Motorcycle News - MotoGP Le Mans Results 2018
https://ift.tt/2wVFvhR With Yamaha having dominated the proceedings in France for the past few years, many fans, especially those with French accents, expected Johann Zarco to waltz into racing history today, starting from pole with those dreamy eyes. Alas, his unforced error on Lap 9 landed him in the gravel. Andrea Dovizioso’s “own goal” on Lap 6, crashing out of the lead, left the day to Marc Marquez. #93 enjoyed a walk in the park on his way to a 36-point lead in the 2018 championship race. Practice and QualifyingFriday’s two sessions featured the likes of Zarco, Marquez, Dovizioso, Cal Crutchlow, Valentino Rossi, Jack Miller, Maverick Viñales, Pol Espargaro and Dani Pedrosa. In short, anyone who is anyone in the upper reaches of MotoGP. Everyone, actually. Except Danilo Petrucci and Andrea Iannone, who were dawdling with Alex Rins in the low teens. As in, bound for Q1. Track records started falling on Saturday morning, as Viñales, Marquez, Rossi and Zarco beat the 2017 mark of 1:31.994. By the end of the day, Andrea Dovizioso had joined that short list. Petrucci and the amazing aching Pedrosa fought their way through Q1, leaving behind names such as Rins and Crutchlow. Like James Bond’s martini, Cal was shaken, not stirred, in a memorable high side in Q1 (after destroying his #1 bike in FP4), but was reported resting uncomfortably, no broken bones, in a local hospital and unlikely to be in any condition to be competitive on Sunday. Question: Why would anyone with their #1 bike in pieces on the garage floor push their only remaining bike hard enough to highside, with a start on the first four rows already guaranteed? This, to me, is evidence of a rider who has lost control of his emotions or a rider with a low racing IQ. Just sayin’. Yes, there were over 100 crashes across all three classes this weekend. But discretion remains the better part of valor. No way Crutchlow should have been pushing that hard in Q2. Qualifying, as exciting as it is, is, at this point in the sport’s gestation, much less meaningful than the start the riders get coming off the line. With the top ten or twelve riders separated by a mere second, it’s important to get to the first turn at or near the front. A front row starter who fails to get off can easily get lost in the sauce and enter Turn 2 in 12th place, having to burn up their tires to get back to the front. No way to run an airline. For what it’s worth, Johann Zarco wrote his own story in French motorsports history on Saturday and started from pole in the 2018 French Grand Prix at the Bugatti Circuit in Le Mans, the first French rider to pole since 1988. There will be plenty of French babies born next February named Johann and Johanna. Joining him on the front row would be #93, looking dangerous as ever, and one Danilo Petrucci, making a case to join the factory Ducati team in 2019 rather than being trundled off to the struggling factory Aprilia endeavor. For Valentino Rossi, it was a good news, bad news day. The good news was that he broke the previous year’s track record in qualifying. The bad news was that he would be starting 9th on the grid. Adding further weight to last week’s argument, the top eleven qualifiers were within a second of polesitter Zarco’s track-record time. The top nine qualifiers beat the former track record. Two conclusions: 1. Qualifying doesn’t mean nearly what it used to mean, if ever it did. 2. Our pre-season assertion that “track records would fall like dominoes in 2018” is proving to have been on the money. (Cue Stevie Wonder’s “For Once in My Life”) Track records have been set at Jerez and now Le Mans. Qatar was a no, Argentina was a wet race, and the deteriorating condition of the self-proclaimed Circuit of the Americas will see lap times increase every year until the track is re-surfaced. So, I’m saying throw out Argentina and Texas and I’m two for three. Hall of Fame in baseball. Another Master Class by MarquezJorge Lorenzo, currently earning something like €12 million from Ducati Corse, has been reduced in stature to that of a rabbit. Electing to race on soft tires, his job now is to get out front and push the early pace, in hopes of having 23 riders crash behind him. Short of that, he gets picked off over and over and over again, today ending up where we had him pegged, in 6th place. At the start of Lap 2, the lead group consisted of Lorenzo, Zarco, Dovizioso, Petrucci, Marquez and Rossi. No Ducati has ever won a premier class race at Le Mans. Andrea Dovizioso kept that streak intact today, going through on homeboy Zarco into the lead on Lap 6 and immediately losing the front at La Chappelle. This left a top three of Lorenzo, Zarco and Marquez, who appeared very comfortable, keeping his powder dry. After trading places with Marquez several times on Lap 9, Zarco slid off at Turn 8, and it was like someone turned a switch. The sound of 105,000 blissful fans yelling their lungs out instantly became one of dead silence. There was no joy in Mudville today – mighty JZ had struck out. By Lap 11, it was the African savannah in microcosm. Lorenzo, the gazelle, was being pursued by Marquez, the cheetah. Cheetahs are faster than gazelles, and gazelles know this. Thus, it came as no surprise when Marquez went through forcefully on Lorenzo on Lap 11 and made it stick. Having been stood up by Marquez, Lorenzo could only seethe as Petrucci snuck through as well. Rossi took his turn with Lorenzo on Lap 14, Jack Miller had his way with the poor Mallorcan on Lap 15, and even Dani Pedrosa, held together with baling wire, punked him on Lap 22. Both riders vying for Lorenzo’s seat on the factory Ducati team next year beat him like a rented mule today. Petrucci, having survived Q1 and later putting his GP18 on the front row, added a second-place finish to his resume, making a strong statement for the bosses. Rossi found his way to the podium for the first time since Qatar, looking relieved to still be relevant. Jack Miller continued to make me eat my words with a very credible fourth place finish. And Providence prevailed today as both Aleix Espargaro on the Aprilia and Alex Rins on the Suzuki managed to take the checkered flag and a top ten finish. Maverick Viñales rallied late to earn 9 points, while Cal Crutchlow did a heroic salvage job to claim 8th place in a race he probably should have been watching from his hospital room. The Big PictureAs the announcers noted, there are but 13 points separating second and ninth positions in the standings. But there are 36 points between Marquez in first and Viñales in second. The season has developed a whiff of 2014, when Marquez spun off 10 wins in a row to start the season, leaving the field to fight over second place. He has now passed Mike Hailwood and tied Casey Stoner with 38 premier class wins. He loves the 2018 RC213V, and it appears to love him. His closest competitors took a major step backward today. A few more of these, and we’ll have to switch our focus to Moto2 and Moto3. For the record, the Moto3 race was nothing short of amazing today, with an ending you couldn’t even make up. Moto2 wasn’t as entertaining, despite scintillating performances from Pecco Bagnaia and Xavi Vierga. Two weeks to Mugello. This is what MotoGP is all about – the iconic tracks, the history, the traditions, the memories of remarkable fights from years past. If this were The Master’s golf tournament, this part of the season would be Amen Corner. Jerez. Le Mans. Mugello. Catalunya. And Assen. Marc Marquez has his boot on the windpipe of the 2018 season. Someone needs to knock him off in the next month, otherwise Valencia will be a fashion show. Tranche ThisTranche 1: Marc Marquez
The post MotoGP Le Mans Results 2018 appeared first on Motorcycle.com. Motorcycles via Motorcycle.comMotorcycle.com https://ift.tt/Xzx9iy May 20, 2018 at 01:53PM
Motorcycle News - Chrurch of MO: 1999 600cc Supersport Shootout
https://ift.tt/2LczGzr In those days, the rate of publication wasn’t anything like it is today, and so Plummer and Roland Sands and the other three wise men were able to spend not only days at Willow Springs, but even more time at SoCal’s finest dragstrips, wearing out clutches and making passes in an apparently tireless effort to name 600 numero uno – at a time when that class was hugely important. Suzuki, Honda, Yamaha and Kawasaki all still produce great 600 supersport bikes, but it’s not like it was 19 years ago. 1999 600cc Supersport ShootoutHead-On Collision
By Staff Feb. 23, 1999
Photography by Bruce Kusada
LOS ANGELES February 23, 1999 The hype has been intense: At the end of ’98, pervasive rumors claimed that Yamaha was developing a 600 supersport counterpart to their ground-breaking YZF-R1. Honda, it was said, was tooling up a fuel-injected replacement to the F3. Suzuki? Nothing new here, they just kicked butt on the race track, taking home the coveted AMA 600cc Supersport Championship in 1998 on their supposedly out-dated GSX-R600. Meanwhile, Kawasaki redesigned the ZX-6R, melding both track performance with street-going comfort, offering a combination of light weight, comfort and performance that proved so popular in Great Britain that for the first time in years the ZX-6R outsold Honda’s CBR600F3. Parity in the 600 class, it seems, had been achieved. Pete Rozelle wept from his luxury box in the sky. Some of the rhetoric proved to be true: Both Honda and Yamaha developed two all-new 600cc supersports: The still-carbureted but significantly refined CBR600F4 and the R1’s close cousin, Yamaha’s YZF-R6, respectively.
Back to the real world, early 1999 to be exact. You’ve impatiently waited for the new machines to come out, and now it’s time to plunk down some hard-earned money. So you want to know the skinny, right? Well, to aide in your quest, Motorcycle Online enlisted the help of reigning AMA Pro Thunder and 250 Grand Prix Champions Paul Harrell and Roland Sands to help us out in our 1999 600 shootout. We chose to test the motorcycles using stock tires since many of our readers will use them until they are worn out and because changing tires can significantly change the characteristics of a motorcycle. Not that it mattered much, because the tires are very similar — the Honda, Yamaha and Suzuki are shod with DunlopD207’s street tires and the Kawasaki comes with BridgestoneBT56s. The only drawback in using stock tires was that track and drag strip times would suffer — surprisingly, we struggled more at the drag strip with the relatively slick stock tires than at the race track — otherwise using stock tires didn’t favor one bike over another. Each bike’s performance stood on factors not related to tire selection. Still, for those of you who are fit to be tied that we didn’t swap tires, flame us now. The most anticipated bike heading into the shootout had to be Yamaha’s YZF-R6, a motorcycle seemingly designed to elicit over-the-top superlatives from the motorcycle press. We rode the CBR600F4 at the Las Vegas Speedway and came away impressed with it’s superb balance. We looked forward to putting more miles on the ZX-6R as it’d been months since we rode one. It had also been a while since we rode the GSX-R600, two years in fact, back in our 1997 test, and we were interested in seeing how it faired against the new generation 600s on the Streets of Willow Springs, at the Carlsbad Raceway Drag Strip and highways of greater Los Angeles. Anyhow, enough of the bollocks, let’s get on with the test. 4: 1999 Suzuki GSX-R600 The oldest platform in the test, the Suzuki GSX-R600 has been tweaked throughout its three-year lifespan. In 1998 it received a larger airbox, revised exhaust system, different cam timing and reshaped ports to improve power across the powerband, and in 1999 Suzuki fitted the Gixxer with revised carburetor intake funnels, different jetting and a new igniter box for improved high rpm power. Peak power was improved: The GSX-R600 made 91.9 bhp at 10500 rpm and 45.1 ft-lbs of torque at 9500. That’s a decent jump over our 1997 test model that posted 88.7 bhp at 12,000 rpm and 43.4 ft-lbs at 10,000 rpm. “Mid-range power also improved, and next to the F4 the GSX-R made the second most amount of torque.” The driveline lash that was so prominent on our 1997 test bike wasn’t noticed in this year’s model, but the riders complained of a flat spot around 10,000 rpm. We noticed carburetion difficulties on the 1997 GSX-R600 and we suspect that Suzuki still hasn’t sorted out this problem. “It doesn’t really feel like a flat spot,” quipped Editor Plummer after drag strip testing, “but rather, it seems that either the carburetor needles are wrong or the throttle slides are rising at the wrong rate, either too slow or too fast, but in any event the power feels flat when you’re on the gas and shift gears at redline — there’s a highly noticeable lag in the power. In a sense, that’s good news, and jetting is easily correctable, while some strange cam/exhaust pipe problem isn’t.” The Suzuki made the least amount of peak horsepower, a factor that might have helped produce the slowest times at the drag strip — 11.149 seconds for the quarter-mile at 124.84 miles per hour. However, we believe that imprecise carburetor settings were the most likely culprit, as Editor Plummer — who does the drag strip testing — felt the Suzuki “would have hauled ass” on the drag strip if the carburetion problems were solved. In addition, the GSX-R600 was our least favorite street bike in this test, with many testers complaining of inordinate amounts of vibration, especially at higher rpms. The uncompromising riding position on the GSX-R didn’t win a lot of positive feedback and the bike never felt quite right unless ridden at a ten-tenths pace. “Suzuki pays more to club racers than anyone else in America.” Still, the brakes were good and the GSX-R600 might have the best stock chassis set-up in the entire test, although the shake and rattle lends to a perception of a less-than-finished motorcycle. Yet straight out of the box the Suzuki was perhaps the best race-ready motorcycle. Editor Plummer recorded his fastest lap times at the Streets of Willow Springs on the GSX-R (the fastest GSX-R time was Roland Sands at 1:15.02, Plummer was about a second behind) and it wasn’t until the suspension set-up began to be significantly adjusted that the racers’ lap times on the other three bikes began to pull away from the GSX-R600. “Roland and Paul started going much, much faster on the other bikes in the afternoon,” says Plummer, “but I never could get a confident feel from any of them, especially not in the front end — no street bike seems to feel as planted and secure as a good old GSX-R. While pros have the ability to go beyond their immediate impressions, for the rest of us, it’s hard or impossible to go fast on a bike that doesn’t feel planted. If I were going club racing, the Gixxer would be my choice, for sure.” Also in it’s favor, the Suzuki GSX-R600 has been around for a few years and there is a host aftermarket parts available for racers, not to mention the Suzuki Cup — at over a million dollars, Suzuki pays more to club racers than anyone else in America. 3: 1999 Kawasaki ZX-6R Last year something rare happened over in Great Britain: For the first time in years the top selling 501 to 700cc class motorcycle was not a Honda, it was the Kawasaki ZX-6R. Aiming at the CBR600F3, the ZX-6R offered light weight, high performance and excellent handling characteristics along with improved aerodynamics, weather and wind protection, and relaxed ergonomics for a more comfortable street ride. The design worked, and Honda was forced to play catch up. In 1997, the ZX-6R placed last in our comparison. Vague front-end feedback along with low-profile stock Bridgestone tires resulted in a front end that “pushed” and “tucked” in corners. Even with race-compound tires the vague feedback on the 1997 ZX-6R continued and the lack of front-end feel was responsible for relegating the old 6R to last place. The 1997 ZX-6R had very narrow triple clamps that didn’t give much turning leverage. Kawasakiengineers addressed this by widening the handlebars, which also made the ZX-6R more comfortable, even though we thought the old ZX-6R was not an uncomfortable motorcycle. Kawasaki also stiffened the chassis and improved the suspension. As a result handling improved all around. At 445 pounds with a full tank of gas, the new generation ZX-6R is also about 18 pounds lighter than its predecessor, but is still the heaviest motorcycle in the test. Throttle response on the ZX-6R was excellent, so was the positive-feeling gearbox and strong clutch (try as we might we couldn’t fry the clutch at the strip). The linear power delivery and higher-profile stock Bridgestone BT56 tires helped the ZX-6R post the fastest times in the quarter mile. With peak power outputs of 94 bhp at 12,750 rpm and 44.2 ft-lbs at 10,500 rpm the 6R ripped off a 10.937 second quarter mile at 127.41 miles per hour at the slower, slicker, sea-level Carlsbad Raceway (the 1997 ZX-6R posted a 10.79 quarter-mile at the LACR, a faster track at higher elevations that also posts very generous corrected times, usually by about three or four tenths of a second). “Overall we thought the Kawasaki was an excellent street bike…” Stoplight to stoplight Kawasaki intends to be the fastest, and with the ZX-6R they’re living up to their promise: “The Kawasaki rocks!” barked an elated Plummer after ripping off a 1.7-second 60-foot time and a high 10-second quarter mile. “It’s the only bike with precise throttle response and inherent traction off the line — if you want to smoke your pals at every street light, you’ll be hard-pressed to find any bike, big or small, that’ll run with the 6R from zero to 60.” A comfortable, easy-to-ride street bike with a great engine, smooth throttle response and wide powerband that handled well on the street, the ZX-6R lagged behind the Honda and the Yamaha at the track. It’s at least 10 pounds heavier than the competition, feeling slow entering corners and not reacting well to mid-corner line changes. The six-piston caliper brakes — which are the same excellent Tokico calipers used on the GSX-R and the Team MO race bikes — didn’t have the same initial bite as the others, so consider changing brake pads if you own one. The ZX-6R’s fastest lap at the Streets of Willow Springs was Roland Sands’ 1:14.31, faster than his best GSX-R time but almost a full second slower than the fastest times recorded by the CBR600F4 and the YZF-R6. Still, the new ZX-6R is an enormous improvement over the old ’97 model. Overall we thought the Kawasaki was an excellent street bike — two staff members gave it second place votes — with a wonderful motor but its size kept it from overtaking the lighter, more agile Yamaha and Honda. The post Chrurch of MO: 1999 600cc Supersport Shootout appeared first on Motorcycle.com. Motorcycles via Motorcycle.comMotorcycle.com https://ift.tt/Xzx9iy May 20, 2018 at 12:11PM
Motorcycle News - Custom Bikes Of The Week: 20 May, 2018
https://ift.tt/2rVAEbk
This bike is one of three Tridents that were race prepped by Italy’s main Triumph importer, Bepi Koelliker, to run in the 1972 Bol d’Or 24-hour motorcycle endurance race. It has a specially fabricated frame, born from the hands of Stelio Belletti, as well as a Lockheed Racing braking system and a gorgeous set of seven-spoke magnesium mags.
The original 1985 R80 rolled into the shop with barely 7,000 km on the clock. But that didn’t mean the work ahead was easy. The build still demanded a total teardown; the frame needed some detabbing work and the subframe had to go. In its place, the new hooped perch rides high but follows the lines at the base of the tank perfectly.
I’m torn over the custom underslung muffler, but I appreciate the creativity and can’t fault the execution. And it’s the paintwork that truly captures eyes here. The Audi Daytona grey and teal accents are buried, jewel-like under seven coats of clear coat. We’re told the process involved some 40 drafts before final approvals and figure it was worth the effort. [More]
Black Betty is the near-perfect combination of purity and function in motorcycle design. It has a large, 17-litre teardrop tank to help devour miles. There is a substantial luggage rack out the back, which sits above an equally effective rear fender. And the solo seat has enough padding to make use of that tank’s volume.
The overall style is clearly vintage. But don’t think for a minute that this late 80s Moto Guzzi hasn’t been modernized. Motogadet now tackles the electricals, complete with a Motoscope Tiny that’s been mounted within the Triumph Thunderbird headlight bucket, and Sachse now handles the ignition. And while some may lament the chunky rubber, Jez felt it suited Black Beauty just fine: “This is a machine designed for taking your time on, and so the trade-off in grip compared to a more road orientated tire was deemed acceptable.” Sounds reasonable enough to us. [More]
Thankfully, creatives like Dakar Chou from Taiwan’s DKdesign Motorparts are around to beautify things. His shop specializes in developing bolt-ons for the G310 as well as the Rnine T, and every now and then churns out a one-off as showcase. With his latest build, and second G310R, Dakar has created a tasty little cafe he’s calling Rogue.
JvB just happens to be a parts producing specialist, so many of the changes here can be quickly sourced and easily installed. After riding a stock Racer for a spell, Jens was convinced the best way to improve it was to make subtle ergonomic changes, to improve rideability without spoiling its good looks.
Other tweaks include a newly sculpted airbox cover that better fits with the Bavarian’s overall design and of course that beauty of a rear seat, complete with integrated LED’s for tail and braking lights. The transformation is tasty and simple, showcasing an already very attractive bike. Although if it were in my garage, I’d opt away from the wheel covers. Motorcycles via Bike EXIF http://www.bikeexif.com May 20, 2018 at 12:06PM
MotoGP News - Danilo Petrucci feels Ducati will choose him or Jack Miller for 2019
https://ift.tt/2Ix4ZY8 Danilo Petrucci believes Ducati will choose between him and his Pramac team-mate Jack Miller for the second spot in its MotoGP factory line-up next year Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei May 20, 2018 at 11:52AM
MotoGP News - Johann Zarco: Impatient bid to get Lorenzo caused home MotoGP crash
https://ift.tt/2Lg15AF Johann Zarco admits impatience in trying to pass Jorge Lorenzo for the lead of his home MotoGP race was what caused him to crash at Le Mans. Tech3 Yamaha rider Zarco beat Marc Marquez to score pole position for the French race with a new lap record around the Le Mans Bugatti Circuit. He slipped to second at the start of the race behind a fast-starting Lorenzo and was still running in that position when he lost the front end and crashed at Garage Vert on the eighth lap of 27. Zarco admitted he pushed too hard to clear Lorenzo early on, as proven when the Lorenzo's pace dropped dramatically in the latter part of the race as he finished sixth. "I think I could have [had] the pace, I don't know about victory but for the podium, and second place was possible," said Zarco. "Normally with the bike getting more light and with less fuel after half-race [distance] I could have an advantage. "But the problem in all these laps at the beginning of the race [was that] overtaking Lorenzo has been too difficult. "I tried to do it but I was losing a lot in acceleration and then when you have to catch him back, [you] then think about how to overtake him, I think this took all my energy. "I was [pushing] more than 100 percent to do it and that is what it pushed me to the mistake in that corner. I did not expect to crash. "I should have maybe waited to have less fuel and feel more comfortable and maybe Jorge can go a little bit slower to overtake him. "But the way I was pushing at the moment didn't give me the possibility to act in this way. "If I maybe tried to wait even more, I [could have] lost more positions." Zarco denied that the pressure of a home win in front of a passionate crowd was a factor in the incident, but admitted the experience would help him "grow up". "I don't think it is extra pressure; that crash is just the [result of me] giving my best to dream about victory, that's all," he said. "I will keep that in mind because it makes me grow up. "I think now with the experience, we can say I have some pressure [with] all the people screaming my name. But I am happy to have this situation. "I try to take it as positive, so yesterday I enjoyed it. It was a great emotion to be at the starting grid and see all the people, even now just before the start to hear [the French national anthem] La Marseillaise. "I was smiling and tried to relax so I was ready in my mind. When we started the race, it was necessary to accept I have a machine to fight for victory." Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei May 20, 2018 at 10:51AM
MotoGP News - Dovizioso: Crash from lead of French MotoGP race 'unacceptable'
https://ift.tt/2kcfHVu Andrea Dovizioso says mistakes like the one that caused him to crash out of the lead of MotoGP's French Grand Prix are "unacceptable". The Ducati rider, who was caught up in a clash with team-mate Jorge Lorenzo and Dani Pedrosa in the previous race at Jerez, had just taken the lead at Le Mans when he fell at the La Chapelle right-hander. He is now 49 points off the championship lead and down to ninth in the standings. Speaking to BT Sport about the crash, Dovizioso said: "I did a small mistake. "This is unacceptable for me because if we want to fight for the championship against Marc [Marquez], we can't do that. "It is something pretty hard for me to accept because this is something in my career that normally I am not doing. "It is very bad, I need minimum one day to pass this situation." Dovizioso said he "didn't expect" to fall at that moment, because he felt he was riding within himself. "We had a chance to win, at that moment I wasn't pushing and my feeling was good," he said. "The bike worked so well today, this weekend. "That's why I am really disappointed, because when the victory is in your hand and you make that mistake is unacceptable." Marquez, who leads the championship and took his third consecutive win of the season following Dovizioso's crash, said his 2017 rival's accident influenced the way he rode for the rest of the race. "Honestly speaking, when Dovi crashed, the approach of the race was different," he said. "Dovi's pace was very good but he lost the front. When he lost the front I changed a little bit my strategy to be a little bit more cooled down. "Today was an important victory because it was a race track that normally we struggle a lot [at], and if we are competitive here, we can be competitive at all tracks." Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei May 20, 2018 at 09:51AM
MotoGP News - MotoGP Le Mans: Marc Marquez wins as Dovizioso and Zarco crash
https://ift.tt/2rUfolm Marc Marquez extended his MotoGP points lead with victory in the French Grand Prix at Le Mans, helped by crashes for Andrea Dovizioso and Johann Zarco Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei May 20, 2018 at 08:21AM
MotoGP News - Cal Crutchlow declared fit to race at MotoGP Le Mans after crash
https://ift.tt/2IQSqWT Cal Crutchlow has been declared fit to race in MotoGP's French Grand Prix after being released from hospital following his heavy crash in qualifying Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei May 20, 2018 at 03:20AM
MotoGP News - Cal Crutchlow could miss French MotoGP race after qualifying crash
https://ift.tt/2kbkc2x Cal Crutchlow has escaped "major injury" after his huge highside crash during qualifying for MotoGP's French Grand Prix, but a decision on whether he will race has yet to be made Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei May 19, 2018 at 01:17PM
MotoGP News - Johann Zarco 'confused' by French MotoGP pole lap
https://ift.tt/2k8ozLD Tech 3 Yamaha's Johann Zarco says he was "confused" when he saw the laptime that secured him pole position for the MotoGP race at Le Mans Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei May 19, 2018 at 12:17PM |
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