Personal opinion: hopefully the return to Honda will do him good, he comes a cross as a really nice guy, so I wish him all the luck. And maybe we will get to see him going head to head with vale (well not likely the way things are now, but… a girl can dream…)
from: motogp.com
24
Place of birth: Manresa
Date of birth: 26/Mar/1983
Weight: 57Kg.
Height: 163cm.
Growing up in the family bike shop near Barcelona, Toni Elias was destined for a career on two wheels. In 1999 he finished third in the 125cc Spanish Championship and undertook his first Grand Prix season in 2000, although he was largely anonymous during the year.
However, the teenager became the revelation of 2001 after signing up to ride with the junior project run by Alberto Puig, battling for the lower cylinder category title until the end of the season.
Elias’ natural talent and fearless aggression saw him make the successful step up to the 250cc class in 2002, challenging Manuel Poggiali for the title in 2003 until a last-lap crash at Rio cost him victory and the chance of the championship. Elias struggled to reproduce his best form after switching from Aprilia to Honda for 2004, but flashes of brilliance convinced Fortuna Yamaha to draft him into the MotoGP class in 2005. The learning process under the Yamaha banner, forming a team with Rubén Xaus, was curtailed by an injury in France, but in the final third of the season Elias was able to demonstrate his evolution in the category.
The Spaniard rode for two years with Fausto Gresini’s satellite Honda outfit, during which time he continued to show why he is regarded as one of the most exciting riders in MotoGP. His debut victory came at Portugal in 2006, in one of the greatest races of all time against Valentino Rossi and Kenny Roberts Jr., and although injury at his bogey track of Assen severely affected his 2007 season, he still impressed enough for Luis d’Antin to keep him in the category with his Ducati satellite team.
The Ducati venture proved to be a brief sojourn as, one season of mixed results and a pair of podiums after joining the Alice team, Elias was welcomed back to San Carlo Honda Gresini to spearhead their 2009 project. He has a factory Honda RC212V at his disposal in his first season with top-end machinery.
From Wikipedia, the free encyclopedia
Elías won his first premier class race on October 15, 2006 with a fantastic final lap of the Portuguese MotoGP at Estoril. Elías had started the lap in third place, but an aggressive braking move into Curva 1, moved him past Valentino Rossi and the then-leader Kenny Roberts, Jr. into the lead. He actually clipped Roberts while braking, and this loss of momentum meant that Rossi passed Roberts for second position. These positions held until the chicane (turns 9 and 10) near the end of the lap. It looked like Elías had left the door wide open for Rossi and sure enough, the reigning world champion dived to the inside to pass the Spaniard. However, Elías would keep pressuring Rossi, trying to pass him on the run towards turns 11 and 12. Rossi had the line and kept the position, and it seemed as if Rossi would be 13 points clear of title rival Nicky Hayden going to the final round in Valencia. But Elías kept the speed up through the thirteenth and final turn, and tucked in behind Rossi, to draft him alongside the Italian. In a finish that needed a video replay, Elías was given the race by just 0.002 seconds. It was one of the closest finishes in the history of MotoGP, and a great way for Elías to secure his maiden premier class victory. This victory helped secure him a contract extension, which was doubtful prior to the win at Estoril, with Honda and Fausto Gresini for the 2007 Moto GP season.
As it turned out, Elías' victory cost Rossi five points, which was the exact number of points that Rossi would finish behind Hayden in the Championship standings.
Personal opinion: after his 2005 injury and the move in 2006 to Kawasaki PSG-1 Corse from Caracchi Ducati, he wasn’t able to repeat his early years performance, so far the move back to riding a Ducati even if it is as a privateer in DFX Corse team seams to be good for him, as he is already improved his results from the last few years. There is a definite improvement from the race in Qatar to the race in Australia,
Regis Laconi Goes Nuts
Laconi at the 2002 Dutch TT, has an embarrassing ducky-fit at a marshall trying to help him.
French World Superbike rider Régis Laconi and his great tough fight with his Ducati at Philip Island track in 2005. At the end it was impossible to save what is pity - it could be even more awesome.
From Wikipedia, the free encyclopedia and motorcycle-usa.com
Régis Laconi born July 8, 1975 in St. Dizier France is a professional motorcycle racer. In 2008 he competes in the Superbike World Championship for Kawasaki PSG-1 Corse. He was runner-up in 2004, and has won races in both 500cc and the Superbike World Championship.
Early career
Régis has a French mother and Italian father. He started racing in 1991 in the French 125cc championship. He won this title in 1992, the French 250cc title a year later, and the European 250cc title in 1994. For 1995 he went to the 250cc World Championship, but was never a front-runner in his two seasons there.
500cc
1997 was his first season on a 500cc Grand Prix bike, but his World Championship season was ended by injury. With Red Bull backing he returned for 1998, riding a Yamaha for three years. He finished 10th, 11th and 12th in the series in this time, but won at Valencia in 1999.
Superbike World Championship
For 2001 he was a factory Aprilia WSBK rider. He lead the first lap of the season, but struggled for much of the season on circuits he did not know. Until the final round at Imola his best result was a 4th, but he benefitted from knowing this circuit (which, like himself, was new to WSBK after being familiar in 500cc). He qualified 2nd, and won the second race, after running strongly in race 1 before being taken out by a fall for champion Troy Bayliss.A move to MotoGP for 2002 was not successful, with a best result of 8th, so for 2003 he returned to WSBK for the Caracchi Ducati team, doing enough to earn a factory ride for 2004 by taking 5 podium finishes, finishing 4th in a relatively weakened championship.
He and team-mate James Toseland were clear favourites for the 2004 title, which Toseland took at the final round of the season, in spite of Régis taking 5 poles and 7 wins, and having what is seen as the stronger team of mechanics. His 2005 season was interrupted by injury, and for 2006 he switched to Kawasaki PSG-1 Corse. He finished the season behind his two team-mates in the championship, taking 15th place, with Chris Walker in 9th and Fonsi Nieto in 10th.
He remained with the team for 2007 and finished 10th overall. He continues with the same team for 2008. At Misano the team ran in a localised San Marino livery, but unfortunately both he and team-mate Makoto Tamada crashed in race 1, forcing Laconi to run race 2 in the conventional green Kawasaki livery.
After a frustrating 16th place finish in 2008 Laconi left the PSG-1 Kawasaki squad. Laconi is now one of many to campaign the 1098R as a privateer. The Frenchman will ride for the DFX Corse banner for 2009.
Personal opinion: a nice guy and a good rider, had a very though year last year, he had a lot of problems with the Ducati, lets hope this year will be better for him even due I expect this year not to be to easy with a new bike and a new team without the full support of the factory.
MCN Sport: Melandri
reveals thoughts on
2009 season
Marco melandri drift
From Wikipedia, the free encyclopedia Nationality Flag of Italy Italian Date of birth August 7, 1982 (1982-08-07) (age 26) Place of birth Ravenna, Italy Website marcomelandri.co.uk MotoGP Record Current team Hayate Racing Team Bike number 33 World Championships 250cc - 2002 Race starts 173 Race Wins 22 Podium finishes 61 Pole positions 9 Fastest laps 16 Championship Points 1885 2008 Championship position 17th (51 pts)
Marco Melandri (born August 7, 1982 in Ravenna Italy) is a MotoGP road racer currently racing for the factory Kawasaki Team. Melandri is also a former 250cc World Champion in 2002. Melandri currently lives 2 miles away from the famous race track, Donington Park, Leicestershire, England.
Early days
Marco Melandri was born in Ravenna. He was introduced to racing by a former rider Loris Reggiani at the age of six. He came through the ranks from minibikes, motocross and then the Italian and European 125cc championship.
In 1997, Melandri won the Italian 125cc championship, also finishing 4th in European 125cc championship. In addition to his European success, he made his debut in 125cc world championship at Brno, Czech Republic as a wild card rider.
125cc (1998-1999)
After impressing in Italian and European championship in 1997, Melandri finally got his chance to compete in 1998 125cc world championship as a regular. He rode Honda 125cc bike under Benetton Honda Team. He went on to impress many as he earned his first podium in the fourth race of the season, where he finished second in his home Grand Prix at Mugello, Italy. His brilliant debut season continued when he won his first grand prix at Assen TT, Netherlands. He won this race at the age of 15 years and 324 days which made him the youngest ever Grand Prix winner, at the time. Since then, Scott Redding has become the youngest winner, having won the 2008 British motorcycle Grand Prix. Overall, he won two Grand Prix in his debut season and therefore he finished the season at 3rd position in overall standings behind champion Kazuto Sakata and runner-up Tomomi Manako.
He remained on the same bike and team in 1999, where he bid to win the 125cc world championship. He went on to win 5 Grand Prix but failed to win the championship, finishing second behind Emilio Alzamora with just a single point difference. Failure in securing his first world championship did not stop his rise to 250cc world championship in 2000.
250cc (2000-2002)
Melandri was signed by Aprilia in 2000 to replace another Italian Valentino Rossi who left the team and 250cc class for 500cc class. He was highly expected to take over Rossi's shoes and to win the 250cc world championship. However, his debut season did not start as well as the expectation. He struggled to adapt to bigger bike and higher competition. He failed to win any Grand Prix in 2000, managing only 4 podiums, all came late in the season. Despite these problems, he still finishes the season at 5th position overall.
In 2001, his performances were improving. He managed to win his first 250cc Grand Prix at Sachsenring, Germany. However, it was his only win in 2001. Despite managing to appear on the podium on 9 occasions, he never really challenged for the championship. He finished the season in 3rd position behind champion Daijiro Kato and runner-up Tetsuya Harada.
2002 proved to be Melandri's chance to shine. With 2001 champion and runner-up, Kato and Harada moved to MotoGP class, he became the strongest contender for the championship. He dominated the season by collecting 9 wins and 3 additional podiums. After challenging for world championship for years, he finally won the 250cc world title. He became the youngest 250cc world champion at the age of 20 years and 74 days until Dani Pedrosa broke his record in 2004.
MotoGP (2003-present)
After securing the 250cc world title in 2002, Melandri moved up to MotoGP class to spearhead Yamaha factory team alongside Carlos Checa in 2003. Unfortunately he had with the Yamaha a worse Bike than Honda and Ducati, and struggled to succeed for the season. He finished the season in 5th position without collecting any wins and only two third Places.
He joined Yamaha satellite team, Tech 3 in 2004 alongside Carlos Checa again. This season, he again struggled to get top results. However, he managed to collect 2 consecutive podiums, but a series of crashes and retirements kept him out of top 10 in overall standings. He finished the season in 12th position.
Released from his Yamaha contract after the 2004 season, Melandri was the surprise choice of boss Fausto Gresini to join Sete Gibernau in the Movistar Honda team for the 2005 MotoGP campaign. Melandri was remarkably successful with Movistar Honda in 2005, with a consistent run of podium finishes early in the season, ultimately taking his first two wins in the final two races of 2005 to clinch second place in the championship. In doing so, he was the first Honda rider to win back-to-back races for nearly two years, winning round 16 of the MotoGP Championship at Istanbul, Turkey, as well as the 17th and final race at Valencia. Although he never really challenged his best friend Valentino Rossi for the title, he finished the season strongly as runner-up, with a total of 2 wins and 5 additional podiums.
Melandri rode for Gresini's Fortuna Honda team alongside Toni Elías in the 2006 season. With Rossi struggling to find consistency, he was a major challenger, along with Ducati's Loris Capirossi and Honda riders Nicky Hayden and Dani Pedrosa. He again won at Istanbul, despite starting from 14th on the grid. He managed further wins at Le Mans, France and Phillip Island, Australia. He finished the season in 4th position, just 1 point behind Capirossi.
In 2007, Melandri and Elias remained in the Honda Gresini team, now sponsored by Hannspree. Honda's 800cc machine was not competitive. As of the race at Laguna Seca in which he finished third, Marco lies sixth overall, with an additional podium at Le Mans . After these 10 races, works rider Dani Pedrosa is the only Honda ahead of him in the standings - he and Pedrosa the only Honda riders with multiple podiums.
Immediately after Melandri's 3rd place finish in the 2007 USA's MotoGP round, Ducati announced that he will join its factory team alongside Casey Stoner for 2008 and 2009 . But 2008 proved disastrous, with a run of uncompetitive runs often leaving him behind the semi-works Alice Team bikes of Toni Elías and Sylvain Guintoli. At Assen he qualified last and ran there throughout. Due to the poor running in the season, speculation persisted with Melandri tipped to move to Kawasaki after the summer break in 2008 to form a three bike team alongside John Hopkins and Anthony West, while his current seat was said to be taken over by Sete Gibernau for the second half of the 2008 season. However, on July 27th Ducati Marlboro team boss Livio Suppo confirmed that Marco Melandri would race at Brno, the first race after the 2008 summer break. On 19 August, however, Melandri confirmed he will be joining Kawasaki Racing Team for the 2009 MotoGP season to ride alongside his new teammate John Hopkins. He then ended the season in a lackluster 17th position. The factory’s decision to scale down their MotoGP operation left the Italian in limbo over the winter. An agreement was eventually found, with the Hayate Racing team now running Melandri in a single-rider effort for the 2009 campaign.
Career summary
* 1996: 13th in 125cc Honda Trophy with Honda * 1997: 1st in 125cc Italian Championship with Honda, 1st in 125cc Honda Trophy with Honda, 4th in European 125cc Championship with Honda * 1998: 3rd in 125cc World Championship with Benetton Playlife (Honda) * 1999: 2nd in 125cc World Championship with Benetton Playlife (Honda) * 2000: 5th in 250cc World Championship with Blu Aprilia Team (Aprilia) * 2001: 3rd in 250cc World Championship with MS Aprilia Racing (Aprilia) * 2002: 1st in 250cc World Championship with MS Aprilia Racing (Aprilia) * 2003: 15th in MotoGP World Championship with Fortuna Yamaha Team (Yamaha) * 2004: 12th in MotoGP World Championship with Fortuna Gauloises Tech 3 (Yamaha) * 2005: 2nd in MotoGP World Championship with MoviStar Honda MotoGP (Honda) * 2006: 4th in MotoGP World Championship with Fortuna Honda (Honda) * 2007: 5th in MotoGP World Championship with Honda Gresini (Honda) * 2008: 17th in MotoGP World Championship with Ducati Marlboro Team (Ducati) * 2009: MotoGP World Championship with Hayate Racing Team (Kawasaki)
Personal opinion: a nice looking guy, did a full season in WSBK in 2004, for Renegade alongside Noriyuki Haga. He was 8th overall with a best of 3rd, but it would be unfair not to mention his impressive victory in a British Superbike race at Brands Hatch on one of the team's 3 ventures into the series. In torrential rain, this was the only Ducati win in the series all year, even though this was the title-winning bike in both 2003 (Shane "Shakey" Byrne) and 2005 (Gregorio Lavilla). And a very impressive career BSB, he already has 1 podium this year, came 3rd in race 2 – Philip Island- Australia.
LEON HASLAM - RD 1 PHILLIP ISLAND
Leon Haslam - Portimao Test 2009
History- from:http://www.leonhaslam.com
NAME: Leon Haslam
DOB: 31 May 1983
PLACE OF BIRTH: England
HOME TOWN: Smalley, Derbyshire
HEIGHT: 5'7"
WEIGHT: 67 kg
MARITAL STATUS: Girlfriend, Oli
HAIR COLOUR: Brown
EYE COLOUR: Green
NICKNAMES: Pocket Rocket or Unibrow
FAVORITE FOOD: Fajita's or Pizza
FAVORITE DRINK: Banana Milkshake
OWN CAR: Ford-Ranger Thunder
OWN MOTORCYCLE: 999 Ducati
FIRST ROAD RACE: Brands Hatch 1997
FIRST WIN: Silverstone 1998
FAVORITE UK CIRCUIT: Cadwell Park
FAVORITE WORLD CIRCUIT: Phillip Island, Australia
MOST SUCCESFUL SEASON: BSB 2006
BEST MOMENTS: Five BSB wins from seven races at the end of 2008
FAVORITE RACE IN YOUR CAREER: Win and last lap challenge at croft wet race 2006 and BSB 2005- Oulton Park, when I had to start from pit lane
AMBITIONS: To be MotoGP Champion
FAVORITE ALL TIME RIDERS: Valentino Rossi, Ron Haslam, Freddie Spencer
MOST RESPECTED RIVAL: Jeremy McWilliams
SPORTS HERO FROM ANOTHER SPORT: Eric Cantona
LIKES: Rambo films and honest people
DISLIKES: Broccoli and people who lie and are two faced
AIMS FOR 2009: To establish myself and team as WSB front runners
THOUGHTS ON WORLD SUPERBIKES: "We've got a tough year ahead but Stiggy has assembled a very good team and very good machinery."
CAREER HIGHLIGHTS:
1995: National Young Motocross Champion 1997: Scooter Championship at age 14 1998: Young Rider of the Year Award - MCN 1999: Winner Under 23 British Championship 2001: Youngest ever rider to compete in 500cc World Championship 2002:7th in Portugal in debut season in 250cc GP class 2003: 12th in British Superbike Championship 2004: Winner of BSB race at Brands Hatch and named 'Rookie of the Year ' 2005:4th in British Superbike Championship 2006: 2nd in British Superbike Championship Man of the Year 2006 Rider's Rider of the Year 2006 2007: 3rd in British Superbike Championship 2008: 2nd in British Superbike Championship
Personal opinion: Had a pretty good year last year, considering he didn’t know most of the tracks, the winter training didn’t go as well, since his fight with his team mate Collins Edwards he had a lot of bad luck, a very bad crash in the test in Sapang, that left him a bite shaken, and now had another bad crash in Jerez, I hope he will sort the problems he has with Edwards and his luck changes. Or maybe if he strips less (not that I mind so much if he does…) and plays the piano less he will win more.
James Toseland Vs Tiff Needell
James Toseland on BBC Sports Personality Of The Year 2007
In Short - from: http://www.jamestoseland.com
James Toseland is Britain’s only MotoGP contender in the 2008 series and is already being hailed as the next Barry Sheene. The 27-year-old became the youngest-ever World Superbike Champion at just 23 years old and claimed the title again in 2007 before making the step into motorcycle racing’s premier class.
James Toseland Biography
James Toseland, World Superbike Champion at just 23 years old, has rocketed into a league of biking legends, following in the footsteps of Carl Fogarty, Troy Bayliss and Neil Hodgson.
Despite his relative youth, the Doncaster-born rider has more racing experience under his leathers than some of the series' other veterans. Early competition in trials and motocross awarded him an impressive haul of trophies and ultimately laid the foundations of a promising career in road racing.
James quickly worked his way up through the ranks of 125cc racing and into British Supersport and shone in the European Championship. However, it was in 1998, at the tender age of 17, when he was given his big break and was chosen by Castrol Honda to ride the CBR600 in the World Supersport series.
Never one to turn down a challenge, over the next two seasons, James finished 18th and 11th overall before returning to Britain to ride in the 2000 British Superbike Championship.
Despite missing almost half the season through injury, the Yorkshireman finished 12th and was quickly snapped-up by GSE Racing for its World Superbike campaign. An impressive 13th place in the 2001 series, including sixth at Brands Hatch, was enough to confirm the rider as a clear World Superbike contender.
Since then, James has emerged as a world-class rider. In only his second year in the World Superbike series in 2002, he made his name as a regular top-six finisher and scored his first-ever podium finish at Assen. In 2003, he ended fellow Brit Hodgson's winning streak with an impressive win at Oschersleben and earned his first pole position in the final round at Magny-Cours.
An extraordinary 2004 season with Ducati followed, with James making the history books as the youngest-ever World Superbike Champion. Despite a relatively tough 2005 season with the Ducati team - when he finished fourth overall - James bounced back in 2006 to take second position overall with Winston Ten Kate Honda.
2007 heralded his seventh consecutive, and final year as a permanent fixture on the Superbike grid - this time with HANNspree Ten Kate Honda. After a thrilling season of racing, James once again lifted the World Superbike crown, with a winning margin of just two points over Noriyuki Haga. The win ensured James left the World Superbike stage in the best possible manner.
From Wikipedia, the free encyclopedia
2008
Toseland was again linked with the Pramac d'Antin MotoGP team, although rumours had also abounded of a ride with a Honda outfit, and even of Ten Kate Racing making the step up to the premier class and taking Toseland with them. But eventually Toseland confirmed a move to MotoGP for 2008 on 1 August 2007 when he announced that he had signed a one-year contract with factory supported Yamaha team Tech 3. For 2008 Tech 3 switched from Dunlop to Michelin tyres it was also confirmed that Toseland's teammate would be Colin Edwards. Toseland has signed a deal with British leather company BKS to supply him with suits whilst competing in the 2008 MotoGP world championship.
Facing eight unknown tracks, Toseland had reason to expect a tough season, but he was immediately more competitive than expected. He qualified in second place and finished sixth in the opening race in Qatar on the 9th March 2008.
He then qualified in 8th place and finished sixth in Jerez on the 30th March despite suffering from bronchitis.
Toseland has shrugged off criticism from fellow MotoGP riders about his aggressive riding style. Chris Vermeulen,Andrea Dovizioso and world champion Casey Stoner have both been vocal in their displeasure of Toseland's aggressive overtaking moves. James has downplayed the talk and stated that his moves are "hard but fair", and that it is his job to overtake his rivals when he has the chance to do so.
Before the British MotoGP round at Donington Park, Toseland said that if he was to be the first Briton to win in 27 years at the top level that he would strip naked on the ride back to the pits. However, he crashed in the first corner of the race, but picked his bike up to finish in 17th place, his worst finish of the season to that point, over a lap behind the winner Casey Stoner.
Toseland struggled through the middle part of the season for top 10 finishes, achieving two 9th places (Holland and the United States). One of James's better showings was at Brno where he finished 13th, ahead of his team mate Colin Edwards. Amidst Bridgestone dominance he was the third-highest finisher on Michelin tires, the first being Andrea Dovizioso placed in 9th. At Phillip Island he ran 3rd for a while but ultimately faded to 6th after frantic battles with the works Yamahas of Valentino Rossi and Jorge Lorenzo, plus Dovizioso and Shinya Nakano.
Overall Toseland had a very mixed first year in the Moto GP class, finishing 11th overall in the championship with 105 points. Inconsistency was one of the main problems, with Toseland unable to record regular top 10 results despite having only 2 DNF's.
2009
It was confirmed that Toseland would stay on for 2009 with the Tech 3 Yamaha team, racing alongside Colin Edwards as he did in 2008, after the team extended Toseland's current deal 2 races into the 2008 season. Yamaha have also decided to continue their relationship with the Tech 3 brand through to 2010.
In pre-season testing Toseland suffered a major accident and was diagnosed with concussion.
Personal opinion: a very good rider and a very nice guy, hope that the trouble he had with his team meat Tosland- will burn a fire under his wheels and help him win more races.
(from: http://www.colinedwards.info/) Colin Edwards Jr. born on February 27th, 1974 in Houston, Texas is an outstanding American motorcycle road racer. Nicknamed as "Texas Tornado", Edwards Jr. won two World Superbike Championships in 2000 and 2002.
Mounting his first bike at the age of three, little Edwards quickly mastered the art of racing and won Motocross trophies the very next year. His father Colin Edwards Sr. an Australian by birth was himself a great motorcycle racer, who wielded tremendous influence over him and shaped his racing career during his growing years. Over the next ten years, Edwards Jr. won several races in 50cc to 80cc categories in local, regional and national events.
In 1992 eighteen-year-old Colin Edwards Jr. entered the AMA 250cc National Series; and racing for South West Motorsports he won the national title incredibly winning five of the nine races. He beat Kenny Roberts Jr. For the next two years riding for Vance and Hines on a Yamaha in the AMA Superbike series, Edwards Jr. finished 6th in 1993 and slightly bettering his performance he finished 5th in 1994. His 1995 season with Yamaha was a disappointing one as he struggled to find his touch in the World Superbike series.
Colin Edwards Jr. greatly improvising on his racing abilities finished the 1996 World Superbike series in 6th position. That very year Colin teamed up with Noriyuki Haga to take his first international victory in the Suzuka 8 Hours endurance race and repeated the feat twice - with Valentino Rossi in 2001 and with late Daijiro Kato in 2002.
In 1998 switching over to Honda, Edwards Jr. finished the season in 5th position and greatly improving he finished second in 1999. Maintaining his great performance Colin Edwards Jr. won the World Superbike Championship title in 2000. Having failed to retain his title the following year, Edwards Jr. displayed his fighting spirit and recaptured his crown in 2002.
Racing for Aprilia team, Edwards Jr. entered the MotoGP season in 2003 on high hopes and finished in 13th position. The following year he greatly improved his performance. Riding for Honda team Edwards Jr. achieved two podium positions and finished 5th in championship positions. Colin later joined World Champion Rossi for the 2005 season riding for the Gauloises Yamaha Team.
Colin Edwards Jr. is currently riding a Yamaha 2007 spec YZR-M1 motorcycle in the 2007 MotoGP season. He is yet to realize his dream of winning the world championship title.
Colin Edwards Jr. is married to Alyssia and has a daughter named Gracie Kayte.
Career Highlights (from: http://www.yamaha-racing.com/Racing/motogp/rider_team/edwards.jsp#)
Personal opinion: rids on a new bike in the series, it is obvious there is still a lot of work still needed to be done on it for it to be fully competitive, a specially with Spies in Haga in the front, but he did improve his results from round 1 in Australia in the race in Qatar, so I wish him luck in the rest of the season and hope he will be able to improve even more in the races to come.
Rubén Xaus Vs Norino Brignola Monza 2006
from: http://www.ducati.com/xaus/story1.jhtml
Ruben was born in Barcelona on the 18th February 1978. His father, who had competed in amateur motorcycle “mountain” races, was probably Ruben’s biggest influence and had Ruben on a 25cc Montesa by the time he was 5 years old! From that day he taught Ruben how to ride and encouraged him to perfect his riding by practicing endlessly on dirt bikes. At the age of 8 he progressed to a KX60 and then by 11 a KX80.
At the age of 14 he was ready for a bigger dirt bike but his father had a different idea: “Let's go road racing.” With his father’s mechanical knowledge and the help of friends, Ruben started his road racing career at 14 years old in the 125 Championship of Catalonia. Hungry for racing experience, he continued into 1993, taking part in the Solo Moto 125 Criterium and winning the 80cc Supermotard Championship of Catalonia. Ruben was ready for big bike action.
In 1994, his first year competing on a large-capacity 4-stroke bike and at high-level competition, he entered the intensely competitive Spanish Open Ducados Supersport Championship and finished a very creditable 17th. Suddenly, he was making a name for himself in Spanish motorcycle sport and in 1995 he finished 3rd in the Ducados Supersport Championship, 12th in the FIM Thunderbike Trophy and had 4 races in the 250 Grand Prix with the Fortuna Pons Team aboard an NSR 250.
Ruben improved on his Thunderbike Trophy result by finishing 6th in the series in ’96 before underlining his talent in the 600cc class with a final placing of 12th in the ’97 World Supersport series. It was also in this year that he had his first major win whilst competing in the 35th Montjuic 24 Hour Race at his home circuit of Catalunya.
Keen to progress into Superbike, Ruben decided to compete in the German Pro-Superbike Championship in 1998 on the Team Alpha Technik Suzuki GSXR 750. The experience he gained by finishing 6th in this highly competitive championship convinced him that he was going in the right direction. Superbike was definitely what he wanted but he wanted it at world level with a Factory Team. The only way to get to there was to be by proving himself in World Supersport first.
In '99 he moved into the World Supersport Championship with the Dee Cee Jeans Team and certainly proved his potential with a fine 5th in the series enjoying, also, his first win at world level at the Misano circuit. His efforts were recognized and rewarded with a place in the Factory Ducati Infostrada Team for the 2000 World Supersport Championship. Ruben would now have new pressures to deal with: the enviable pressure of being a "Factory Rider" with a major manufacturer. If he was under pressure, he didn't let it show! He soon adapted to the Ducati 748 and finished 7th in the world as well as chalking up his 2nd win at this level in a fantastic race at the Assen circuit in Holland. Once again recognised for his "Foggy"-like focus, determination, and a race maturity beyond his years, his initial goal was about to be achieved: to compete in the World Superbike Championship as a "Factory Rider".
In 2001, Ruben lined up against the world's best aboard the Team Ducati Infostrada 996R and picked up where he left off in World Supersport in 2000 - building on his experiences and gradually improving his standings. Through the middle of the year, Ruben had mostly top 10 finishes...and a handful of crashes. The signs were there, however: Ruben was testing his limits and when he didn't end up on the ground, he was being rewarded with solid results.
The turnaround came in race 1 at Oschersleben. Ruben achieved his first finish on the podium as a World Superbike rider by finishing second to world champion, Colin Edwards. In race 2 of the same day, he reversed that result to become the first-ever Spanish rider to score a victory in World Superbike. From that race forward, he finished every race of the remaining season on the podium. Everything had come together: the crew, the bike, the tyres, and most importantly: Ruben's confidence and skill. Nobody in World Superbike wanted the 2002 season to start more than Ruben did... with the exception, maybe, of all his fans!
In 2002, Ruben continued with Team Ducati Infostrada aboard the 998F02. In the second race of the season at Phillip Island, Ruben podiumed twice; it was a great start in which he'd find himself stepping up to the podium an incredible 10 times during the season. Not even the race retirements scattered throughout the season could reduce his confidence in himself or his machine. Except for the retirements, Ruben always finished inside the top 10.
One of the most memorable races in SBK history was also the finale for 2002, a race in which Troy Bayliss and Colin Edwards battled for the number 1 plate. Ruben ran with the two champions and did his best to help his teammate, but was ultimately unable to affect the outcome. Still, his fighting spirit shone through as he finished third in both hotly contested races.
2003 was to be Ruben's third full year as a World Superbike rider but this time it would be on a brand new model, the Ducati 999. The beautiful new Team Ducati Fila machine was to serve him well as he continued to be an official factory rider.
Personal opinion: a good rider, hope he will manage to be on the podium on a dray rain. Wishing him a better luck next year.
Chris Vermulen - Impossible Slide!
Chris Vermeulen Safe
Riding Commercial
Chris Vermeulen Bio
from: http://www.chrisvermeulen.com
Bio details
Born:
19/6/1982 - Brisbane Australia
Lives:
Andorra
Occupation:
MotoGP rider
I lived most of my life at Yandina, where my family own the bakery. My dad loved riding and racing bikes and bought me my first motor bike, a Yamaha Pee Wee 50, as a present for my first birthday. I would hound dad to take me riding every day and he’d sit on the back of the bike and teach how to ride and use the controls.
When dad was at work, I would rip around on my pushy and when I was about two and a half years old, I could ride it well enough to take the training wheels off. On that same day, I rode my motor bike solo for the first time. By the time I was three, I wanted to ride trials bikes like my dad and I was convinced I would one day enter trials competitions.
Lessons from dad
My first solo ride
At six years of age I started to race BMX and although I loved it, I pretty soon figured out that it would be heaps more fun with a motor instead of pedal power, a concept that took my mum about 5 years to agree with. The pinnacle of my BMX career was to finish second in the Queensland BMX Championship in 1992.
Although I had trials bikes all through this period, my real conversion from BMX to motor bike racing really happened when with mum and dad took me to a Christmas party at the local Kawasaki dealership in Nambour and I spent the whole time drooling and climbing all over the then new KX 60.
I had to have it and my powers of persuasion worked overtime until I was able to convince mum and dad to allow me to sell my trials bike and put the money toward my first motocross bike, a brand new KX60.
Getting BMX air
My new KX60
My first ever motor bike racing experience was at a local country track at Kilcoy, where I competed in motocross and dirt track on the same day. I can’t remember how I went, but I do remember loving every minute of it.
After that day, it was hard to get me off the bike and I practiced around the paddocks at home from dawn till dark. I continued racing both motocross and dirt track, but enjoyed dirt track racing more, because I loved the speed. During those dirt track years, I won ??? state titles and was second to Broc Parkes in 4 Australian titles.
Road racing was always something that intrigued me. My whole family would watch the grand prix and world superbike races, cheering on our heroes, Gardner and Doohan. I would sit there and quietly dream and scheme about how I would do that myself one day. The need for speed was taking over.
Mum and dad bought me an old 125 grand prix bike, but I was too young to race and could only practice. I was fifteen and busting to become sixteen so I could start racing, when the first junior road racing class for fourteen to sixteen year olds was introduced. I jumped straight into it and once again, mum and dad sprung for a bike, a Moriwaki 80cc. I raced it twice in the juniors before I turned 16 and won both times.
In 1998, my first year of senior racing I found myself piloting a 600 super sport bike and a 250 grand prix bike at the same meetings. Very intense and very busy, but a fast learning curve.
Because I had ridden well in the first few races, engine tuner Kev Marshall convinced Yamaha to supply me with an R1 to compete in the Australian Super Bike Championship for the 1999 season. This was a massive step up in power and the calibre of competition. I knew I would have to be on my game if I was to impress.
My Yamaha R1 - Aust Superbikes 99
In that same year, I also got the opportunity to ride in the Asian 250cc Championship for Suzuki Malaysia under the guidance of Barry Leong. This was really cool at the time; because I had moderate success and was able to use the prize money I won in Asia to help mum and dad meet the costs of my Australian Super Bike campaign.
Me & Barry Leong on the grid in Malaysia
Although 1999 was incredibly exciting and busy with lots of different racing, it was a watershed year for me career wise, because it was that year I met Barry Sheene. Barry and I seemed to click straight away and he immediately stepped in to help me get organised with some sponsors and give me the benefit of his vast experience. It was at his suggestion, that I packed up and headed off to England to try my luck in the 2000 British Super Sport and Super Stock Championships.
Barry Sheene
Barry was an amazing person. He was irreverent and cheeky, but he knew bike racing back to front and inside out and was in my opinion, the first of the modern breed of bike racer. Barry knew there was a lot more to racing than what happened on the track and his invaluable advice about what to expect and how to handle it, has stood me in good stead. He was a true friend until the end and apart from mum and dad, is the person who has helped me most in my racing career. I miss him, as many do.
England was an eye opener and the racing very tough. It was a big learning curve and a step up in intensity. I was happy to learn as much as I did that year, and finish 4th in Super Stock and 5th in Super Sport.
Late in 2000, the Castrol Honda World Super Sport team needed a rider for the last 3 races and I got the nod. I did well enough in all 3 rides to secure the job as team rider for the 2001 season.
Although it started out well, 2001 is a year I would rather forget. The bike wasn’t on the pace and we had tyre problems all season. I finished 17th and learnt the humility that comes with not winning.
In hindsight, 2001 hardened me up and I knew I had to really focus and get everything right if I was to make my new career successful. I had always trained hard to be fit enough to race at the top level, but my training efforts intensified in my quest for better performance.
Castrol Honda World Super Sport bike 2000
2002 was a much better year. I was asked to ride for the Van Zon Honda World Super Sport team out of Belgium, which was a satellite Ten Kate team. I had a fairly good year and finished 7th in the World Super Sport Championship.
My Van Zon Honda 600 Super Sport bike
The Ten Kate boys signed me for their official team in 2003 and what a year it was. I was fit, on a great bike with a great team and with it all coming together so well, I really honed my racing skills.
I had dreamed of one day of being world champion and 2003 was the year my dreams were realised. When handed the trophy, I couldn’t help think what an amazing journey I had been on since those days belting around paddocks and dirt tracks on my Pee Wee 50.
2003 World Super Sport Champion
In 2004 Ten Kate took a one bike team into World Super Bike and I was the pilot. I had the whole team’s resources behind me and we made big advances in developing the new bike. We won quite a few races and I finished 4th in the world championship.
My first Ten Kate Super Bike – 2004
In 2005, I stayed with Ten Kate Honda in World Superbike, but this time I had a team mate, fellow aussie Karl Muggeridge. I had a good year, finishing a narrow 2nd in the world championship to Troy Corser. I also got a ride in the Suzuka 8 hour endurance race on the factory Honda. What a bike! I wanted more of this factory support and my thoughts were starting to turn to MotoGP.
On the podium at Imola - World Superbike 2005
My chance came in late 2005 when Troy Bayliss busted himself up riding his motocross bike and I got offered the fill in ride on his Camel Honda alongside his team mate Alex Barros. I competed in the grand prix at Phillip Island and Istanbul and finished 11th in both races. I was happy with those results, as I had never even sat on a MotoGP bike before that Phillip Island race and those 990’s were real beasts.
My first MotoGP ride at Phillip Island
Beasts they might have been, but the power to deliver the speed I had always craved was in my right hand and the exhilaration of winding on the throttle on a MotoGP bike took my breath away. I knew I had arrived where I wanted to be.
I secured a full time GP ride for the 2006 season with the Rizla Suzuki MotoGP team on the GSVR990. I knew it would be tough as Suzuki hadn’t won for some time, but I was excited at the prospect of being part of the development of their GP bike. My first season had mixed results. I claimed two pole positions and my best effort was second at my home grand prix at Phillip Island. I finished the season in 11th place, but was happy with what I had learnt in my rookie year.
2nd at Phillip Island in 2006
2007 saw the introduction of the 800cc GP bikes and they required a different riding style to the big 990’s. Traction control was improving and the name of the game was maintaining corner speed, rather than harnessing brute power. I adapted well and won my first MotoGP race at Le Mans in France in May 2007. It was Suzuki’s first victory in the four stroke category and standing on top of the podium filled me with pride.
My first MotoGP Victory at Le Mans
That victory was in the rain and because of it and other good performances in the wet, the commentators labelled me the “Wet Weather Specialist” and said that “I loved riding in the rain”.
Let me clear this up once and for all. I HATE RIDING IN THE RAIN. Maybe I handle it better than the other guys because my dirt track background taught me how handle the bike moving and sliding under me, but I don’t really like it. Give me a dry track any day!
I finished the 2007 season in 6th place, with three other podium finishes apart from the victory in France and was hopeful of further improvement in 2008.
I really don't like riding in the rain but I'm good at it
Despite my resolve to push harder in 2008, it turned out to be almost as tough as my nightmare year in 2001. Despite Suzuki’s and my teams best efforts, my bike lacked power in the straights and the ability to maintain speed in long fast corners. Racing bikes at the top level is all about tenths of a second and we worked very hard to rectify these problems, but just couldn’t find that extra 1% needed to be competitive. Despite this, I had two podium finishes for the year, 3rd places at Sachsenring and Laguna Seca and finished the year in 8th position overall.
Looking for that extra 1%
Much of our racing is in Europe, so I am based in Andorra, a small principality between Spain and France. I like living in Europe and travelling the GP circuit, but I can’t wait to come back to Australia for a couple months in the off season to spend Christmas with my family and friends.
Family - Sheree, Jess, Peter (dad), Renita, Julie (mum) & me
It’s during my time in Australia in the off season that I really step up my training. My fitness regime consists of running, cycling, mountain biking, ski paddling, surfing, ocean swimming and motocross.
Training - Beach running & swimming
My new Specialized S-Works mountain bike
My other interests outside bike racing are typical aussie boy stuff, old hot rod cars, sailing, boating & fishing.
Dad and I built my 1954 Ford F100 Ute
I love sailing – perfect relaxation
I am really looking forward to the 2009 season. The last round of testing we did with the parts that will go into the 09 bike was very encouraging and hopefully the controlled tyre rule will make the racing closer and more competitive.
Have a great year and thanks for being interested in my career.
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