric Jewell. So far he’s racked up 7.125 miles on his BMW R1150GS and even a direct ride from Maine to Colorado would put him in the neighborhood of 10,500 miles for the rally…impressive considering that is 11 days of riding, much of which was done in the rain. Even more impressive, Jeff has no plans to take the straight path back to Denver. Instead, he is off chasing one of the race winning bonuses. He should be one of the favorites if his bike holds together, his body can take another few days of punishment and his brain can deal with the sleep depravation just a little longer.

I’m heading down Friday morning for the finish and hope to have a final Iron Butt Rally report early next week. In the meantime, try not to buy any soda from the Denver area stores…there may be a rally rider that needs it come Friday morning.

[image from the Blackfly photo gallery web site.]

There is a saying in the south to describe being extremely tired which goes ‘I’m just slap wore out". Now I have no idea where that came from or really even what it means but I can tell you that there are some people in Denver tonight that are slap wore out.

This evening was the first checkpoint in the ‘05 Iron Butt Rally. Unlike past Iron Butts, where the riders rode to the four corners of the country (and often a whole lot more) this year the first leg started and ended in Denver, CO. To make sure that the riders didn’t spend four days eating peeled grapes and soaking in the Doubletree’s hot tub, there is a minimum number of points required at the end of the rally (also in Denver, on Friday a week from today) with the assurance that there won’t be enough points available in the second and third legs to meet the requirement. Thus the riders left Denver on Monday and have spent the past four and a half days chasing bonuses that were scattered around the North American continent (and even a bogus bonus further afield than that!).

Over the course of today the exhausted riders have been trickling back into the Doubletree hotel parking lot. The zombies arrived tired, smelly, hungry and clutching tattered stacks of gas receipts. Waiting in the parking lots were friends and family all worried but still ready to help however necessary. (Check Bob Higdon’s daily report on the IBR web site for more on this.)

Before they could collapse and take a much deserved nap they had some important tasks to do. First they had to check in with the Iron Butt Association staff. This meant a half hour off going over their route and presenting all of the paperwork they had collected to back up their claims. Polaroid photos, gas receipts, signed affidavits and GPS tracks were all explained in excruciating detail…four days of riding condensed into 30 minutes and a half inch high stack of paper…Once checked in the riders then had to attend to their bikes. New tires needed to be fitted, fresh oil added, headlights cleaned and niggling little problems fixed. Some riders had a support network to lend a hand while others sat their exhausted bodies on a curb and broke out their tools. Bike’s attended to, the riders could finally stagger to their rooms and try to catch some shut eye. Then at 9pm the second leg bonuses were handed out and they started it all over again.

The first leg points standing were posted tonight and it looks like those that took the dramatic long rides to the east coast didn’t get much for their effort. Doug Chapman, whose star-traxx route looked so impressive on Tuesday actually ended up in 47th place. It was the guys that went west who racked up the big points while turning in lower odometer numbers and getting more rest in the process. Jim Owens leads the scorecard with 37,214 points, a stunning 50% more than Doug Chapman, while turning in nearly identical mileage. The riders that went to Oh Canada! cranked out over 5,000 miles but still came back with around 10,000 less points for visiting the News Brunswick light house than those that bagged lots of the west coast bonuses.

My buddy Jeff Earls currently lies third in the points with 33,090 from a 4,656 mile ride. Fantastic stuff, especially considering he had to deal with a flat tire in southern California this morning. He got to Denver around 3pm and had time for a five hour nap after check-in before the bonus packets were handed out. While he was sleeping, his friends John O’Keefe and Rob Scott were handling bike maintenance duties. He should start leg #2 well rested and with a R1150GS full of fresh fluids and a good rear tire. Go, Jeff, go!

[image from my photo collection.]

“Ah, push it - push it good
Ah, push it - push it real good
Ah, push it - push it good
Ah, push it - p-push it real good”
– Salt-N-Pepa

As I mentioned on Monday the Iron Butt Rally participants shoved off for their eleven day torture test at 10am on Monday morning. I’m writing this at around 10pm on Tuesday night, a mere 36 hours into the event, and already interesting things are happening. Now, I’m not a long distance rider and make no claims to being one. I’ve been known to cross one of these big, wide western states for a weekend trip and the thought of riding to, say, Yellowstone or Zion National Park doesn’t particularly have me quaking in my combat touring boots but I’m very aware that I have neither the endurance or desire to push myself like the Iron Butt riders. Last night I went to bed with visions of my morning walking around the Doubletree parking lot and then woke up this morning refreshed and ready for work. So imagine my surprise…nay…my complete disbelief when I checked the Star Traxx GPS tracking system web site for thirteen of the the Iron Butt riders and found that one of them was already south of Atlanta, GA! As if that wasn’t amazing enough, two others were outside Seattle, two just approaching Atlanta, one was in San Diego and two others damned near to Toronto. To me a weekend ride is to Wyoming or Utah. To these guys, its the opposite coast!

Now whether or not you are a motorcyclist take a moment to let that sink in. Someone got on a motorcycle Monday morning and then casually rode somewhere on the order of 1500 miles in 24 hours. That is an average of around 62 miles per hour for an entire day. I’m willing to bet Doug Chapman, the rider that reached that astounding distance in so short at time, took at least a short nap in there so that speed average is actually a bit faster. Not impressed yet? Well Bob Higdon, one of the sadistic maniacs behind all this craziness, wrote in his nightly rally update that the weather in eastern Kansas last night consisted of hard rain and hail. Okay, lets say you’re still tapping your finger and waiting for something that will really awe you…After turning in that 24 hour blitz across the country the FJR continued on. When I checked at 4:00pm this afternoon, 30 hours after the start, he was in Miami and now, 36 hours in, he is slogging his way down the parking lot that is the Florida Oversea’s Highway and is almost to Key West. That’s over 2000 miles in 36 hours. Come on, even the chronically blase’ have to awestruck by that kind of performance!

Doug isn’t alone in racking up some big mileage numbers in such a short time span. The Star Traxx web sites show that two riders chose to head north to New Brunswick, Canada. As of right now, they are pushing 2000 miles and are nearing their destination. Those that headed west, rather than east, have a different challenge ahead of them. Where the east coast only had a few possible bonus locations each worth a lot of points the west coast had lots of smaller bonuses sprinkled from Washington state to southern California. Additionally, there is an added restriction that these are “day time only” bonuses which means large chunks of time each day can’t be used for accruing the much needed points. Those that chose to go west have to ride like hell during the day and then use the night for rest and positioning themselves for another points grabbing run the next day. This means some big mileage numbers may yet be turned in by these riders but probably nothing on par with those who started chasing the morning sun on Monday.

This first leg, like a well played game of chess, means that the first decisions may well end up determining the final outcome for the riders. Those that chose to chase the big points on the east coast must make it back to Denver by Friday or be disqualified for missing the mandatory check point. If they have to turn back before reaching the bonus location, they can’t collect many other points on their way back to Denver in order to make up for their failure and may well be out of the running for the overall win. If, on the other hand, they grab the big bonus and get back to Denver they’ll be exhausted but probably ahead in the points tally. Those on the west coast have to carefully construct a route that maximizes their points while still finding the time to rest up. Their best bet is to get back to Denver with enough points to still be in the game but hopefully more rested than those returning from the east. Then they can make a big push in the second or final leg to try to win.

Then, as if all that strategy isn’t confusing enough, they have to wait and see what Friday’s second leg bonus packet looks like. The Florida Keys and New Brunswick bonuses may be back but with altered points values. Or, even more challenging, there may be bonuses in far flung places like Baja Mexico, northern Canada or Alaska that can be attempted while forfeiting the Maine checkpoint on August 29th. Will Doug Chapman find himself early next week once again swimming through a Kansas rain storm en route to the Florida Keys?

As of the first reports there is no update yet on my buddy Jeff Earls. When I spoke to him Monday morning he had his game plan and seemed confident in his decision. Since he, along with almost 80 other entrants, don’t have GPS tracking systems there is no way yet to know where he is located right now. Jeff is a shrew rally rider: this is his third Iron Butt, so he now ranks among the vets in the event. He was set for a top seven place in 2003 when his BMW’s final drive failed and he has been a regular in the Utah 1066 for five or so years. I’m confident he is doing what he needs to do in order to be a contender. I’ll be heading back to the Doubletree on Friday so I’ll give an update then if nothing about him shows up in Higdon’s reports for the rest of the week. For now, he’s just one of the many unknowns.

In fact, it is so easy to be excited by the highly visible progress that Doug Chapman has made that we may forget that any one of the 77 riders not being tracked at Star-Traxx could be doing even better. Perhaps someone has been busy sucking up bonuses in the southwest and is ahead in points. Maybe the Minnesota Team Strange gang are bettering their fantastic 2003 effort and have even mileage on their odometers than anything we can see online. What if someone took the sucker bet of a Panama Canal run and is right now closing in on Honduras. Who knows what further wonder these riders will bestow on us as the rally unfolds. One thing that is already clear is that all of these riders are pushing hard from the very start. Pushing *real* good.

[image from my photo collection.]

Back in January I did a blog entry announcing that the 2005 Iron Butt Rally would start and stop in Denver this year. Well, the time is now upon us.

This past weekend a small army of Iron Butt contestants, staff and volunteers descended upon the Doubletree Hotel Denver. Just before 10:00 in the morning on Monday, August 22, 90 endurance riders will be given their rally packets and, after a short time of frantic map reading and bonus point calculations, will hit the road. For the next 11 days, the riders will ride a minimum of approximately 1,000 miles per day. In the past, their route has taken them to the four corners of the US and often times into places like Alaska, remote regions of Canada and even into Mexico. This year the rally route will be somewhat different as it starts in Denver, has a checkpoint back at the start line 4 1/2 days later (Friday August 26 between 7 and 9pm), then another checkpoint 2 1/2 days later in Maine (Monday August 29 between 9 and 11am) and finally returns to Denver four days after that (Friday September 2 between 8 and 10am).

What is all this about? Well, the rally itself was first started in the mid-80s and is only held every two years. Riders with prior experience in other Iron Butt events or with demonstrable endurance riding experience may apply. The 90 or so riders who will actually take part in the event are chosen roughly 18 months before the start of the rally by random ballot selection. (A few riders are approved directly by the IBA staff but the vast majority go the ballot route). After a year and a half of preparation, everyone travels to the start location to begin the rally.

At the start of the rally, the Iron Butt Association staff of rally masters (aka, the Rally Bastards) of Bob Higdon, Mike Kneebone and Lisa Landry pass out the route packets. These folders not only contain the details of required checkpoints but, more importantly, also contain the initial list of bonuses (additional bonus listings may be given out throughout the rally). The most basic requirements for the rally is simply to start on time, hit all the required checkpoints within the two hour window they are available and make it to the finish within its 2 hour window. Accomplishing this, while sustaining the grueling physical strains imposed by eleven straight days of endurance riding, will earn the rider a Iron Butt Rally (IBR) finishers medal. However, the bonuses are what really change the Iron Butt from merely being a test of stamina to being a strategic game of survival. The bonuses are various locations that can be visited by the riders which earn bonus points above and beyond those awarded for hitting the checkpoints on time. Some of these are small and easy, others are nearly impossible but very rewarding. It is up to the rider to make the necessary decisions about what bonuses are achievable without missing the checkpoints. The more bonuses a rider can snag the greater their points tally. At the end of the rally, the rider with the most points wins. Sounds simple in theory but in practice it is fiendishly difficult especially when paired with the toll already exacted by riding such long distances over so many consecutive days.

“What?!?! Are these guys insane?” I can hear you thinking. Well, on that particular topic I am neutral. Like the Isle of Man, top speed runs on the Bonneville Salt Flats or motorcycle Endurance roadracing, organized long distance rallies are undoubtedly dangerous. Then again, riding a bicycle at 50 miles per hour in a measly pair of spandex bike shorts for hours at a time is dangerous as well (just witness all the crashes in this year’s Tour de France). Ultimately, some people will always find ways to push themselves to the limit. It isn’t any one’s job to baby sit riders, so long as the consequences of their actions are no worse than those that any other vehicle can impose. As for the riders themselves, I don’t think they are reckless thrill seekers. There is a quantifiable difference between people that take calculated risks and those who are downright stupid. All the riders in the Iron Butt know exactly what they are up against and they spend an inordinate amount of time preparing for it including skills training, bike preparation and self assessment. All that said, I think there are three basic categories of riders that compete in the Iron Butt Rally.

First, there are those just out for a finisher’s trophy. Many of these riders are on “odd” machines…small displacement bikes, vintage motorcycles, bikes of questionable build quality, etc…and are going to do the minimum mileage possible while still hitting all the checkpoints. In the end, they will have the satisfaction of knowing they completed the Iron Butt Rally and will probably have the tales of a lifetime for having done so on something everyone thought couldn’t possibly survive such a harsh trip. Surely these people are pushing the boundaries by simply being in the rally but they are the most conservative of those involved even if their choice of bikes would sometimes indicate a questionable level of mental stability.

The second group are those that are going to push themselves a little harder by going after some bonuses but realistically know they aren’t going to win the rally. Some of these riders are just practicing for future rallies or are just out for the satisfaction of knowing they will have pushed themselves to their personal limits. All of these riders are somewhere on the “‘unusual” end of the spectrum of motorcyclists but hardly suicidal in nature.

Finally, there are the big dogs. Riders like 2003 winner Paul Taylor who went after a seemingly absurd bonus in Prudoe Bay, Alaska but still made the required checkpoints. The pool of potential winners are pretty easy to spot. First of all, they have specialized bikes with auxiliary gas tanks, enough wattage in their head lights to turn a deer into venison jerky, more navigational aids than the space shuttle and more accessories on their bike than a typical Harley has shiny chrome bits. Many of these riders have long lists of sponsors who help defray the costs of these bike modifications and nearly all of them have prior history at competing in the IBR. As for these guys, a year or two in serious therapy should probably go along with a winner’s trophy!

Me, I’ll be watching longtime ‘net acquaintance Jeff Earls who will be competing again this year. Jeff had a DNF last year after 7773 miles. In 2001, he finished 16th with a total of 11,241 miles. In 1999, his first IBR, he finished in 24th with 10,906 miles. That is two “gold medal” finishes in three starts. Not bad! If you’re so inclined, you can follow the daily reports which will be posted on the IBR web site by Bob Higdon and watch Jeff’s progress throughout the rally.

[image from Martial Mason’s motorcycle photos web page.]

History books are filled with things that were once hot and yet now they’re not. Items or people or places or events which had their day in the sun and have since faded into obscurity. The Rubik’s Cube, the Edsel, Asbury Park New Jersey, New Kids on the Block and deep fried twinkies have all seen their star ascend and then set.

Well, there was a time when one of the biggest races in the world, even bigger than the Japanese round of the Grand Prix series, was the Suzuka 8 hours endurance race. This was an event where once a year the other Japanese factories would come to Honda’s test track and try to play David to Soichiro’s Goliath. When I was younger and first getting interested in motorcycle racing the entry list for the Suzuka 8 hours read like a who’s who of the racing world. Even if the riders didn’t like the track or didn’t like superbikes, they were contractually obligated to attend because of the prestige associated with the event. Think of the biggest names in motorcycle roadracing for the past three decades, then read over the list of people who have raced and won the Suzuka 8 Hours. The lists line up pretty well: Cooley, Crosby, Aldana, Baldwin, Merkel, Gardner, Magee, Rainey, Lawson, Doohan, Beattie, Slight, Russell, Polen, Edwards, Haga, Itoh, Ukawa, Okada, Barros, Kato and Rossi have all lofted the Suzuka trophy.

However, over the past three years, the event has lost much of its former glory. The reasons for this are many but the biggest issue has been the increasingly dangerous nature of the track as the speeds of the bikes has increased over the years. This was highlighted by the tragic death of Honda’s MotoGP star Daijiro Katoh during a GP race in 2003 and further reinforced when Japanese rider Keisuke Sato died back in June of this year after a crash at the track. Even more recently Katsuaki Fujiwara crashed while practicing for this years’ 8 Hours and broke some vertebrae. Some improvements have been made to the track since Katoh’s accident but the list of recent serious injuries show that its still got a long way to go before its ready for another international race and may be even longer before the factories are willing to risk their top level riders just to win the historic race.

The second issue which has dampened enthusiasm for the Suzuka 8 Hours event is the sheer dominance by Honda. The first eight hour endurance race at Suzuka was held in 1978 and won by Americans Wes Cooley and Mike Baldwin aboard a Suzuki. In the 27 years since then, Honda has won 19 races including a unbroken sweep from 1996 through last year. In contrast, Yamaha is the second most successful manufacturer with four wins, Suzuki has brought home two more since ‘78 for a total of three and Kawasaki has a single win. Clearly it has become very difficult for the factories to keep finding the motivation to come back to Suzuka each summer for another thrashing from Honda.

The final thing that seems to have affected the stature of the 8 Hours race is the declining popularity of endurance racing as a whole. Since 1980, the Suzuka race has been part of the FIM World Endurance Championship. There was a time when Suzuka, along with other rounds of the international endurance race series like the 24 hours Bol d’Or at LeMans, the 24 hours of Spa-Francorchamps and the Imola 200, were huge events followed world wide. As those events have lost much of their international flare, so has Suzuka. Just as the major factories no longer field fully supported bikes to the teams racing the FIM Endurance series, they also no longer put forth that effort at the 8 Hours.

Unfortunately, this year’s 28th “Coca Cola” Suzuka 8 Hour Endurance (the third round of the 2005 FIM World Endurance Championship) appears to have continued this tradition of decline. However, what the race is lacking in formal factory participation it makes up for with privateer and factory supported teams. This year eighty teams lined up for the Lemans style start all hoping to have a shot at the huge purse that always accompanies the race. However, not content to demolish their competitions formal teams, Honda also played the 800 lb gorilla against the privateers with two semi-factory teams and another few well funded not-quite-privateer teams taking the grid. In fact, there were a total of 34 Hondas in the field compared to 19 Suzukis, 16 Yamahas, 7 Kawasakis and various other teams running a BMW, a Ducati, an Aprilia and couple of exotics from Over and Asahina.

The favorites going into the event were the two SevenStars Honda teams: #7 with riders Tohru Ukawa and Ryuichi Kiyonari and #11 with World Superbike stars Chris Vermeulen and Katsuaki Fujiwara. In this case, Honda would get great press material if either team won. A win by the #7 team would put Tohru Ukawa on top of the all time Suzuka winners list as he is currently tied with Wayne Gardner at four. Additionally, a win by the #7 team would add Honda’s rising star Kiyonari’s name to the list of riders who have won the 8 Hours. If, on the other hand, #11 were to take the checkered flag it would be a triumph for Honda’s international superbike efforts with Vermeulen as their Superbike star and Fujiwara one of their Supersport stars.

The race was flagged off in nice weather and a nice battle developed up front between Kiyonari on the SevenStars #7 bike, ex-GP ace Shinichi Ito on another Honda and the Yoshimura Suzuki of WSBK ace Yukio Kagayama. By the first pit stop, roughly an hour into the race, SevenStars #7 had already started to pull out a lead. This continued in the second hour but in the middle of the third stint it started to rain and the wet stuff kept up for two straight hours. It was during this window that SevenStars really sealed the deal. Their wet tire strategy proved superior to the other teams and their ability to stay on two wheels really made the difference as bike after bike crashed. At the mid-point of the race, they already had a full lap advantage over their nearest rivals. In the closing hours, the SevenStars #11 bike made a surge forward and at the end of the eight hour race it was the two SevenStars bikes in first and second.

This marked the historic fifth race win for Tohru Ukawa and was SevenStars was the pointy end of a Honda weapon which dominated by not only filling out the entire podium but bringing home Big Red bikes in the top six positions. In the end, the Ukawa/Kiyonari teaming turned 204 laps to win three laps ahead of Vermeulen/Fujiwara on the second Seven Stars entry. The Team HARC-Pro Honda with ex-GP rider Haruchika Aoki and Takeshi Yasuda came in third, four laps down on the winners. It may have been the Honda cup when it comes to brand diversity but endurance racing, especially world caliber endurance racing with so many ex-GP, World Superbike and Japanese national champs in the mix, is exciting stuff nonetheless. The amount of strategy that goes into endurance racing rivals that of a grandmaster chess match and watching riders race hard in the dark or wet is always thrilling.

But the sad thing is that no one, outside a few PR agencies and inside some race team transporters, really cares. While his Suzuka results help define a veteran rider like Tohru Ukawa, it will be a minor footnote in the career of a rising star like Kiyonari or Vermeulen. However, there may yet be hope on the horizon. As the saying goes “A rising tide lifts all boats” and the increasing popularity of motorcycle racing worldwide may yet restore some of the glory that once shined upon the Suzuka 8 Hours endurance race.

[image from the FIM World Endurance Championship web site.]

The month of July is almost over so here is this month’s list of items that aren’t gonna get longer write-ups. This is the third of my “Odds and Ends” postings so it looks like this is going to be a monthly occurrence during these crazy summer months.

The Long Way Round web site has news that an extended version of the Long Way Round TV series is being shown in England. This new edit of the series is ten episodes long and includes some new footage not shown in the original. Lets hope that Bravo will opt to air this enhanced version of the series. On the down side, there still isn’t any news about a US release for the DVD.

As long as I’m talking about Long Way Round, I read on a few different web sites that Charlie Boorman is entered to compete in the 2006 Paris Dakar rally. Better yet, it is supposed to be filmed for British Sky TV. Since SpeedTV dropped their Dakar cover and OLN did a poor job with their coverage last year, perhaps Bravo will pick up this new series in 2006 and give us Dakar fans another way to get our fix.

Also in Paris Dakar news came a press release that this is the first time in the events 26 year history that the rally registrations for all classes have been filled as early as July. With more applications received than spots for participants and with those applications showing up earlier in the year than in the past, the 2006 Paris Dakar is proving more popular than ever before. What is surprising about this is that the event run this past January featured two fatal accidents, including Italian superstar Fabrizio Meoni. Many, including myself, felt that these deaths might dampen enthusiasm for rally racing. It is great to see that interest in the sport is still booming despite this year’s tragedy.

The news that shocked me the most this month was the press release from Polaris Industries that it is purchasing a 24% stake in Austrian motorcycle manufacturer KTM for $80 million. This agreement means that Polaris and KTM will cooperate on R&D (hmmmm…KTM motors in Polaris ATVs?, Victory assembly line technology helping KTM ramp up their manufacturing) and that KTM bikes can be sold through the Polaris/Victory dealer network. Even more intriguing is the news that in two years, either KTM will buy back the 24% stake purchased by Polaris or Polaris will buy the remaining 76% of KTM. The combination of Victory and the new line of KTM street bikes could put some serious hurt on Buell. Victory gaining a sport bike line-up and KTM engineers gaining much needed knowledge with ATV, watercraft and cruiser products. My hope is that it speeds up the importing of the 990 SuperDuke which I’m seriously lusting over as Victory’s involvement may help KTM speed up US DOT approval for their 990cc motor.

In another case of me waiting for something cool to make it to the US, it looks like a second volume of the Joe Bar Team comic has been translated into English and should be available in Britain some time this year. Aerostich carries the first volume, so hopefully they will carry this one as well. Less exciting is the knowledge that they are up to volume seven in the author’s native French language and it has taken something like 10 years to get the first one translated. Volume seven may not be available in a language I can read until 2015…I can probably learn French faster than that!

Another import, English born John Hopkins, is set to test Red Bull driver Antonio Liuzzi’s F1 car at the Silverstone track. Even more fascinating, Liuzzi is supposed to ride Hopper’s Suzuki MotoGP bike. Putting a non-racer, even if they are an experienced motorcycle rider, on a 250hp Grand Prix bike seems fairly dangerous. Then again, maybe this is part of the plan since it seems like the Red Bull F1 team is hoping to get rid of Liuzzi anyway.

In other MotoGP news, a French court finally resolved a lawsuit filed against Alex Barros by Altadis after Barros broke his two year contract with the Gauloises Yamaha team early to accept a ride with the Camel Honda team this season. The court ruled against Barros which resulted in fines, penalities and court costs which will total over two million Euros. Ouch! I don’t know what Barros’ salary has been for the past few years but surely two mil takes a bite out of the old retirement fund.

The final news is my favorite: The date for the 2006 USGP race at Laguna Seca has already been set for July 23. Tickets go on sale September 1st. You can be sure I’ll be on the phone first thing that morning!

[image from the Yahoo Italy Sports web page.]

Since there isn’t any road racing going on this weekend, I’ll take a second to catch up on some other motorcycle related news. Specifically, last week’s 83rd running of the Pikes Peak International Hillclimb. This event pits racers against a 12.5 mile course laid out on the road which goes to the top of 14,110 ft Pikes Peak. The road is a mix of asphalt and dirt making it the ultimate Supermoto race. The race as been run since 1916 so its got plenty of history behind it…second only to Indy when it comes to organized motorsports competition in the US. With vehicles hurtling up through the incredible scenery its a thrilling spectator sport with all the action of rally racing but with a wider variety of vehicles involved.

While the cages (cars, trucks, SUVs, semis, buggies, etc, etc…all with four wheels. Blech!) get the top billing, there are also numerous motorcycle classes. The five classes for two-wheelers are: 750cc Pro, 500cc Pro, 250cc Pro, Supermoto and Vintage. There are also sidecar and quad classes, though I’ll leave it up to the reader to decide whether they fall into the motorcycle or car catagories. (I’d split the two saying the sidecars are motorcycles with an extra wheel and the quads are small open wheel cars…Damned cagers!)

I’m sure that sliding a bike up the Pikes Peak road is a hoot, no matter what you’re on but the ones that interested me the most were the 750cc Pro and the Supermoto classes. In particular, I thought it was cool to see that Supermoto racer Micky Dymond won the 750 class with a time of 12:12.614, the fastest of any bike during the event and a new class record. Thats averaging roughly 60 mph…pretty impressive to do when broadsliding around switchbacks with 200 ft drops for your run-off. The Supermoto class was new this year and features an actual race style start with 5 riders going up at a time rather than the single rider timed stages used in the other classes. The winner Gary Trachy put down a time of 12:18.735 which is flat out hauling for a 450cc bike that isn’t using knobbies and is dicing with four other riders. Its made all the more impressive by the fact that this time was faster than the 500cc Pro class where Davey Durelle turned in a 12:22.491. The 250cc class was topped by Nathan Conley with a time of 13:00.651. Mickey Alzola is a vintage rider, having first competed in the Pikes Peak Hillclimb in 1975. This year he was also the top vintage bike thanks to a 14:28.140 time.

Another nice thing about this year’s Hillclimb was that the purse for the motorcycle classes was increased to $12,000 spread over the five classes. Lets hope that trend continues to fly skyward as well.

[image from the Big West Racing web site.]

I usually do a race preview on Friday but since there aren’t any international level roadraces scheduled for this weekend (though there is a MRA road race which I plan on attending on Sunday) I thought this would be a good time to cover last week’s Isle of Man TT races.

For those that don’t know, the Isle of Man TT races consist of a week of road racing…not what the British call circuit racing but actual timed motorcycle competition on public roads over a 37.7 mile long course laid out around the Isle of Man. For those really not in-the-know, the Isle of Man is a small island country in the Irish Sea north of England. The racing has been going on since 1907 and for many years it was the location of the British Grand Prix until it was dropped from the calendar in 1976 when the circuit was deemed too unsafe for the vicious two-stroke GP bikes. The course itself runs through quaint villages, over Mount Snaefell to an altitude of 1400 ft, though stone wall lined streets and through the tree and hedge filled Manx countryside. It is, by anyone’s description, an incredibly challenging course. If you are interesting in learning more about the TT there are some great movies including V-Four Victory and One Man’s Island.

I’ve always been of a split mind when it comes to the TT. On one hand, I’m horrified at the annual loss of life at the TT races (three racers and a track marshall died this year). The death toll in the 98 year history of the TT is now over 200 names long and being a fan of any event in which there are an average of two deaths per year has to be considered morbid at the very least. In addition to the fatalities, there are also a staggering large number of serious injuries each year but those aren’t recorded and thus the statistics aren’t readily available. Regardless of the actual numbers the TT races exact a pretty gruesome toll each summer and for that reason I understand (and at times support) the argument to end the races.

On the other hand, the Isle of Man TT is truly a historic event. Few sporting events have such an incredible history and, among motorcyclists, the TT has a draw not unlike climbing Mt. Everest for mountaineering types or racing at Indy for the cage enthusiasts. From this perspective, I am in awe of those that have raced the TT. Just watching the footage of the races makes appreciate both the incredible skill and the general level of insanity that one must possess to race there. Ultimately, this side of me understands (and at times support) the general argument that no one is forced to race, everyone has freedom of choice and it isn’t our job to protect people from themselves.

With that said, this year’s event offered up plenty of evidence to support both of those mindsets. For example just one of the four deaths was moto-journalist Gus Scott. He was young, a TT rookie and a single father. He was killed when he struck a corner marshall that was crossing the track to help another downed rider. Worse yet, the marshall was also killed the accident. This is a sad story and represents two senseless deaths. Surely this represents the worst possible side of the TT.

But this year’s TT races weren’t all about tragedy. A number of racers, mainly road course specialists, once again topped the races and they continued to make a name for themselves at the TT:

John McGuinness, now 32 years old, won both the TT Superbike and Senior TT races on his Yamaha R1. He also came in second in Supersport Junior TT A race, making him the biggest news story of the week. In fact with these two wins McGuinness moves into a three way tie for 15th on the overall win list of the TT with 8 wins. As if that wasn’t glory enough, he also got an outright lap record with a lap of 127.326 mph and averaged 124 mph over the four laps of the Senior TT. Impressive stuff. McGuinness is also racing a Yamaha in the British Superbike series but is struggling there, currently lying 24th, having only completed three races with a best finish of 11th. For a public road specialist like McGuinness, the TT is one of the few chances he has to shine each year. Based on his circuit results alone, he would barely warrant a passing comment but has a multi-time TT winner he is respected as the incredible racer he is. Clearly the TT has changed his life for the better.

Some other people that clearly benefited from this year’s Isle of Man TT races include:

Ian Lougher took his Honda home in first place in the Supersport Junior TT A race and then followed that up with a second in the Superstock TT and Superbike TT races. At 41 he is one of the veteran TT racers with 21 years of Isle of Man race experience. His Junior TT win this year was his seventh at the island. Clearly he is another person that not only survives on the Mountain course but actually thrives on it.

Ryan Farquhar has raced Kawasakis at the Isle of Man for the past three years and has quickly emerged as one of the up-and-coming road racers. This year he won the Supersport Junior TT B which was his second TT victory in two years. If the TT continues to run, expect the 28 year old to continue to win.

Bruce Anstey had a roller coaster week as the Suzuki rider from New Zealand won the Superstock TT but then had bike problems in both the Junior B race and Senior TT. Last year Anstey was probably the star of TT week with five podium finishes in five races, including one win. Clearly the 35 year old is another stunning racer and one whose career will be defined by the TT.

Dave Molyneux is relatively unknown even to those who follow the TT because he races in the sidecar class rather than the two-wheeled category. Despite the relative lack of popularity of the three wheelers, Manxman Molyneux has probably the most impressive credentials of anyone currently racing the TT. This year he won the Sidecar B race and is now tied for 4th on the overall TT win list with 11 wins. For some perspective this makes him tied with, among others, Steve Hislop. For some more perspective realize that he has more wins that TT legends like Giacomo Agostini (10), David Jefferies (9), Phil Read (9), Jim Moodie (8) or Geoff Duke (7)! In addition to adding to his total wins tally he also set a new sidecar lap record this year with a average over one lap of 116.044 mph, over a second faster than the previous lap record. Rumor has it that this may have been his last TT but no matter what Moly is now a legend in his own right.

Finally, Suzuki’s Adrian Archibald deserves at least a passing mention since he was the two time reigning winner of the Senior TT coming into last week. While his only podium appearance ended up being a second in Superbike, it initially appeared he would beat teammate Anstey in the Superstock TT until running out of gas on the last lap. His bad luck continued in the Senior TT where he was in second and closing on leader McGuinness when he got a flat tire. His results this year don’t show it but Archibald is arguably the best TT rider currently racing at the Isle of Man.

Finally, American Tom Montano deserves mention for his 13th place finish in the Senior TT and a 17th place finish in the Superbike TT aboard a MV Agusta F4-1000. Montano has been racing the TT for nine years and is thus the most experienced American at the races. For him to do so well on a largely unproven MV is a sign that his experience on the Mountain circuit is paying off.

If you want to read up on this year’s TT the Isle of Man Guide web site has the best coverage including race results, photos, lap times and more. Sadly, this may be the only way to get Isle of Man coverage in the US as it appears that SpeedTV has opted not to televise the races this year.

So what do *you* think about the TT?

[image from the Photocycle web site.]

I’ve long been a fan of one marque race series at the regional and national level. Having a race class which is focused on a single brand and model of motorcycle helps keep racing affordable especially when the rules require few modifications. The most famous of the spec racing classes is the famous Suzuki cup series which focuses on various models of Suzuki bikes including the GSXR line and the SV line. However, there have also been race series based on the BMW R1100S, the Harley 883 Sportster, the Aprilia RS250, the Triumph Speed Triple and the MZ Skorpion. All of these race classes have provided affordable, competitive racing for beginners and in many cases have had better contingency support than other support classes like the AMA’s 250GP, Pro Thunder and even Formula Xtreme. The Suzuki Cup and Harley 883 series ended up being feeder classes in which many famous racers like Kevin Schwantz, Doug Polen, Scott Russell, Aaron Yates, the Bostrom Brothers, the Wait brothers and many others.

Not all single marque series were that successful. Series like the MZ Skorpion cup and the Triumph Speed Triple both struggled. The Speed Triple Challenge in the mid-90s started off with a lot of support from racers but was quickly criticized because of reliability problems with the bikes. Specifically, it appeared that the oil passages in the head were too small to deal with the quantity of oil that was needed at high rpm. Since internal engine modifications weren’t allowed, this meant engines failed spectacularly and expensively. Racers either made the essential oil passage expansion necessary to maintain reliability and risked disqualification, or hoped they could win enough in some races to offset the frequent engine rebuilds to deal with the wear ‘n tear. Triumph didn’t offer a fix and these problems eventually eroded the popularity of a series popular with racers. The old AMA Supertwins race series, using Harley 883s, also suffered from mechanical failures since the exhaust valves on the rear cylinder of the air-cooled motor frequently failed but the series organizer altered the rules to allow different valve, valve seat and valve guide materials. This meant racers would work around the problems (even though the front runners were still replacing rear heads during race weekends) and kept the series popular for nearly a decade. Perhaps if Triumph had worked with the racers that series would have done better.

The MZ Skorpion Cup also started off with lots of buy-in from racers but that series also quickly waned mainly because the performance of the Skorpion bikes was less than expected. Since AHRMA, who oversaw the Skorpion Cup, also ran two different Sound of Singles race series it meant there were time when “built” singles were racing against the Skorpion Cup bikes. After the first few times that the Skorpion bikes were lapped by the other single cylinder bikes riders tended to abandon the Skorpion Cup series and start building Sound of Singles bikes. Suzuki’s SV 650, run successfully as part of the Suzuki Cup, aren’t particularly powerful either but WERA who oversee the Suzuki Cup don’t run the SVs at the same time as more powerful bikes like the GSXR600s. As a result, the SVs stay an attractive series and due to the low cost continues to gain popularity.

Now comes that latest single marque race class with the Triumph Thruxton Cup being run this year as part of the AHRMA roadrace race series. The bikes are the Thruxton version of the Triumph Bonneville line which features a 900cc parallel twin good for around 70hp. There are limited modifications allowed, basically just an exhaust system and jetting. The frame, suspension, brakes and wheels must be stock. No slicks are allowed, so tire costs will be cheaper. The stock bodywork is required, so the class will have a strong visible connection to the stock bike. Finally, Triumph is ponying up the bucks in contingency for the class and discounts for people buying the bikes to race in the class. All this should add up to a series which will be appealing to racers and provide close racing for the spectators. Whats more the race series should prove attractive to folks who want to race a vintage style bike but don’t want to deal with the reliability problems commonly encountered when racing old Triumphs.

The first race was this past weekend in South Carolina. Entries were sparse with just 17 bikes making the grid but the racing was supposedly good. In an effort to increase interest in the class, both among racers and fans, AHRMA has drafted ex-Superbike star Doug Polen to race the Triumph Thruxton Cup race this week at Daytona. There are another eight races after Daytona in the AHRMA series so hopefully the class will grow. Lets also hope that Triumph does a better job of supporting the Thruxton Cup series than they did with the old Speed Triple series and that AHRMA doesn’t stick the Thruxtons on the track at the same time as more powerful bikes like the Battle of the Twins or Sound of Thunder bikes.

I think the Thruxton is a great bike and the Thruxton Cup seems to be great series. I’m looking forward to September 11th when AHRMA will visit Colorado so I can watch the bikes in person…

[image from the web Bike World web site.]

Rumors are floating around that the 2005 Iron Butt Rally may start and end in Denver this year!

The Iron Butt Rally is borderline insanity involving challenging some of the best long distance rally riders in the US to a grueling eleven day loop around the US. Now we here in Colorado will have a chance to watch excited riders and shiny bikes leave on August 22 and a subset of those people return as haggard, exhausted shells of their former selves aboard the smoking ruin of their motorcycles on September 2.

This event is managed by the Iron Butt Association but its mainly the product of the sick and twisted mind of Michael Kneebone and his cronies. Somehow, he always manages to concoct increasingly torturous special optional routes each year, so its worth watching the daily reports during the Rally to see what he’s got the poor wretches doing each day in a bid to win. Since it will be based in Denver this year, it may be possible to watch things develop from a central IBA command center which will be an added bonus.

After years of the event starting and ending on one coast or the other I’m psyched it will be “local” in 2005.

[image from Iron Butt Rally web site]

First, KTM and Red Bull both deserve some public acknowledgement for supporting a US team in this year’s Dakar rally. With the sport growing in popularity overseas, it is great to see a single manufacturer work so hard to grow interest in the sport of rally racing here in the states. KTM has sponsored a US team including Scot Harden, Chris Blais and Kellon Walch to run the rally and all three have been running inside the top 20 for most of the rally, with Chris Blais inside the top ten.

Now for the bad news. This may not be the growth year that everyone was hoping for when the 2005 Dakar was first announced. Motorcycle road races like the Isle of Man, the Macau GP and the NorWest 200, have been highly criticized for the inherent danger involved and all of them have lost a lot of their prestige because of it. Now it looks like the Dakar Rally may suffer from the same image. Just four months ago, the amazing Richard Sainct was killed while racing for KTM in a rally in Egypt. Now there have been two deaths in the Dakar this past week with KTM rider Jose Manuel Perez and KTM rally superstar Fabrizio Meoni both suffering fatal accidents.

These devastating losses could spell disaster for a sport which has been steadily growing in popularity and which has helped fuel the growth of brands like KTM and BMW. It is possible that KTM will pull out of the sport of rally racing (BMW pulled out after a thorough trouncing by KTM in 2000) which would be akin to Ducati pulling out of World Superbike. The KTM marque is synonymous with rally racing and the Dakar wouldn’t have a motorcycle class if it weren’t for KTM. It is a symbiotic relationship in which both parties will undoubtedly suffer because of these fatal accidents.

Nonetheless, the real loss will be the lost talent of these riders, particularly the spectacular rally accomplishments of both Sainct and Meoni. These two men have virtually ruled motorcycle rally racing for nearly a decade and their rivalry helped grow the sport to a new level after Stéphane Peterhansel’s domination in the nineties.

[image from Cycle News web site]