The latest round of the MotoGP World Championship sees an exciting new track join the MotoGP calendar, with the Indianapolis Motor Speedway hosting its first ever World Championship race. The Red Bull Indianapolis Grand Prix is one of the most eagerly awaited events of the year, and the second visit stateside for the MotoGP riders.

Taking place on September 14th, the maiden Indianapolis race promises to be a late-summer blockbuster, with the previous thirteen rounds having provided some breathtaking and unpredictable action. The 2008 world title still up for grabs, the riders will, as always, be going all-out for victory and the honour of becoming the first winner of the Red Bull Indianapolis Grand Prix.

Series leader Valentino Rossi has made a career out of breaking records and reaching new milestones, and on September 14th he has another possibility of prestige; Following victory at Misano, Indianapolis is now the only circuit on the calendar at which `The Doctor´ has not crossed the line first. Last time out, Rossi took Italy´s 700th Grand Prix victory, broke his Misano jinx and equalled the record for premier class wins set by MotoGP Legend Giacomo Agostini but, most importantly, he also edged one step closer to a sixth MotoGP World Championship.

Three wins for Rossi in as many races have extended his lead in the overall classification, making things difficult for title rival Casey Stoner. The gap between the two stands at 75 points, with Stoner having crashed out of the last two Grands Prix, whilst pushing for victory. The Australian is not one to give up, taking a seventh consecutive pole at Misano despite a re-opening of a scaphoid injury, and needs to put points on the board at each of the remaining rounds if he is to reel in his Fiat Yamaha nemesis. The reigning World Champion had the battle of the season with Rossi at the last American race in Laguna Seca, and the title fight could provide fans with an instant classic at Indianapolis.

Whilst the gap between Rossi and Stoner has been extended in recent weeks, that which separates the Ducati rider from Repsol Honda´s Dani Pedrosa has been reduced to just two points. The Spaniard will be making his debut on Bridgestone tyres at the Indianapolis race, having announced a shock switch from Michelin immediately after the San Marino showdown. He has had just five hours of testing time with the new rubber.

Jorge Lorenzo lies fourth in the standings after his podium return, the runner-up behind Fiat Yamaha teammate Rossi last time out. He in turn leads fellow MotoGP rookie Andrea Dovizioso and Rizla Suzuki´s Chris Vermeulen in the top six.

Colin Edwards is the highest placing home rider heading to the Red Bull Indianapolis Grand Prix, ahead of Shinya Nakano, Loris Capirossi and his own Tech 3 Yamaha teammate James Toseland. There is no space in the top ten for 2006 World Champion and the man who inaugurated the new circuit, Nicky Hayden, with the rider from nearby Owensboro, Kentucky, having missed the last two races with a heel injury.

The only rider competing at Indianapolis to have experience of the track with an 800cc bike (Hayden´s laps at the IMS Speedway came onboard a Honda CBR1000 and a 1909 Indian, respectively) Ben Spies makes what is scheduled to be his final wildcard appearance of the year for Rizla Suzuki. The reigning AMA Superbike champion is angling for a regular MotoGP ride in 2009, and a strong showing in his third World Championship race could further attract interest from a number of teams.

The Indianapolis Motor Speedway is one of the most famous racing circuits in the world, and the site of the largest single-day sporting event; the Indy 500. The first event held at the `Brickyard´, so called because of its original track surface, was a motorcycle race, but since then it has become predominantly a car-racing venue.

The new 2,618 mile course designed for the arrival of the Red Bull Indianapolis Grand Prix was completed earlier this year, and includes parts of both the existing oval and Formula 1 tracks, most notably the photogenic `line of bricks´ that marks the start/finish line.

Running in an anticlockwise direction, the track does not, however, use any of the banked corners present on the oval circuit.

The Red Bull Indianapolis Grand Prix takes place on September 14th, with the first MotoGP practice sessions at the IMS track occurring on the preceding Friday.

Keputusan Pedrosa untuk beralih ke Bridgestone setelah GP San Marino terasa mengejutkan. Bukan hanya karena seri tinggal tersisa lima lagi, tapi juga karena hubungan panjang Honda dengan Michelin.

Meski demikian, Doohan yang setia membela Honda sepanjang karirnya di kelas utama (1989-1999) menyatakan dukungannya kepada Pedrosa. Dia bahkan memuji Pedrosa karena sudah bisa memimpin timnya untuk melakukan perubahan.

“Saya pikir memang begitu seharusnya. Dia adalah harapan utama mereka (Honda) dan saya pikir mungkin itulah yang harus dilakukan Honda,” ucap Doohan seperti dikutip dari Autosport, Kamis (3/9/2008).

“Tim itu, meski diisi oleh orang-orang yang baik tapi saya pikir tak ada pemimpin sejati di antara mereka dan saya pikir Pedrosa pada dasarnya harus bisa jadi setangguh mungkin dan membawa timnya ke arah yang diperlukan. Pembalap umumnya adalah komponen kunci dari tim. Kalau pembalap tak bisa membuat keputusan maka tak ada siapapun yang bisa memutuskan untuk mereka,” analisa dia.

Perubahan itu juga diyakini Doohan bakal membawa angin segar dan hasil positif buat Honda yang disebutnya butuh kemenangan demi tampil lebih kompetitif –pabrikan tersebut saat ini ada di posisi tiga klasemen konstruktor di bawah Yamaha dan Ducati.

Buat Pedrosa sendiri pergantian ban disebut Doohan bakal butuh masa transisi. Namun, hal itu akan terbantu dengan keputusan Honda yang sudah melengkapi Honda Gresini dengan ban Bridgstone.

Dampaknya mungkin tak bakal langsung terasa buat Pedrosa di musim ini. Tapi pembalap Spanyol itu diyakini Doohan bakal tampil lebih percaya diri, dengan ban baru, musim depan sehingga jadi penantang kuat juara dunia.

“Dia adalah favorit kuat tahun ini jadi Anda berharap dia akan kembali jadi kandidat tahun depan,” demikian Doohan.

The inaugural Red Bull Indianapolis Grand Prix is just over a week away and readers of the popular American magazine Men´s Vogue have been given an up close and personal profile of one of MotoGP´s most presentable characters – Kentucky-born 2006 World Champion Nicky Hayden.

The fashionable monthly title recalls Hayden´s rise to prominence as an 18 year-old Rookie of the Year in the AMA Grand National Championship, the youngest-ever AMA Superbike champion at 21 and the MotoGP title-winner two years ago, when he ended Valentino Rossi´s five-year period of dominance in the World´s most prestigious road-racing series.

In the interview, former dirt-tracker Hayden commented on his recent bad luck and gave a typically down-to-earth view on how to deal with adversity, when he said, `You know, there are times when you get hot and rolling and then you have a few injuries or whatnot and get the ball against you. You got to be a hard-headed hard-ass.´

Hayden´s brothers Tommy and Roger Lee – both AMA riders – with whom Nicky shares a house in California, where they train and ride supermoto, also get a mention.

When Men´s Vogue enquired as to why all-American star Hayden rides in the World Championship when he is such a fan of his own country and could bring home a healthy wage in a domestic U.S. series, the Repsol Honda rider responded, `I like to go toe-to-toe with the baddest boys on the baddest bikes in the world.´

`The tracks are better. There´s more passion. MotoGP has got a bigger audience. I really enjoy racing in front of that audience.´

Hayden will ride at his home race on 14th September at the Red Bull Indianapolis Grand Prix, just a three hour drive from where he grew up in Owensboro, Kentucky.

Fans who want to see the Men´s Vogue portrait of Hayden in full can visit Men´s Vogue Online.

The MotoGP fraternity have responded generously to a request from San Carlo Honda Gresini for merchandise to be auctioned to raise funds to support the family of the late 2001 250cc World Champion, Daijiro Kato.

The Japanese rider, who tragically died in an accident at Suzuka in a MotoGP World Championship race in 2003, was fondly remembered at the commemorative DediKato event last week at Misano, with the likes of Dorna CEO Carmelo Ezpeleta, Valentino Rossi and Loris Capirossi in attendance alongside a number of additional MotoGP riders.

The Honda Gresini team – for whom Kato was riding when he was killed – have this week launched an online auction on eBay to raise scholarship funds for the MotoGP Legend´s two young sons, with other teams giving generously and providing a vast array of signed rider memorabilia.

Fans wishing to bid for auction items, including signed boots used in Grands Prix by the likes of Valentino Rossi and Dani Pedrosa and racing boots used by Kato himself, can visit www.dedikato.com, where there is a direct link to the relevant eBay page.

Following a difficult start to the year Toni Elias is one of the form riders in the MotoGP World Championship at present, with his Brno and Misano rostrum runs making him hot property in the rider market.

The likeable Barcelona man initially struggled to settle with new employers Alice Team at the beginning of the year, as he – like fellow new arrivals at Ducati Marco Melandri and Sylvain Guintoli – failed to get to grips with the Desmosedici GP8 early in the season.

Disqualification in a difficult home GP at Barcelona was a low point for the former Honda Gresini man, but some long discussions with Ducati Corse boss Filippo Preziosi at the post-race Catalunya test and some subsequent machinery updates have turned Elias´ season around.

A good ride to seventh place at Laguna Seca has been followed up by two excellent showings at the last two rounds, moving Elias up to twelfth in the general standings with the top ten well within his grasp.

Alice Team boss Paolo Campinoti, who took over the reigns from Luis d´Antin earlier this season, is understandably delighted with the 25 year-old´s form.

The Italian manager commented, `Fortunately this good period we are having goes on and I hope we can continue this in the future. He is improving race by race and this was another good one. It was a good fight. It is very good for us to keep going in this way.´

On Elias´ upturn in form Campinoti added, `I think Toni is more confident on the bike and he has really improved. I think it is normal to have a few problems at the beginning so hopefully in the future he will continue like this.´

Elias has been linked with a possible move onto Kawasaki machinery in 2009 and himself joked, `I am free if somebody wants me´ after the race at Misano on Sunday, but Campinoti wants to retain his services if possible – whereas Sylvain Guintoli is unlikely to feature for the team next season.

Campinoti said of the situation, `It is not clear yet. I am doing my best to confirm Toni, but with the other rider it is too early to decide. It is not so probable that Sylvain will remain with us.´

While tyres change from session to session, brakes can be replaced if they are damaged or become wet – though they are more permanent elements of a riders armoury and are just as important in allowing him to take corners at the optimum speed and angle.

Braking patterns, in equal measure to pure acceleration, dictate how races are won and lost as a rider’s skill and the reliability of his brakes allow him to run the fastest race line and outmanoeuvre his opponents.

Corner Speeds

Evermore so in the new era of 800cc machinery, corner speeds are crucial to success in MotoGP. If a rider can apply his brakes later and at a higher speed than his fellow competitors he can overtake those in front of him and lap quicker than the rest of the grid.

The front end brakes do most of the stopping work, with riders controlling their cornering mainly through the leading tyre and as much as 90% of the bike’s weight transferred through the front wheel as its brakes are applied. Therefore it is not uncommon to see the back wheel leave the ground (fish-tailing) and the rear wheel and brakes do much less to guide the bike while the front brake is being used.

Carbon or Steel

MotoGP teams use disc brakes on their racebikes, technology which first emerged in the 1970s and has been in development ever since. Early versions of these discs were steel only and did not work very well in rainy conditions, but were later developed to produce progressive braking in both the wet and the dry.

Now, conversely, steel disc brakes are used by MotoGP teams only in the wet as they have a more modern and efficient solution to be used on dry tracks – carbon brakes.

The benefit of carbon discs are that they weigh 750g to 800g for the same diameter as their 1,200g to 1,600g steel discs counterparts. These figures may seem trivial but where cutting edge racing technology is concerned the half kilos soon add up.

Disc brakes consist of a disc which is mounted on the wheel and calipers which are fork mounted and carry the pads. The pads make contact with the discs and slow the rotation of the wheel when the rider applies the brakes. The rider operates the brakes via a standard handlebar mounted lever, but foot or left thumb controlled rear brakes are also used.

Weight Saving

With carbon brakes, the discs, calipers and pads are all lighter and twin disc systems, with a disc on each side of the wheel, are common – so in total carbon discs can save more than two kilos overall.

Less weight means less inertia, which reduces the gyroscopic effect that can counteract the rider’s efforts to get the bike to change direction. This essentially means carbon discs make it easier to change direction as the wheel, particularly the front wheel, is lighter when it has carbon brakes fitted.

Carbon discs can also offer a slight improvement in braking performance and consistency compared to steel systems. Once they reach optimum braking temperature carbon system should feel the same to the rider on lap 25 as it does on lap 2, but with steel discs the feeling the rider has changes over the course of a race.

Although the lighter carbon discs are therefore preferable to their steel alternatives when they are working correctly, they are far more temperature sensitive. Their functionality is virtually nonexistent until the discs and pads are heated to their premium operating temperature, and while they heat up quickly, rider caution is required during sighting and warm-up laps, and even the first couple of corners in a race.

Weather

If the weather is dry and cold, or if the bike is being used on a faster tracks, where the brakes are not applied regularly, the discs can be cooled considerably by airflow so heat shrouds can be fitted to help them maintain heat levels.

But with water involved it is a different story, as carbon discs will not reach their operating temperature and will therefore cease to function correctly in wet conditions.

The solution in this instance is to resort to steel discs and this also requires different calipers and pads which means more weight – and alterations to the bike have to made in a time pressured period so the parts have to be easily detachable.

Carbon brakes are not cheap, mainly because they take around three-six months to make as they have to be cooked and constructed slowly – which combined with their limitations in the rain means they are rarely used on production road bikes.

Friction

The only way to achieve maximum braking and turning efficiency is to couple the work of the discs with friction. Upon applying the brakes, the tyre is pressed against the track, effectively increasing the area in contact with the asphalt and in turn increasing the amount of friction or stopping force which is being applied. If the rider can do this late in the corner, as close to the apex as possible, he spends less time slowing down and reaches the point where he can accelerate out of the corner more quickly than his opponents.

Manufacturers

The brakes used in MotoGP are produced by two companies, Brembo and Nissin, and each set of disc brakes costs several thousand euros. Fortunately for MotoGP teams a bike may only require six to eight carbon discs per season.

MotoGP

(bikes must have 4-stroke engines)

• 2 cylinders or less 133 kg
• 3 cylinders 140.5 kg
• 4 cylinders 148 kg
• 5 cylinders 155.5 kg
• 6 cylinders or more 163 kg

250cc

• 1 cylinder 100kg
• 2 cylinders 100kg

125cc

• Motorcycle + rider 136kg

The teams may add ballast to their bikes to achieve the minimum weights and the weight may be checked at the initial technical control, but the main control of weight is made at the end of practice sessions or at the end of the race. For the 125cc class the weight checked is the total of the rider with full protective clothing plus the weight of the motorcycle.

In normal circumstances each team has two bikes prepared for racing for each rider, so that there is no delay should a problematic bike need to be replaced before a race or before or during a practice or qualifying session. The 2006 season saw the first instance of flag-to-flag racing at the Australian Grand Prix at Phillip Island, during which the MotoGP riders changed machinery mid-race to use bikes with wet tyres.

Showcase Design

Grand Prix bikes are produced to win races and to showcase the design and technological capabilities of their manufacturers. The machines are therefore constructed from expensive, hardwearing and extremely light materials such as titanium and reinforced carbon fibre and benefit from the sort of advanced technology (carbon disk brakes, engine management systems, traction control) which does not feature on regular road bikes.

With millions of fans watching each round of the World Championship, when the bikes are on track they are also showcases for the numerous big brands involved in sponsoring MotoGP teams. Each bike displays a race number at the front and back, and usually features the colours and logos of the respective teams’ main sponsor as well as numerous other logos displaying the names of teams’ sub-sponsors.

The technical regulations to which Grand Prix teams must adhere when they build their bikes for MotoGP competition provide a simple guide to the type of machinery the riders use.

The engine sizes of the bikes permitted in each class are as follows:

• MotoGP – As of the 2007 season, the maximum engine size capacity permitted is 800cc – 2-stroke engines are not allowed
• 250 – Over 175cc up to 250cc – maximum two cylinders
• 125 – Over 80cc up to 125cc – maximum one cylinder

Apart from the displacement and number of cylinders for each class, engine type is restricted to reciprocating piston engines with no super or turbo charging, while the bike may have no more than six gears.

The motorcycles used for MotoGP are purpose-built racing prototypes which are unavailable for purchase by the general public and cannot be legally ridden on public roads.

The Grand Prix Road-Racing World Championship was first organised by the Fédération Internationale de Motocyclisme (FIM) in 1949 and has been administrated by commercial rights owners Dorna Sports under the supervision of the FIM since 1992. It is the oldest motorsport World Championship in existence.

MotoGP began a new era in 2002 when revised regulations allowed for the participation of bikes with four-stroke engines. For the 2007 season the adaptation of MotoGP bikes from 990cc engine capacity to 800cc resulted in an even more exciting spectacle, with higher corner speeds and even more competitive races – patterns which are continuing this year.

Furthermore, in the opening round of 2008, MotoGP become the first motorsports World Championship to host a night-time Grand Prix, with the Losail International Circuit’s state-of-the-art new floodlight system permitting a superb start to the season in Qatar.

Grand Prix Weekends

On a Grand Prix weekend there are three individual races, one for each of MotoGP’s three categories:

• MotoGP – the ultimate test for the finest talents in motorcycle racing, in which maximum engine displacement capacity is now the aforementioned 800cc (four-stroke engines) and the minimum age for riders is 18.
• 250 – the intermediate category where maximum engine displacement capacity is 250cc (twin cylinder engines) and the minimum age for riders is 16.
• 125 – the class which offers young riders the chance to take their first step into Grand Prix, where maximum engine displacement capacity is 125cc (single cylinder engines), the maximum age for riders is 28 (or 25 years of age for wild-card riders or for newly contracted riders participating in a 125cc race for the first time) and the minimum age is 15 years old.

Races begin from a grid which is composed of three starting positions per row (four per row in the 250cc and 125cc classes), with starting places secured by qualifying times – the fastest rider earning the famous pole position. The races can vary between 95km and 130km in distance and usually last approximately 40-45 minutes, each being a spectacular sprint to the finish line, with pit-stops being rare rather than the norm.

Tyre selection is therefore absolutely crucial and is undertaken by the teams following consultation with their riders based on knowledge of the track, weather conditions and the feel of the bike during free practice, qualifying and the pre-race warm-up sessions. A critical balance has to be found between grip and the endurance of the tyre, as soft, ‘gripping’ tyres permit quicker speeds and faster lap times but wear out quickly, whilst harder, less ‘sticky’ tyres last longer but do not assist the rider in achieving maximum velocity.

Riders

The current MotoGP World Champion is Australian Casey Stoner of the Ducati Marlboro team, who sensationally won the 2008 title in just his second season in the premier class – securing ten race wins along the way.

In defending his title in 2008 Stoner is faced with stiff competition from the likes of Valentino Rossi, the five-time MotoGP World Champion, and Dani Pedrosa, last year’s runner-up. Meanwhile, Rossi’s new Fiat Yamaha team-mate Jorge Lorenzo, the reigning 250cc World title holder, and Pedrosa’s Repsol Honda colleague Nicky Hayden, the 2006 MotoGP World Champion, are also stars of the show, with talent in abundance in each case.

Indeed, the level of racing ability throughout the 2008 MotoGP grid is exceptionally high, with the likes of Loris Capirossi, Andrea Dovizioso, Colin Edwards, John Hopkins, Marco Melandri and James Toseland also competing for podium finishes.

In the 250cc category the title race should be wide open this year, following the promotion of the likes of Lorenzo and Dovizioso to MotoGP. A strong Aprilia challenge is presented by Spanish trio Hector Barbera, Alvaro Bautista and Alex Debon, battling with KTM riders Mika Kallio and Hiroshi Aoyama.

In the single cylinder World Championship the current title holder is Hungary’s Gabor Talmacsi, one of the older 125cc competitors, who defends his crown against a plethora of young riding talent in 2008.

The list of participants in each Grand Prix is composed of the permanent riders, contracted and nominated by their teams for the whole season, and wildcard entries – who are often local riders. Approximately 18 participants enter each MotoGP race, about 25 take part in each 250cc race and the 125cc races usually involve around 35 riders. The ages of the Grand Prix riders range from 34 for MotoGP’s Loris Capirossi, down to the previously stated minimum age limit of 15 for the youngsters in 125cc. The youngest regular rider in the championship is Repsol KTM rookie Marc Marquez.

Riders from around the globe take part in the World Championships including the following countries: Australia, Austria, Czech Republic, Finland, France, Germany, Hungary, Indonesia, Italy, Japan, the Netherlands, Republic of Ireland, Romania, San Marino, Spain, Switzerland, Thailand, UK and USA.

For profiles of every rider from all three Grand Prix categories visit our dedicated Riders section.

Not getting carried away with himself after making immediate improvement at Misano, Dani Pedrosa emphasised that his timesheet-topping first session with Bridgestone tyres was a pleasing start to a long road to competitiveness and comfort with his new rubber.

The Spaniard posted a 1´34.652 lap during the Monday session, much faster than anything performed with his Michelin-shod Repsol Honda RC212V on raceday. He dedicated the maiden session with the Japanese tyre fabricant to performing the same kind of adjustments that the likes of 2008 Bridgestone new boy Valentino Rossi had to make at the beginning of the season, with the difference being the proximity of his switch to the next round –September 14th´s Red Bull Indianapolis Grand Prix.

`It´s still very early days with Bridgestone, but overall I´m happy with how this day of testing went,´ began Pedrosa´s assessment of the five hour-long test. `However, getting the right set-up when switching to new tyres takes a lot of work and we need time to adjust our bike and make the whole package perform well.´

The exact designation of Bridgestone technicians has yet to be finalised, but for the Indianapolis date Pedrosa will be aided by former rider-turned-field-engineer Klaus Nohles. Duties for Nohles will be split between the Repsol Honda rider and San Carlo Honda Gresini´s Shinya Nakano, owing to his experience with the factory spec RC212V over the past two races in support of the Japanese veteran. Whilst Nakano will continue to develop the machine as a 2009 satellite version, the crossover in information makes Nohles the immediate choice to help with Pedrosa´s adaptation.

According to Bridgestone senior staff member Thomas Sholtz, there will be no data sharing between the two Honda teams despite their common links.

Pedrosa´s switch appears to be geared towards his own 2009 campaign, although he still has a mathematical possibility of taking a maiden MotoGP World Championship this season.

`I´m pleased with the way the Bridgestone people work and this collaboration should be a fruitful one but, then again, we do need time. I believe this move is important when thinking towards next year,´ concluded Pedrosa.