Rumors continue to surround Kawasaki's MotoGP program, and the latest rumor would seem to tip the balance in favor of the program's demise. The often well-informed British website Visordown is reporting that the 2009 MotoGP bike showed a distinct lack of reliability at the private tests they ran last week at the Australian Eastern Creek circuit.
So worried are Kawasaki's MotoGP bosses by the reliability that they are giving the project one last chance, according to Visordown. The bike will run at the private test to be held by Suzuki and Kawasaki at Phillip Island next week, where reliability issues will be examined. If the bike is not reliable enough, the project will be killed - and with it, any hope of a privateer team running the machines - so say Visordown's sources.
Andrew Wheeler is a name many readers may already know. The British-born photographer is a stalwart of the motorcycle racing world, and is the AMA photographer for the excellent American magazine Road Racer X and the UK magazine Motorcycle Racer. His work has appeared in a range of well-respected motorcycle publications around the world.
At the end of every season, Andrew puts together a slideshow of his highlights of the year, and this year, Andrew has kindly agreed to share that slideshow with us. The photos range from the AMA season opener at Daytona all the way through the 2008 motorcycle racing season to the post-race MotoGP test at Valencia. We hope you enjoy the show.
Since the official announcement that Kawasaki has decided to pull out of MotoGP, a number of people - most notably, Dorna CEO Carmelo Ezpeleta - have been working furiously on finding a way of keeping the bikes on the grid. The phone lines between Kawasaki's Akashi base, Dorna's Barcelona headquarters, the Kawasaki MotoGP team's base in Heerlen in the Netherlands, and Jorge Martinez in Spain have been positively humming.
For a long time, Jorge Martinez and the Aspar team looked like the most promising prospect for a continuation of Kawasaki's MotoGP efforts, but as negotiations dragged on, and disagreements started to emerge over the conditions under which Aspar would acquire the bikes, hopes began to fade. On Wednesday, Motorcycle News reported that Ezpeleta believed that Aspar would not take on the project, and today, confirmation comes from Jorge Martinez, boss of the Aspar team, himself.
Martinez confirmed to the Spanish magazine Motociclismo that he will not be running the Kawasakis in MotoGP this year. As expected, the deal fell through over the conditions imposed by Kawasaki: Martinez needed at least one Spanish rider if his sponsors were to be able to justify their investment in the project, a demand that Kawasaki could not agree to. In addition, Kawasaki would only provide the bikes for the 2009 season - a consequence of the deal offered to them by Dorna.
Kawasaki had committed themselves to compete in MotoGP through 2011, in a contract signed by the MSMA with Dorna. Dorna had offered to waive any fines or further litigation against Kawasaki if the Japanese factory was willing to provide bikes for the 2009 season. But Jorge Martinez and the Aspar team are keen to enter MotoGP on a long-term basis, and a one-year deal would be more likely to hinder their long-term plans than help them. Faced with these problems, Martinez decided to pull out of further attempts to negotiate a deal with Kawasaki.
Honda's withdrawal from Formula 1 earlier this year unleashed a wave of bad news - and a tsunami of speculation - about the fates of the teams in all forms of motorcycle racing. Despite all the speculation, the only real casualty - so far - has been Kawasaki. But after the Honda announcement of it's F1 exit, there were even stories that the Japanese motoring giant could pull out of MotoGP. The world awaited breathlessly as Honda CEO Takeo Fukui's press conference came and went, and gave a sigh of relief when no mention was made of MotoGP. Motorcyle racing was safe.
Or so it seemed. Yesterday, a Honda spokeswoman announced that they would be cutting back on their motorcycle racing program, including withdrawing their factory team from the prestigious Suzuka 8 Hour race. This news is in itself remarkable, as this event is the high point of the Japanese motorcycle racing season, and a race at which the rivalry between the Japanese factories reaches its zenith. Winning the Suzuka 8 Hours is an absolute necessity, to all of the Japanese Big Four.
So important is the race that the factories always draft in their major stars from around the world to participate, often as a "reward" for outstanding performance. The riders don't always see racing at Suzuka as a reward - the race takes place in July, in the middle of the summer break for the world championship series, right after the busiest period of the year - but they take it as an honor to be invited. Most of the big names have raced their over the years, and the 2008 race was won by Carlos Checa and Ryuichi Kiyonari.
Honda's withdrawal does not mean that there will be no Hondas on the grid. Only the factory team won't race this year, but the Honda spokeswoman told the press that they would still help the remaining teams on Hondas: "We are continuing to supply machines to other teams," she told the press.
Here's an interesting question: If you had to guess which country had the most MotoGP fans, which one would you choose? The first countries that spring to mind in association with motorcycle racing are always Spain and Italy, and as Italy is the bigger country, and what's more, MotoGP is more popular than even soccer, a sport which drives the Italians into a frenzy, then the answer must be Italy, right?
Wrong. Though the Italians and Spanish are clearly MotoGP-mad, they're not the biggest fans. According to Google Trends, which maps searches and news items from Google searches from around the world, the country with the most MotoGP maniacs is Indonesia.
In its advantage, the population of the Southeast Asian republic is around 240 million, as opposed to 40 million in Spain and 60 million in Italy, but as these statistics are based on searches on Google, what is important is not population, but internet penetration. According to the Internet World Stats website, Indonesia has 25 million internet users, the same number as Spain, while Italy has some 33 million internet users. And according to the Google Trends statistics, Indonesians search for "motogp" approximately 3 times as often as Italians, and search for "moto gp" some 40% more often than Italians.
Italy finished second in the MotoGP search stakes, ahead of their eternal rivals Spain, while Hungary was the country with the fourth largest number of MotoGP-related searches - possibly a reflection of the growing popularity of the sport there and the success of former 125 champion Gabor Talmasci.
Since the global financial crisis struck home in MotoGP, and indeed all forms of motor racing, the dominant theme of all and any news about MotoGP has been about the need for the series to cut costs. There has been no shortage of ideas from team owners, journalists and Dorna CEO Carmelo Ezpeleta, all of which have included various proposals for rule changes, some more radical than the next.
The one group we hadn't heard from is perhaps the most important group, the engineers and bike designers. Fortunately, Motorcycle News' Matthew Birt had the bright idea of talking to Filippo Preziosi, the technical genius behind the Ducati Desmosedici bike which carried Casey Stoner to a championship in 2007 and 2nd place in 2008.
Preziosi's responses make absolutely clear the problems faced by anyone attempting to use the rulebook to cut costs: "Every modification to the rules pushed us to spend more money," he told MCN. He points out that every change to the rules forced the engineers to find ways to exploit the new rules as efficiently as possible, and try and get the most out of the new situation. All that R&D costs large amounts of money, and drastically pushes up costs.
The same holds true for any attempt to limit electronics, according to Preziosi. More money would be spent examining how to take advantage of a new rules package, and costs would go up. What's more, the Italian engineering genius points out, the rules would be almost impossible to police.
The Kawasaki story isn't the only drama that is playing itself out in MotoGP at the moment. Though the factory Ducati team is able to raise extra money almost at will, the Pramac team has been suffering since the withdrawal of its title sponsor, the Italian telecoms company Alice.
Things were thought to be so bad that speculation mounted that Pramac would only be able to field a single bike for Mika Kallio. It was rumored that Niccolo Canepa would take the other bike to Sete Gibernau's Grupo Francisco Hernando team, as the Spanish property magnate has spoken openly of his willingness to pour money into the MotoGP team.
Now, the well-connected Ducati fan site DucatiCorseFriends.com is carrying a statement that this is not the case. Members of the Pramac team told DCF that Canepa would be staying with Pramac.
This does not necessarily mean that both Kallio and Canepa would be wearing the same colors. Team manager Paolo Campinoti has suggested on several occasions that the two riders could bear the logos of different sponsors. And there has been a good deal of speculation that Grupo Francisco Hernando could be one of the sponsors interested in appearing on a Pramac Ducati. The deal would allow GFH to get greater coverage for the African dictatorship where it is building the vacation resort the sponsorship is aimed at promoting, at a much reduced investment.
The Kawasaski saga rumbles on, and it seems to be drawing closer to a conclusion. And sadly for MotoGP and Kawasaki fans, it's looking more and more like the conclusion will be both literal and figurative.
Today, Michael Bartholemy is in Japan for talks with Kawasaki bosses about the level of support they can provide should the Belgian decide to try and run the Kawasaki ZX-RR Ninja MotoGP machines inside a private team structure. Previously, Kawasaki told Dorna CEO Carmelo Ezpeleta that they only had enough parts to see out 25% of the season, and would not be able to handle engine development or maintenance. But Bartholemy has stated that he has found a French company which could handle at least some of that work, though no specific companies have been mentioned. If he can persuade Kawasaki to hand over the entire MotoGP operation to this French company, then there is a possibility that the team could be saved.
But it is also clear that this is the final hope for seeing Kawasakis - or whatever they might end up being called - on the grid. Originally, Jorge Martinez, boss of the Aspar team, was linked with taking over the Kawasaki bikes. This would have been a viable option, as Martinez has proven time and time again that he is capable of raising sponsorship to cover the costs. His price, however, is that he runs a Spanish rider, as his sponsorship is almost invariably aimed at the Spanish domestic market.
Since Kawasaki announced that they were pulling out of MotoGP, many gigabytes of online storage have been used up on speculating about the future of John Hopkins and Marco Melandri. But for the most part, it has been nothing but speculation, with little or nothing heard from the protagonists themselves. Hopkins posted a brief statement on his personal website on New Year's Eve, stating that he was as much in the dark as everyone else, but his erstwhile team mate, Marco Melandri remained silent.
Until today: At an impromptu press conference in a cafe in Milan, Marco Melandri finally spoke to the Italian press about his future, and what he expects to be doing next year. The Italian told the assembled journalists that he would know more about exactly what is happening next week. "I'll be getting a phone call from Michael Bartholemy next Wednesday," Melandri said, "to tell us whether he expects to run the Kawasakis in a private team next year. Then on the 31st, I'll get a proposal from Kawasaki in Japan, about whether I will get my full salary, a golden handshake or nothing. I'm hoping the proposal isn't to go work in a shop in Japan," he joked.
As for his future in motorcycle racing, Melandri said it was all still up in the air. He discounted a return to Gresini: "I contacted them after reading about it in the press, but they don't have the funds to provide an extra bike," Melandri said. But the Italian was emphatic about only accepting a competitive ride. "What's for sure is that I won't race on an uncompetitive bike (the 2008 Kawasaki, Ed.) nor am I thinking about other series such as Superbikes. Maybe I'll sit out a year and return in 2010."
The story we reported earlier, about Valentino Rossi obtaining Monster Energy sponsorship is better news than at first thought. The stories appearing in the Italian press all claimed that the money for Rossi's contract would be coming from the terminated contract of John Hopkins. But SpeedTV's Dennis Noyes is citing anonymous sources in Europe stating categorically that this is new money, and has nothing to do with Hopper's Monster Millions.
Of course, if there is one rider in the paddock who is swimming in personal sponsorship, it's Valentino Rossi, but nevertheless, more money coming into MotoGP is an important move. It is a sign that under the right conditions, there is enough money to invest in MotoGP, despite the general economic downturn.
Noyes also reports an interesting stumbling block: the biggest problem for Monster was Valentino Rossi's penchant for changing his helmet paint schemes. Monster needed guarantees that their green claw logo would remain clearly visible on the helmet, however The Doctor decided to paint it on any given week. With these guarantees now in place, the deal is ready to be announced this week.
Amidst the wailing and gnashing of teeth over the cost of MotoGP, there is still the odd bright light shining the way forward. Last week, we reported on two sponsorship deals for Ducati, boosting the income for the Italian factory, and now, another substantial MotoGP sponsorship deal has been done.
For the Italian sports paper Tuttosport is reporting that Monster Energy will be paying Valentino Rossi 2.5 million euros for the next two years to wear the green claw M on his helmet and on the caps he wears, with another half a million available as a performance bonus for winning another championship.
That was the good news. The bad news is that this is probably not new money. Instead, it looks like this could be the result of Monster dropping the currently unemployed John Hopkins (who was on a multi-million dollar deal with Monster), and switching to a man with a proven record of winning. And of course, sponsoring Valentino Rossi is a no-brainer. Thanks to his sponsorship by Italian beer maker Nastro Azzurro, millions of Northern Europeans are now aware of the brand and buying the beer.
The switch by Monster may also point to further bad news for Kawasaki. MotoGP is now the second sport where Monster has backed Yamaha, with the Rinaldi World MX1 team featuring David Philippaerts and Joshua Coppins also racing Yamahas in Monster colors. The original Monster deal with Kawasaki had a clause allowing Monster to move up to being title sponsor of the MotoGP team in 2009, and that deal will obviously have fallen through.
Uncertainty continues to cloud Kawasaki's future in MotoGP. Despite the official announcement on January 9th that Kawasaki would be withdrawing factory support from MotoGP, rumors continue to rumble on that there will be Kawasakis on the grid when the season starts, with some sort of private team structure running the bikes.
These rumors have been fueled by the private test currently underway at Eastern Creek in Australia. Test riders Olivier Jacque and Tamaki Serizawa are continuing work on the 2009 version of Kawasaki's ZX-RR Ninja MotoGP bike, lapping the track on Friday and Saturday. The official MotoGP.com website has video of the bike being tested, and is adamant that the bike will be run by a private team in the coming season.
Indeed, this is what Dorna CEO Carmelo Ezpeleta is working towards. In an interview with the Italian sports daily Gazzetta dello Sport, Ezpeleta stated that a private team structure was almost ready to go, the only problem being the question of building new engines and developing the bike. Kawasaki told Dorna that they only have enough engines for a quarter of the season, and no money to develop the bike. But the Spaniard had a solution for that to: Ezpeleta had found an engineering facility in France that is willing to take on the work from Kawasaki, build engines and continue development of the ZX-RR.
The only stumbling block is that Kawasaki have to accept these conditions and agree to turn the bikes over to the French firm. In exchange for this, and allowing the bikes to run during 2009, Ezpeleta told Gazzetta dello Sport, Dorna would be willing to allow Kawasaki to withdraw from the contract they have with the MSMA to run bikes through 2011.
The alternative is to sort the case out in the courts. Ezpeleta made it perfectly clear: "If they don't run the bikes, I'll take them to court." A court case - most likely to be held in the Spanish courts, as the country where Dorna is based - would be both expensive and raise unwelcome publicity for Kawasaki, but it is potentially even more dangerous for Dorna.
So far this year, the news from MotoGP has been almost uniformly terrible. Kawasaki announced their pullout, the satellite teams managers have all chimed in on the need to cut costs, and the MSMA has met to discuss rule changes meant to reduce the expense of MotoGP. The air is full of doom and gloom, and and MotoGP commentators sound almost uniformly like Cassandra, predicting the imminent demise of the series.
So the announcement by Ducati that two of their sponsors have extended their deals comes as a breath of fresh air, a moment of cheer in these otherwise dark times. Italian energy giant Enel will continue the deal with Ducati which sees its logos displayed on the bikes, riders, and riders helmets of the factory team. Even better news is that Riello UPS, an Italian maker of UPS equipment, will be expanding its sponsorship of Ducati, in a program which has seen its investment in the team grow over the past three years.
Securing extra funding for a MotoGP team is always good news, but what makes it better is the fact that these are two companies from outside the motorcycle industry. If MotoGP is to survive in its current form, it is clear that what is required is more of this kind of outside sponsorship. Indeed, Claudio Domenicali, CEO of Ducati Corse, pointed out as much in his statement at Ducati's annual MotoGP press introduction at Madonna di Campiglio in Italy. "There are also lots of other companies who promote their products through motorcycle racing with the Ducati Marlboro Team such as Alfa Romeo, Gatorade and Puma. Of course these are tough times but there are still plenty of ways to make sure that the MotoGP World Championship remains a leading promotional vehicle," he told the press there. If Ducati can seize these opportunities, then maybe the other teams can too.
To paraphrase a great Irish wit, to lose one manufacturer may be regarded as a misfortune, to lose two looks like carelessness. After the dramatic withdrawal of Kawasaki from MotoGP, rumors persist that Suzuki is to follow. MotoGPMatters.com has now been passed on this rumor from three independent sources, two of which are inside the Japanese motorcycle industry, and it is starting to look less and less far-fetched.
The problem is, all that we have heard so far are the five chilling words "Suzuki is out of MotoGP," without any further details being provided. As a result, it is hard to say just how much credence we should attach to this story, but there are good reasons to consider it within the realms of the possible.
Firstly, there has still been no confirmation of Rizla extending their contract with the MotoGP team. The Dutch manufacturer of cigarette papers has already announced that it won't be sponsoring the BSB Suzuki team, which is also managed by Paul Denning, the manager of the MotoGP team. Even if Rizla are still interested, the amount involved is - in MotoGP terms - negligible. Indeed, the Rizla deal angered many inside the MotoGP paddock, as the sum involved - low seven figures, to include sponsoring the BSB team - is only about 5% of what would be needed to run the entire program for a year. A title sponsor, so the argument ran, should cover a big chunk of the teams fees, as Repsol does for Honda, Marlboro does for Ducati and Fiat does for Yamaha.
The decision of the Grand Prix Commission to kill off the 250cc class and replace it with a four-stroke formula was met with a great deal of scepticism by both fans and followers of motorcycle racing. Apart from the sadness at the loss of the two strokes, there was some doubt whether the bikes could be built as cheaply as the Grand Prix Commission hoped, negating the aims of making cheaper racing.
However, there is no doubt that there is real interest in the four-stroke 600cc series. Moriwaki have already exhibited a prototype at a couple of motor shows, and Ronald Ten Kate expressed an interest in the series in an interview with MotoGPMatters.com at Portimao last year.
Today, Ilmor said that they, too, are interested in the new class. Speaking to MotoGPMatters.com, Steve Miller, managing director of the British-based company said that they are watching developments closely. "We are very interested in the class," Miller said. "We would definitely like to be involved, if the series is run seriously and the organization behind it is good."
The framework of the new series - a 600 cc four-stroke engine with steel spring valves and a rev limit, fitted into a prototype chassis - would seem to suit Ilmor right down to the ground. The Northamptonshire-based engineering firm, founded around the engineering genius of Mario Illien, has built a reputation for building and developing racing engines over the years. Their last venture into MotoGP - the remarkable Ilmor X3 800cc bike - foundered on a lack of sponsorship. But the firm's prowess as an engine builder is beyond question, and there is no doubt they could design an engine to fit the new regulations.