Tyre tech, electronics hurt overtaking in MotoGP, but development vital for streetbikes

According to a report on Crash.net, Valentino ‘The Doctor’ Rossi believes that the evolution of tyre technology is one reason why MotoGP racing in the 800cc age is not as exciting or spectacular as it was in the 990cc era.

According to Rossi, tyre technology has raised cornering speeds and reduced braking distances. ‘I think that this is mostly to do with the evolution of the tyres. Now we're very fast in the corners and so there is less time to try to overtake,’ says Rossi.

"I want that seventh MotoGP world title...!!'

‘I think that there will be a better show because everyone will have the same tyre. During the last few laps of the race, the bike will move around a bit more and so you will have to go a little bit slower. This will probably produce closer battles. We hope so!’ says Rossi, speaking about how racing might be in the 2009 MotoGP season.

After tyres, the other thing which may be hurting MotoGP, according to Rossi, is the excessive use of electronics. ‘The huge evolution in electronics has levelled the performance of the riders and therefore this has also led to fewer battles,’ he says.

Rossi’s team manager, Davide Brivio agrees that electronics may have made the racing less spectacular, but he also says that electronics may be vital for the development of newer streetbikes ‘Valentino has ‘suffered’ as a result of the changes that have arisen since technology has progressed, more electronics are used and rider aids have been introduced. However, these aids are very useful for safety reasons and research, especially with regard to production bikes,’ says Brivio.

‘Valentino has expressed the desire to reduce the rider aids in order to allow the rider's talent and ability to be properly appreciated. This is justifiable from the rider's point of view. From a sporting and sentimental point of view also, I'd like to see less aids and the riders relying exclusively on their talent,’ says Brivio.

‘Thinking about our customers, however, who will ride the bikes on the street, research and aid development are the right things to do. It would be great to be able to find a compromise for the situation, but in any case I believe the races will still be very spectacular, more so than ever next year with many riders fighting for victory. Ultimately it is always the best that are leading,’ he concludes.

KTM out first with KERS

According to Harald Bartol, who heads the KTM 125/250 GP racing team, the Austrian company was the first to use a new, high-tech system on Tommy Koyama's racebike last year. This system – Kinetic Energy Recovery System (KERS) – was fitted to Koyama's bike during the 125cc GP in Valencia last year.

KTM used KERS on Tommy Koyama's 125cc GP racer, during the 2008 Valencian GP

KERS, a system that stores energy during braking and releases it under acceleration, is all set to make its debut in Formula 1 racing this year, but going by Bartol’s revelation, KTM have already beaten the F1 guys to the punch.

Koyama only managed to finish seventh in the 2008 Valencian 125cc GP and his top speed during the race was 219.6km/h, as compared with 226.3km/h for Stefan Bradl’s Aprilia, so it isn’t of course as if KERS is some magic formula for winning races. However, KTM are putting in more development work into this system and it may soon start providing a real competitive edge to KTM’s racing bikes.

Under hard braking, KERS charges some condensers/capacitors, which then release the energy during full-throttle application. For now, the system only provides an additional 3bhp, but could soon be providing more with additional development. We hope it soon starts providing an additional 10-15bhp, so KTM can fit KERS on the 2010 RC8 R

Kevin Schwantz on what he teaches, MotoGP

Crash.net recently did an interview with Kevin Schwantz, 500cc motorcycle GP racing world champ in 1993 and also one of our all-time favourite GP racers. Here are some excerpts from Schwantz had to say in the interview:

Schwantz says Rossi will win if there's a Rossi-vs-Bayliss match-up!

On what he teaches at the Kevin Schwantz Suzuki School, which recently moved from Road Atlanta to Barber Motorsports Park

The school has always been based around riding. It is not a racing school and although we hold it at a racing circuit, it is so we can control that 2.5 miles of race track. What I teach is what I learnt during my racing career, but mostly it is about basic handling skills, visual awareness, body position, braking technique… the things that can be applied to the race track or on the street.

On how his riding school tries to mould rider skills

The first and most difficult thing we have to overcome is visual awareness – we have to be out in front of that motorcycle, so we are not reacting to situations but anticipating what is going to happen. If someone gets into a corner too deep, they typically get on the brakes, startle themselves and look at what is on the outside of the track. Our instinct tells us we want to see what is out there, but nine times out of ten, where you look is where you go. So, you have to continue to look where you want to go, rather than the outside of the track where the trouble is.

On why he’s not back in MotoGP this year, as a team manager

It is a sign of the times, with the economy. I was recently in Japan and everyone is preparing for the worst. To build another bike and to get it out on the grid at extra expense is not financially viable, so Suzuki didn't think it was the time to be spending money. It might still happen, though.

On what Suzuki need to do to start winning in MotoGP

I wish I knew the answer. Having to watch from a distance, and not being there every weekend or seeing the progress made by the team and their rivals, makes it hard to comment on that. I think Chris and Loris are doing a good job. I think Loris has helped, especially in terms of direction and development, and Chris still has that fire inside him. We see when it is equal out there that the Suzuki is as capable as anything else out there in the wet, but the guys have to find a little bit more performance. There are lots of little things that need to happen, but to pin-point one thing is hard.

On the proposed Rossi vs Bayliss match-up

I have all the respect in the world for Troy Bayliss as a racer, a person, as a competitor – he is obviously a very smart person. I don't think that a man who has money to put on the line, though, can bet against Rossi. I have seen Valentino do some amazing things, like Bayliss, but I think Valentino would come out on top. It would be a very ferocious battle but Valentino would have the upper hand.

On whether Rossi can be beaten in 2009

I definitely think Rossi can be beaten – we have seen on certain occasions that he has beaten himself! Valentino is getting to the age where he is a really smart, savvy rider – he knows what he can do and what he cannot get away with. Stoner will be his biggest challenger, but I like to think Nicky Hayden on a Ducati will be able to step up and find that world championship winning form he had a couple of years ago. Pedrosa, as always, Dovizioso... There are a lot of guys out there that, with a little improvement, could challenge Rossi.

On Kawasaki's withdrawal from MotoGP

It is one of those things that, no doubt, has a big effect on the image of MotoGP. I don't think it is a sign of the demise of MotoGP, but more that it is a sign of how bad things are in the current economic state.

For the full interview, see the Crash.net website here

MotoGP Vittoriano Guareschi is impressed with the 2009 Ducati GP9 racebike

Kawasaki have left MotoGP (or have they?) and Suzuki are rumoured to be considering the possibility of either leaving MotoGP or drastically scaling down their investment in the sport. But one company that’s certainly steaming ahead is Ducati. The Italians are ready with their 2009 MotoGP bike – the GP9 – with which the big news seems to be its all-new carbonfibre chassis.

Vittoriano Guareschi says the Ducati GP9 is more predictable and easier to ride than the GP8. Finally, Ducati may have built a machine which riders other than Stoner can win races on!
Story via Motoblog

2009 will be the first year when Ducati abandon their traditional steel tube trellis type chassis and move to a carbonfibre unit. And Apart from the new chassis, other changes on the GP9 include a new airbox and revised fuel injection mapping for a flatter power curve and improved rideability. With an estimated 230 horsepower from its 799cc, liquid-cooled, 90-degree, DOHC, 16-valve V4, the Ducati GP9 is a formidable machine that can hit a top speed of about 330km/h.

The bike is fitted with a six-speed cassette-type gearbox and dry multi-plate slipper clutch. The engine is fed by an indirect Magneti Marelli electronic fuel injection system, with four throttle bodies and injectors above butterfly valves. The exhaust is a custom-built unit from Termignoni and fully-adjustable Öhlins suspension components are used at both ends.

Riding on 16.5-inch wheels shod with Bridgestone rubber, the GP9 is stopped by Brembo brakes – twin 320mm carbon front discs with four-piston callipers and single stainless steel rear disc with two-piston callipers. The bike weighs 148 kilos.

Vittoriano Guareschi, who’s been instrumental in developing Ducati’s MotoGP bikes from 2002 onwards, has also tested the GP extensively. ‘When they told me about the switch from the earlier steel tube trellis frame to carbonfibre, I was surprised. But now I’m impressed. The GP9 is the first racebike ever to have a chassis made entirely of carbonfibre,’ says Guareschi.

‘The carbon frame is definitely a step forward – the bike is now a little more predictable and is more intuitive to ride. It will be easier for more riders to take the GP9 to the limit,’ says Guareschi. ‘And the new bike has more torque and is more rideable, without losing any of its top-end power,’ he adds.

Hmmm… so does this mean the Stoner-Hayden duo will be challenging Rossi and Pedrosa for the 2009 MotoGP world championship? Stranger things have happened

The all-new Gurney Alligator Instigator

Dan Gurney, founder of Dan Gurney Alligator Motorcycles, Inc. is at it again. One of our readers, Bill Kniegge has sent us some information and pics of the latest Gurney project – the Alligator Instigator – which has been developed by Dan and his son Justin.

While the earlier Alligator was powered by a 670cc, single-cylinder Honda engine, the Instigator is fitted with a 2032cc S&S V-twin, which is much bigger and more powerful than any engine previously used on Alligator motorcycles. The feet-forward design, however, is the same as before and the very low seat height provides a very low centre of gravity, which is said to help handling in a very big way.

The all-new Gurney Alligator Instigator. Conventional, it certainly isn't...

Other bits on the Alligator Instigator include a Baker six-speed gearbox, custom-built exhaust system, a chassis made of chrome-moly 4030 tubing, machined-from-billet aluminium swingarm, USD fork, Penske monoshock, Dymag forged alloy wheels and Beringer brakes. The bodywork is made of carbonfibre and instrumentation is from Motec.

‘Conventional sportbikes are tall, with short wheelbases to make them turn quickly. This limits their acceleration and braking by making them prone to wheelies and stoppies. Gurney's concept has some extra wheelbase that may slow steering somewhat, but its centre of gravity – another important aspect of swift turning – is so low that the Alligator flicks into corners very quickly,’ said the legendary Kevin Cameron, when he rode a Gurney Alligator bike back in 2000, for Cycle World magazine. ‘Under acceleration and braking, the Alligator's lower centre of gravity and longer wheelbase allow it to generate higher peak values without lifting its wheels. And why not? Orthodoxy is not destiny,’ said Cameron.

Hmmm… the Gurneys plans to build around 50 units of the Instigator, so if you want one, you’d better hurry up already. Visit the Alligator Motorcycle website here for more details.

The 1970s Laverda 750SF

Laverda have made some pretty remarkable bikes over the years, our favourites being the V6 Bol d'Or racer, the Jota 1000 and the rather more recent 750 Formula S. Another Laverda that we think is pretty cool is the 750SF, which the company made from 1970-1976.

In the mid-1960s, on the recommendation of his son, Francesco Laverda (the company’s founder) decided to build a bigger, more powerful motorcyclew, which would be capable of touring longer distances than was the norm in Europe. Yes, the new bike would be designed primarily for the American market…

The 1970s Laverda 750SF. Looks remarkably cool even today...

By the end of 1966, Laverda were ready with a prototype machine that was fitted with a 650cc parallel-twin. However, the bike took two more years of development time before it could be put into production. And by the time it did go into production, the engine had been enlarged to 744cc (though a very few 650s were also built…), and thus the Laverda 750 was born.

Initially, the Laverda 750 was sold in the US under the ‘American Eagle’ brand, which was promoted by one Jack McCormack – the man responsible for the ‘You meet the nicest people on a Honda’ ad campaign of the early 1960s. However, American Eagle went bust by around 1970, and the 750 then went on sale in the US under Laverda’s own brand name.

Between 1970-76, around 16,000 units of the 750SF were built

In 1970, the 750 also became the Laverda 750SF (Super Freni, or ‘Super Brakes’), with bigger, better brakes, redesigned chassis and a five-speed gearbox. The 750SF weighed around 230 kilos, and with its 744cc, SOHC, air-cooled parallel-twin producing 60 horsepower at 6,600rpm, the bike was capable of hitting a top speed of 165km/h.

Over the next few years, the 750SF got improved instrumentation (with Nippon Denso bits replacing the earlier Smiths units), a redesigned exhaust system and disc brakes instead of the earlier drums. By the 1975, the big Laverda’s gear shift pedal had been moved to the left, and the rear brake pedal to the right, but only for the US models.

The bike’s final iteration – the SF3, which came out in 1976 – got a few styling tweaks, cast alloy wheels, disc brakes at the rear and a new seat with a fibreglass cowl. Although the bike was available brand new in 1977, actual production stopped in 1976, with Laverda having produced around 16,000 units of the bike from 1970-76.

According to some road tests of the 1970s, the Laverda 750SF was reliable and well built, but the suspension was excessively stiff, the clutch was weak, gears were hard to shift, and thanks to its exhaust system, the bike was a bit too loud. Hmmm… who cares, really? We think the 750SF was totally cool back in the 1970s, and it’s just as cool today…

Moto Guzzi Millepercento BB1Moto Guzzi Millepercento BB1

First shown earlier this year, the Millepercento BB1 features a bored-out, liquid-cooled, 1420cc version of the air-cooled 1100cc opposed-twin used on the Moto Guzzi Griso 1100. A different fuel-injection system, Ohlins suspension and Brembo brakes complete the package, and we think the bike actually looks very cool – in a lean, mean, old-fashioned way...

Motociclismo recently had the opportunity to ride the bike at the Monza circuit, in Italy, and here are some excerpts from what they have to say about the BB1:

With 50% more power than the standard Griso 1100, the Millepercento BB1 is looking good

Pics: Motociclismo

When you see the Millepercento BB1 for the first time, the first thing you’re likely to notice is the radiator, apart from which the bike looks quite similar to the standard Moto Guzzi Griso 1100. The radiator is masked by strips of carbonfibre and doesn’t harm the aesthetics at all.

The BB1’s 1420cc liquid-cooled engine, which has two spark plugs per cylinder and titanium valves, is a perfect fit for the stock Moto Guzzi chassis, which remains unchanged. The increase in power, over the standard Griso 1100, is incredible. With 117bhp in place of the stock bike’s 77bhp, the BB1’s 1420cc engine is about 50% more powerful than the air-cooled Guzzi mill.

It's long, low and heavy, but the BB1 has its own charm. Probably...

The BB1 feels roomier than the stock bike, and is more stable at higher speeds. The new fuel injection system made cold starts a bit difficult, and this needs to be changed. On the move, the bike feels heavy, though its low centre of gravity keeps things manageable.

Power delivery is not really linear, or very consistent – the throttle is more like an on/off switch. Even when you try to accelerate gently, the power comes in all at once – the amount of power that goes to the rear wheel is just not proportional to how much you turn the throttle. This makes it difficult to control the bike, especially in slower corners, where it becomes impossible to feed in the power gradually.

On long straights and fast corners, however, the power delivery seems impressive. The BB1 is stable at high speeds, and though turn-in isn’t very quick, once you pick a line through a corner, the bike pretty much sticks to it. The brakes feel excellent, very powerful. And finally, yes, the bike still vibrates, though no more than the standard Griso.

The Millepercento BB1 will be available in Moto Guzzi dealerships from February 2009 onwards, at a price of around US$32,000.

For the full article, visit the Motociclismo website here

Moto2: 600cc four-stroke class regulations announced, seem quite dumb

The FIM has announced regulations for the 600cc four-stroke class, which will replace the current 250cc world championship series in 2011. To be called ‘Moto2,’ the new category will have bikes fitted with normally-aspirated 600cc, four-stroke engines, with the rev limit being 16,000rpm for four-cylinder engines, 15,500rpm for three-cylinder engines and 15,000rpm for twins.

Oh no, we've posted the wrong picture! But wait, who cares. Moto2 bikes should be just about this fast, and as for the racing... ho-hum...

In a move aimed at keeping costs low, Moto2 rules will only allow for data loggers, ECU and timing transponders supplied by the organisers. These will not cost more than US$900, and no other electronics will be permitted.

Moto2 bikes’ chassis will not be restricted in any way and manufacturers will be completely free to develop their own chassis and swingarm. Carbon brake discs and carbon composite wheels will not be allowed, and the FIM will also issue a list of other materials and manufacturing methods which won’t be permitted in Moto2.

Each rider in the Moto2 series will be limited to one bike only, with a maximum of two complete engines for each race. And here’s the clincher – the engines used in any given race will be available for purchase by rival competitors, for the fixed price of US$26,700, within one hour of a Moto2 Grand Prix race being completed.

The bikes will need to weigh a minimum of 135kg (in case of four-cylinder engines), 130kg (for bikes with three-cylinder engines) and 125kg (for bikes with two-cylinder engines.)

Hmmm… we don’t really know what to say, but on the whole, this whole Moto2 thing sounds dumb. Low cost racing is all fine – at the club level. But when it comes to top-level Grand Prix racing, we’re not too sure about the use of severely restricted engines.

Also, at this level, rules like competitors being allowed to buy each others’ engines seems just plain stupid. If anything, it seems like a recipe for one-make-only racing, and the 250cc replacement class should certainly not be that! Anyway, all should be revealed in 2010, when these Moto2 four-stroke 600s will first come out and race alongside the current two-stroke 250s. (That will be the last year for 250s before the 600s take over in 2011. ) We'll be happy if we're proved wrong, but for now, we do believe 250s will make mincemeat of the new-age 600s in 2010...

Regis Laconi’s WSBK Kawasaki ZX-10R

After Troy Bayliss’ 1098R, Noriyuki Haga’s YZF-R1 and Carlos Checa’s Fireblade, Motociclismo have now ridden Regis Laconi’s Kawasaki ZX-10R racebike. Here are some excerpts from what they have to say about the green-meanie:

Despite the redoubtable talents of Team PSG-1 riders, Regis Laconi and Makoto Tamada, the ZX-10R wasn’t very successful in the 2008 World Superbikes season. The 2008 ZX-10R is actually smaller and much more manageable than its predecessor. The Kawasaki now feels more like its other Japanese rivals, though the ergonomics are still not as well sorted…

According to Motociclismo, riding the ZX-10R is like riding a runaway horse...

To ride, this 2008 ZX-10R is less physical than the 2007 bike – changing direction is now easier, the pressurized Öhlins fork is not too harsh, and the overall suspension/chassis package lets the bike make full use of the Pirelli tyres’ grip. Yes, this bike is quicker and much more effective than the one with which Fonsi Nieto struggled last year.

The problems start when you really open the throttle – you feel like you’re astride a runaway horse. Power delivery is abrupt and difficult to modulate, which makes life difficult for the rear suspension and the rear tyre. The bike moves around quite a bit and feels a bit unstable at full chat, and the traction control system has to work hard to keep it all under control.


The power is all there, Kawasaki just need to make it more manageable!

It seems the Kawasaki needs significant improvement in the area of electronics, so that power delivery is made more controllable. Compared with the other Japanese bikes, the Kawasaki is much more demanding to ride – the chassis and suspension still need more work.

With the declared 208bhp at the back wheel, the ZX-10R has adequate horsepower – it just needs to be smoothened out a bit, and the peaks and troughs in the power delivery need to be ironed out. The acceleration is actually quite impressive, with the bike wanting to lift the front wheel everywhere. It just needs to be made a bit more controllable. Perhaps in 2009…?

For the full riding impression, see the Motociclismo website here

World Superbikes PSG-1 Kawasaki ZX-10R: Tech specs

Engine: DOHC, 16-valve, 998cc inline-four, with Magneti Marelli electronic fuel injection
Maximum torque: 117Nm at 11,000rpm
Maximum power: >208bhp
Transmission: Six-speed
Chassis: Aluminium twin-spar
Front suspension: 43mm pressurized USD Öhlins TTX25 fork, 135mm travel, multi-adjustable
Rear suspension: Öhlins KA5511 monoshock, 140mm travel, multi-adjustable
Front brakes: Brembo, twin 320mm discs
Wheels and tyres: 120/65 ZR 16.5 (front), 190/65 ZR 16.5 (rear)
Declared dry weight: 162kg

Mad Kaw: Turbo ZX-10R from Japan

Sometimes, it’s a bit hard to believe the stock Kawasaki ZX-10R isn’t actually wild enough for some people. Take, for example, Isao Yoshioka san, who’s sent us this picture of his ZX-10R Ninja, which is loaded with aftermarket parts – MTC pistons, Crower rods, Muzzy clutch, T3 turbocharger, SARD wastegate and a handmade exhaust system. Also, the wheels have been changed to lightweight forged alloy Marchesini units, and the brakes are special BRR units.

Yoshioka san reckons that Kawasaki engine is making around 230 horsepower, and since he’s not satisfied with that (of course he isn’t, who would?), he plans to run more boost, add NOS, change the cams and use a longer, handmade swingarm.

Isao Yoshioka's turbocharged, 230bhp, 2004-model Kawasaki ZX-10R...

Yoshioka says he likes Faster and Faster and that he finds Japanese motorcycle websites uninteresting. He also says he wants to go to the US because he likes drag racing and custom bike shows. Ah, well, we wish you all the best, Isao! And if we ever come down to Japan, can we take that ZX-10R of yours for a spin…?

New Bike MTT Turbine Streetfighter: The 420 horsepower, US$175,000 rocket-bike

Based in South Louisiana, in the US and headed by Ted McIntyre II, MTT are turbine engine specialists. According to a note on the company’s website, ‘MTT is made up of the world's most experienced professionals in the turbine engine industry, having completed more diverse, custom turbine engine installations than any other company in the world.’

The best part is, the guys at MTT seem to be putting their expertise to damn good use, by building turbine-engined two-wheeled rocketships. A few years ago, the company had made the MTT Y2K Turbine Superbike, which was powered by a Rolls Royce-Allison turbine that made 320 horsepower and 576Nm of torque. The bike’s top speed was in excess of 400km/h…

So, since a 320bhp bike that can do 400km/h simply isn’t adequate for everybody, MTT are now ready with their next bike – the Turbine Streetfighter. The MTT Streetfighter’s Rolls Royce-Allison turbine now pumps out as much as 420bhp and 680Nm of torque. Other changes over the Y2K Superbike include a bigger swingarm, Pirelli Diablo 240-section rear tyre, increased fuel capacity and an enhanced cooling system.
The MTT Turbine Streetfighter. Simply awesome...

Pics: MTT / Flickr

The MTT Turbine Streetfighter is also fitted with a full carbonfibre fairing, 17-inch carbonfibre wheels, tubular aluminium alloy frame, a rear-mounted camera with LCD color display, computerized ignition and two-speed automatic transmission. Suspension components comprise of a 55mm USD fork and oleo-pneumatic, fully adjustable monoshock from Ohlins. Brakes are Brembo units, with 320mm discs all around. The bike runs on either diesel or kerosense (!), and has a 34-litre fuel tank.

As you would expect, the Streetfighter isn’t exactly inexpensive. The turbine-engined bike sells for US$175,000 and once you’ve placed an order, you’ll need to wait for 12 weeks before you get your hands on your jet bike. Then again, you can get your bike in whatever colour you want and design your own graphics etc. if you wish…

It may not be the most practical thing in the world – a Hayabusa or a ZZR1400 is usually plenty fast for most people – but owning a jet-engined bike has got to be the stuff of dreams for bike-mad speed junkies. Imagine the look on your neighbours’ faces when you start up your MTT Turbine Streetfighter in the morning, before leaving for office. Ooooohh..., now that would be some trip…!

A Discovery channel video of the MTT Y2K jet-engined bike...

Bike News-Memorable-Graeme Crosby and his bikes…

Now 53 years old, Graeme Crosby was one of the most versatile and accomplished motorcycle grand prix racers of his time. Born in New Zealand in 1955, Crosby went on to race around the world, winning the Daytona 200, Imola 200 and the Suzuka 8 Hours races. He also raced at the Isle of Man, winning the Senior TT in 1980.

Crosby ultimately went on to race in the 500cc class, racing with Suzuki on an RG500 in 1980 and 1981. He finished eighth in the 500cc world championship in 1980, and fifth in 1981, also winning the British TT F1 championship in the same year.

Crosby moved to Yamaha for the 1982 season, and finished second in the 500cc world championship that year, behind Franco Uncini. Crosby retired from motorcycle road racing at the end of 1982, and though he never won a race in the 500cc class, he did take 10 podium finishes between 1980-1982.

Crosby rode in the 500cc class with Suzuki, in 1980 and 81

‘No one ever told Crosby what to do. Croz liked to ride motorcycles insanely fast and he liked a drink. And sometimes, he combined the two, even on the Isle of Man,’ says Mat Oxley, who recently mentioned Graeme in a story he did on maverick motorcycle racers.

Graeme Crosby finished second in the 500cc world championship in 1982

Pics: Highsider
‘When he first hit Europe in 1979, the British TT F1 championship was all about mega-trick Honda RCB1000s with lightweight racing frames and aerodynamic bodywork,’ says Oxley. ‘So Croz rocked up at Brands on the rattiest heap of a Moriwaki Z1000 streetbike, and gave Ron Haslam the fright of his life. The fans loved Croz, and a legend was born,’ concludes Oxley.

Graeme rode this GSX-R1000 in the parade of champions, at the Isle of Man races in 2007

So what’s the fast Kiwi doing now, you might wonder? Well, he’s still riding – Crosby rode a GSX-R1000 in the parade of champions during the Isle of Man races last year. And he seems to have kept up with technology, so he even has a website. Among other things on his site, Crosby talks about some of the bikes he’s raced in the past, and here are some excerpts from what he has to say about some of those bikes:

'I loved it. It had style,' says Crosby, about the Kawasaki H1

Kawasaki H1 and H1R

If there was a bike that caused so many broken bones and gravel rash and skin grafts then this is it. Totally responsible for undertakers massive bottom line profit. What a shocker! The engine was a very wide three cylinder, two stroke unit designed by a psychotic Kamikaze teacher. This bike was a bad handler and a real beast to ride.

The engine sat too high, the chassis lacked strength. The brakes were virtually non existent, unless you fitted green linings, and even then it was at best marginal. To tame this monster required balls the size of a hot air balloon and a total disregard for ones own safety. It was hellishly fast and handled like a roller skate in a gravel pit. But I loved it. It had style, it had presence and everyone admired it. Sadly, most of these end their life with crumpled up front ends laying in wrecker’s yards.

The 500 Factory racer version of this beast was a HIR-A and it was the only bike I rode that caused me to break a bone. A collarbone! What a bastard of a bike!

You had to ride the wheels off these things to get them to perform, says Croz

Kawasaki Z1 and Z1R

The best big bike made, ever. This was an engineering feat that put Kawasaki into the big league. Lots of innovative technical refinements with this bike, DOHC, bucket valve gear etc.... a real strong engine that would go like a raped ape and had plenty of horsepower, but at the same time as strong as an oxen.

This bike formed the backbone of four stroke racing for many years. The engine was fitted to various chassis’s and performed really well. I used this base Z1 production bike to win the Castrol 6 Hour race in NZ, which I rode on my own for the full 6 hours. I even stopped for ‘pee’ during re-fuelling at one of the scheduled stops.

We then began modifying the production Z1s and ‘Superbikes’ were born. We used the standard Z1, Z1000, Z1R models and modified the engines and tuned the chassis. We did lots of work on the engine by using Pop Yoshimura’s racing parts to make good amounts of horsepower. We then tried to tame it by slightly modifying the chassis. Bracing it here and there and fitting wider wheels and soft slick tyres.

Then came the fun part – I would throw a leg over it and set off down pit lane not knowing what to expect! Well, we generally got them steering OK but looking back it was still just a modified rode bike that you had to ride the wheels off to get it to perform.

The Yamaha YZR500 OW60, the bike Crosby rode to a second place finish in the 1982 500cc motorcycle grand prix racing world championship

Yamaha OW60

I joined Yamaha with the Agostini Marlboro Team in 1982 and was faced with an extraordinary situation. Kenny Roberts had convinced Yamaha to build the 82 GP bike with unconventional steering geometry. I tested the bike in Japan and was disappointed with its performance.

We decided to make our own modifications and I used Suzuki geometry from the 81 XR35 bike, and it transformed this OW60 into a weapon. An alloy chassis and power valves made it a delight to ride. It had very similar performance to the 82 Suzuki’s but I liked its colour scheme much better!

Anyway, I rode this to a 2nd place in the 500cc World Championship. I felt though it was an intermediate bike made in 82 as a stop gap measurement while waiting for the V4 to be produced.

For more of Graeme Crosby and his bikes, visit his website here