MotoGP News - Marquez declared fit to ride at MotoGP Andalusian GP
https://ift.tt/2OPU10w Just four days after an operation on a broken right arm in the MotoGP Spanish Grand Prix, Marc Marquez has been declared fit to ride in this weekend's Andalusian GP. Marquez crashed heavily on lap 22 of 25 of last Sunday's season-opener at Jerez and broken the humerus bone in his right arm. The reigning world champion flew to hospital in Barcelona on Monday and underwent an operation - carried out by famed MotoGP surgeon Dr. Xavier Mir - on Tuesday morning, where a plate and some screws were fixed to the bone. The operation proved a success and, crucially, no damage to the radial nerve was discovered. Though both doctors and Honda said Marquez would be out of this weekend's second outing at Jerez and was aiming for a Czech GP return at Brno, Marquez confirmed his intention to ride this weekend on Wednesday. Returning to Jerez on Thursday, Marquez underwent a medical check on Thursday afternoon and was passed fit by MotoGP doctors to ride this weekend. Prior to his crash last Sunday, Marquez was recovering through from 16th after saving a spectacular front end moment through Turn 4 on lap five while leading. Marquez had scythed his way through the field and was chasing down Yamaha's Maverick Vinales for second when he was flung from his RC213V at Turn 3. Fellow Honda rider Cal Crutchlow underwent physical checks on Thursday on the right wrist he fractured in a crash in the warm-up session on Sunday and has been passed fit. In a statement issued on Tuesday following Marquez's surgery, Honda team boss Albeto Puig said he expected LCR's Crutchlow to be able to race this weekend. Suzuki's Alex Rins has also been passed fit to race this weekend, after dislocating and fracturing his right shoulder in a fast crash in qualifying last Saturday. Undergoing treatment immediately, Suzuki confirmed in a social media post earlier this week that Rins was already improving. Petronas SRT's Fabio Quartararo leads the MotoGP world championship for the first time after claiming his debut win last weekend, with Vinales and Ducati's Andrea Dovizioso completing the top three. Honda team boss Alberto Puig courted controversy earlier this weekend when he made comments suggesting that this year's world title would hold less value to the victor should Marquez be ruled out of races. Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei July 23, 2020 at 07:12AM
MotoGP News - Yamaha sent MotoGP engines back to Japan after Jerez troubles
https://ift.tt/2E4bErg Yamaha sent engines used by Valentino Rossi and Maverick Vinales at the MotoGP Spanish Grand Prix back to Japan for inspection following reliability concerns. Yamaha began the delayed 2020 season in perfect fashion, securing a 1-2 in the Jerez race courtesy of Petronas SRT's Fabio Quartararo and works team rider Vinales. However, the Spanish GP weekend proved to be an eye-opening one for Yamaha, who was found to be 12km/h down in the speed traps relative to the fastest bike - which was the Ducati of Andrea Dovizioso. Rossi also had to pull out of the race due to a mechanical issue, after his bike went into a safe mode when an alarm was raised. "I had a problem with the bike," Rossi stated last Sunday, the cause of it still unknown. "An alert went off on the dashboard and therefore I had to stop. "Now the boys are looking at what has happened, but it has been a technical problem." Autosport has learned that Vinales used three of his five allocated engines across the Jerez weekend, while Rossi used two. An engine from each of Vinales and Rossi's allocation was sent back to Yamaha's base in Japan for inspection. Yamaha is currently at a loss as to what is causing its issues, and Autosport understands the marque may be considering lowering the revs this weekend as a precaution. Given Yamaha's current top speed deficit, this could come as a potentially fatal blow to its hopes of a repeat victory - one that would be crucial ahead of the Brno/Red Bull Ring triple-header. Owing to the shortened 13-round calendar, engine allocation has been reduced to five for the concession manufacturers (Ducati, Yamaha, Suzuki, Honda) and seven for the non-concession ones (KTM, Aprilia). Should Yamaha find the cause of its problems, it won't likely be able to do anything about it as engines are sealed. However, Aprilia was granted special dispensation to replace a part on its engine - which Autosport believes was a piston - on reliability, and thus safety grounds. Should Yamaha's issue prove to be a safety one, there may be a chance for a fix to be made so long as it doesn't improve performance. Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei July 23, 2020 at 05:44AM
Motorcycle News - 2020 Honda CRF1100L Africa Twin vs. Suzuki V-Strom 1050XT
https://ift.tt/39khW1s We’ll admit this is an unusual ADV test. There are any number of competitors we could have lined up against the new-and-improved 2020 Honda Africa Twin. Honda’s dirt-focused ADV bike has received a host of changes to make it even better both on-road and off, but it has always felt most at home when the paved path turns to the loose stuff. However, the Suzuki V-Strom’s validity in this test shouldn’t be overlooked. A long-time favorite among the MO staff, we’ve always appreciated the ‘Strom’s performance, both on-road and off, even if it wasn’t the best in any particular category. Like the Honda, Suzuki has updated the V-Strom 1050 for 2020, and with both Japanese players getting refreshes, what better time than now to put them head-to-head? In Honda’s case, the Africa Twin’s makeover centers on its larger engine – 1084cc, to be exact – achieved through a longer stroke. Cradling the bigger engine is a revised frame with several little changes, including a narrower, bolt-on subframe, that make one significant difference. What’s less obvious to see is the hugely updated electronics package centered around a Bosch IMU, giving the Africa Twin the latest traction control, wheelie control, and ABS capabilities, among a host of other changes. If you’re curious to know more about the changes to both the standard Africa Twin seen here and the Adventure Sports version, we take an in-depth look at both bikes here. You can also read about my Quick First Ride of the standard AT, too. On the Suzuki’s side, the V-Strom 1050XT gets a more dramatic aesthetic makeover, taking design cues from the DR Big off-roaders to look more, well, off-roady. The 1037cc V-Twin that can trace its roots back to the 1997 TL1000 sees some different camshafts for better peak power. Better still, a change to ride-by-wire means the V-Strom finally has cruise control. Bringing the V-Strom into the modern age, it now comes with an IMU, too, reading yaw, pitch, and roll. Unlike the Honda, though, the ‘Strom uses the IMU mainly for cornering ABS and traction control functions. No wheelie control here. Also, ABS can only be disengaged by pulling the fuse under the seat. Not ideal. For a more thorough explanation of all the changes Suzuki made to the V-Strom, John Burns can tell you all about it in his First Ride review. Taking Trizzle Out Of His Comfort ZoneComparing these two motorcycles means getting a taste of each bike both on the road and in the dirt. Easy enough, since our ADV guy Ryan lives for this kind of stuff. But that also means we’d need a second rider – and that’s where Yours Truly comes in. The thing is, though, my skills in the dirt are approximately the inverse of my skills on the road. I generally prefer having the Earth NOT move underneath me while I’m riding, not least of which because I usually end up hurting myself when I give dirtbikes a try. But since I’ve dragged Ryan – our resident off-road guy – along to plenty of racetrack tests throughout his time as a MOron, it’s only right the tables are turned around on me. So, we bring you this comparison between the Africa Twin and V-Strom 1050XT from two very different perspectives: the off-road ace and the (terrified) noob. Since these bikes are street-legal, we did a fair bit of road riding, but also gave them a fair bit of time off the beaten path, too. As you’re about to see, the differences between them became apparent almost immediately. Not Identical TwinsWhat we have with these two bikes is a tale of two engines. Both are Twins displacing over 1000cc, but that’s where the similarities end. The Suzuki, of course, splays its cylinders in a Vee while the Honda’s pistons reside right next to each other. Honda claims 101 hp at 7500 rpm (at least in Euro trim) with a torque output of 77 lb-ft. Suzuki, meanwhile, claims 106 hp at 8500 rpm and 73.8 lb-ft. At 6,000 rpm. Judging by our butt dynos, we’d say these claims are fairly accurate. Looking past the numbers, however, we get into how the engines make power. There are a number of changes to the V-Strom engine, including a change in camshaft profiles for both the intake and exhaust. The result is slightly more top-end power compared to its predecessor, at the expense of bottom-end grunt. By comparison, Honda engineers reached the new 1084cc displacement through a longer stroke compared to the previous model. Typically, longer strokes lead to lower rev ceilings, which means power is delivered earlier in the rev range. And that’s exactly the case here. “Upping the [Suzuki] horsepower figure is great, but at the detriment of torque for a street/adventure bike doesn’t make sense to me,” Ryan notes. “To make matters worse, the bike has lost much of its low-end grunt that previously made the V-Twin so appealing.” At the other end of the spectrum is the Africa Twin. Its engine pulls cleanly from as low as 2,000 rpm, with linear, accessible grunt that doesn’t feel like you’re straining it to get moving. Its transmission clicks from gear to gear as slick as you like, the ‘Strom feeling a little more mechanical in comparison. If the manufacturer’s claimed power figures are anything to go by, then we’re dealing with two engines that, despite their marginal size difference, basically make the same amounts of power. But from where the rider is sitting, both Ryan and I agree the Honda feels like the more powerful and responsive of the two. This feeling likely has something to do with the extra 49 pounds the Suzuki carries around. On our electronic scales, the Honda weighed in at 495 pounds, the Suzuki at 544 pounds. On-Road MannersDespite its revamped adventure style, Suzuki says the new V-Strom 1050 XT is biased towards street riding. The first sign of this is its street-biased (tubed) tires, but a closer look will discover the Suzuki’s 19-inch/17-inch wheel combo is smaller than the Honda’s 21-/18-inch setup, giving it better street manners. Here’s Ryan: “Both bikes work well on the road and would be a pleasure to tour with. [Side note: neither bike comes with luggage, but the aftermarket is full of them.] In the twisty sections of said tour though, the V-Strom steers quicker, whereas the Africa Twin takes its time bending through corners due to the difference in wheel size.” “Jumping from bike to bike, the wide-open cockpit of the Africa Twin is immediately noticeable. The V-Strom has a much narrower handlebar that’s also a fair bit lower. Thankfully, on the freeway, the AT’s dash and small windscreen do a pretty good job of not turning its rider into a sail at speed. The overall nod for wind protection between these two goes to the Suzuki though, thanks to its much taller windscreen.” What Ryan is forgetting to mention is the V-Strom’s adjustable windscreen, which lends to the greater wind protection. However, Suzuki gets a demerit point for placing the latch to adjust the screen right above the headlight, forcing the rider to stop and get off the bike if they want to move the screen up or down. Even though Ryan and I both measure at 5-feet, 8-inches, I didn’t have much of an issue with the Honda’s ergonomics on the road. The short, stationary windscreen pushed the air away from my chest and over my head, where it then created some turbulence and buffeting. Over extended distances, I found myself extending my arms on the Suzuki a little more than I’d like to reach the bars. On the Honda, the seat-to-bar distance felt a tiny bit closer, allowing me to keep more of a bend in my elbows. But while I was more concerned with upper body comfort, Ryan took issue with the seat positions on both bikes. “In the lowest position they both gave me a less than comfortable bend at the knees over time while seated. Despite my 30-inch inseam, I would rather keep both seats in the higher position, even if it meant the ground would be further away.” I didn’t have as much discomfort with the hip/knee placement, but I do agree with Ryan about the higher seat position being more comfortable. Thankfully it’s easy to move the seats on both bikes in either the high or low position. Personally, I found the Honda’s cockpit a more pleasant place to be. The reach to the bars is shorter, the seat is marginally more comfortable, and the bright, colorful, and clear TFT display is easy on the eyes. It truly is an impressive thing to look at, even in broad daylight. To its credit, the Suzuki’s LCD gauges give all the necessary information and would have been considered very attractive and cutting edge – ten years ago. In its current trim, the ‘Strom’s 1037cc V-Twin gargles and struggles underneath 4,000 rpm, though it sings quite nicely above that mark. Like other Suzukis, the ‘Strom’s Idle Speed Control will pick up the revs a touch if you gently release the clutch from a stop without any throttle, helping to avoid stalling the bike. Once moving on the road, you’re shifting the Suzuki like a bike with much less displacement to keep it in the sweet spot of its powerband. It’s a strange sensation to be shifting the ‘Strom so much, but it really doesn’t like to be below four-grand. Then, once you’re in the powerband, the Suzuki moves with intent – but I’d hesitate to call it urgency. There’s plenty of power on tap to evade cars, of course, but if you’re already at cruising speed and plan to make a pass on the highway, you’ll have to prepare for a downshift (or two) and a healthy whack of the throttle. To be fair, the Honda doesn’t move with much urgency when you’re high in the revs either, but it wins out with its bottom-end grunt and smooth, linear powerband. The ride quality on either bike is comfortable on the road, but the Suzuki’s slightly firmer suspension is evident on the road, as the ‘Strom is clearly the more sporty of the two. Combine the suspension travel with the smaller wheels and street tires, and the Suzuki understandably excels when the road gets twisty. It’s quicker to turn, but the narrow handlebar makes you wonder if you could attack the corners even more aggressively if it was wider. Then again, if you’re looking to attack the corners much more aggressively, the V-Strom is probably the wrong bike for you, anyway. Wider bars would be a welcome addition anyway once you leave the tarmac, but we’ll get to that in a moment. For its part, the Africa Twin makes no secret it prefers to be off road than on. It’s noticeably slower to turn than the ‘Strom, due in part to the larger wheels and tires, but also partially because of its longer wheelbase. However, its wider bar gives significantly more leverage so you can muscle it around and keep chase with your buddy on the ‘Strom. The beauty of both bikes is how seamlessly the electronics operate and intervene – if they even do. It’s hard to tell. The Africa Twin integrates the latest Bosch MM7.10 IMU and all the advantages it brings to the table, like cornering ABS, traction control, engine brake and wheelie control. Apart from the latter, if we did trigger the interventions to kick in on the road, we honestly couldn’t tell. The system is that advanced. The level of adjustment, all available from the left switchgear or the touchscreen, is equally as impressive. Suzuki didn’t skimp out with the V-Strom either, adding an IMU as well. Its operation is also hard to tell on the street, though you only get ABS and traction control. Both bikes allow you to adjust the TC levels, but the Honda has seven settings (eight, including off) while the Suzuki has three (four, including off). While the Suzuki may be the more road-oriented bike between the two, Ryan and I thoroughly enjoyed the Honda on the pavement. It doesn’t give up much, if anything to the Suzuki. Sure, it handles a little slower, but you can still muscle it around if you please. What it boils down to is the Honda’s refinement, along with the joy we get from opening the throttle and letting the 1084cc Twin sing. No matter which engine you choose, we saw fuel mileage numbers that were nearly identical: 42.3 mpg for the Honda, 42.6 mpg for the Suzuki. Both have at least five-gallon tanks (5.3 gallons on the V-Strom), so you can go pretty far before a refill. Off-Road MannersWell, this is a little awkward. The Honda gets our street nod despite the fact that the Suzuki was meant for the roads. What happens now, when we take the bikes to the Honda’s territory? As you can probably imagine, the gap between the two grows considerably. I’ll let Ryan explain why. The 2020 Africa Twin’s chassis upgrades from the suspension to the frame itself seem to keep an already stable machine even moreso. Riding the bike fast down rocky Jeep roads is a real treat. Most bikes with some ground clearance and travel can meander their way through obstacles off-road with good line selection. What sets a capable adventure bike apart is how well it can handle those obstacles when the pace picks up. A 495-pound bike with a 1084cc parallel-Twin needs to be well-sorted in the chassis department to be usable in adverse conditions, and the Africa Twin is just that. Riding the Suzuki V-Strom 1050 XT off-road is an entirely different experience. Sure, it doesn’t have dedicated off-road modes dialing in TC levels, engine braking, or throttle response, but it does allow for a few levels of TC (including the ability to turn it off). It also has a selection of power modes. The biggest disappointment with the Suzuki’s off-road electronics is the inability to disable ABS without pulling a fuse. The street-oriented Suzuki does fine off-road. It’s fairly easy to manage as long as the speeds are kept in check. When you start pushing the pace on the V-Strom, you feel like you’re inevitably going to break something. Two major factors of the Africa Twin’s off-road performance can be attributed to the wheel sizes and suspension. The AT’s Showa suspension gives the bike over nine inches of travel at each end and nearly 10 inches of ground clearance. In addition, its stock settings provide ample damping for rocky terrain while staying compliant in sandier sections. Once the pace ramps up, or if you find yourself riding one type of terra more than the other, you’ll likely want to start making adjustments, of which the AT offers compression, rebound, and preload both fore and aft. The Africa Twin’s 21/18-inch wheel combo not only helps with off-road maneuverability, but also gives riders access to a large swath of tires ranging from road going meats to full knobbies. The tall wide bar on the Honda lends a dirtbike-esque position while standing and the short windscreen stays out of the way for when the riding gets more aggressive. On the Suzuki, the shorter, narrower handlebar puts the rider in a slightly awkward position and also forces the rider closer to catching the top of its windscreen to the helmet, or worse, the throat. While Ryan clearly favored the Africa Twin off-road, the beauty of the Honda is how much easier it is to ride off-road for someone of my lame talents. Many of the attributes Ryan favored off-road, also made the dirt portion less terrifying for me, too. Considering the massive difference in speed the two of us have off-road, I noticed two main benefits: the tires and the chassis. Having the larger wheel/tire combo, I could tell the AT rolled over obstacles noticeably better. In contrast, the Suzuki had a harder time with obstacles. Its decreased suspension travel didn’t do it any favors, either. Adding dirt to the ‘Strom’s wound (pun intended), the street-biased tires didn’t do it any favors in the sandy stuff, either, as the front pushed easily. We’ve already mentioned the Suzuki’s ABS, and the need to pull a fuse to turn it off. The Honda’s Off-Road riding mode gives you the softest power application but also activates Off-Road ABS. We thought this meant rear ABS deactivation – it doesn’t. Instead, there’s an off-road ABS algorithm. While it’s highly sophisticated, both Ryan and I (though more so Ryan) preferred turning ABS off entirely. Something you can easily do with a few button pushes. WinnerIf you’ve read this far, the winner should be fairly obvious. By all our metrics the Suzuki V-Strom was satisfactory at best, which, in a way, continues the reputation the ‘Strom has long had as a motorcycle that doesn’t necessarily do anything wrong. In this case, though, the Honda simply does everything better. Here’s Ryan: The 2020 Africa Twin is a serious contender for adventurers shopping the 1,000cc-plus adventure market. The new AT is packed with the latest tech, a significant engine upgrade, and chassis updates that give the base model even better off-road performance than the previous year. Suzuki’s V-Strom 1050 XT received a complete facelift for 2020, but under that new retro DR Big styling we have a slightly revised 23-year old engine, with electronics that are just starting to catch up to what is deemed as acceptable these days. Combine that with an MSRP $400 higher than the base Africa Twin, and you’ll understand my skepticism. Ah, yes. Price. The final nail in the Suzuki’s coffin is its MSRP. As tested, the V-Strom 1050 XT will set you back $14,799. The Honda? $14,399. To be fair, the base V-Strom can be had for $13,399, but you give up a center stand, crash bars, and cruise control in the process. You also get cast wheels – practically a non-starter if doing anything off-road is in the cards. Here’s Ryan again: Troy already said it in his Africa Twin review, but that motor. Dang. The difference between the previous mill and this new stroked parallel Twin is night and day. The Honda delivers significant punch under 2,000 rpm and keeps the party going well into its mid-range. The power is tractable and easy to manage both off-road and on. If you don’t want to be the one responsible for reining yourself in, there are plenty of electronics to tweak to keep yourself from getting out of control. Honda also delivers this increased performance while managing to shave 5.5 lbs off of the motor. In terms of rider aids, these two couldn’t be further apart. The Honda introduces a mind-boggling amount of electronic adjustment while the ‘Zuki skates by with the bare minimum by today’s standards. Still, both can be appealing to different riders. Sure they can. But to the two riders involved with this test, the choice was clear. Honda’s Africa Twin all the way.
Motorcycles via Motorcycle.com https://ift.tt/2Std7JO July 22, 2020 at 02:17PM
Motorcycle News - A Honda CT125 Hunter Cub … with a ‘Gatling gun’ exhaust
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You get a 125 cc air-cooled four stroke with both electric and kick-start systems, a four-speed ‘box, 17” wheels and disc brakes. But more importantly you also get a sump guard, a massive rear rack and just enough suspension travel for light exploration. It’s what we’d pick for carrying on the back of a motorhome on camping trips—or hopping from cafe to cafe on an easy Sunday morning. The CT125 has only just hit the market in Asia, but Thailand’s K-Speed have wasted little time in customizing it. We’re not surprised either—they’re a sizable operation, with a high output and a thriving aftermarket parts catalog. Plus they’ve already swung spanners on the Super Cub, and the Honda Monkey, with spectacular results.
They gave it a ‘combat’ theme that would look kitsch on any other bike—but ramps up this mini-trailie’s fun factor exponentially.
The OEM mudguard was in the way, so that was ditched in favor of a much slimmer, and higher mounted unit. K-Speed then fabricated a new rear rack to hold the mudguard, and support a ‘tool box’ up top. Lastly, they installed a set of Diablo (their in-house brand) shocks, adding both a 1.5” lift and extra strength to cope with the load.
Moving to the cockpit, the crew modified the stock triple tree with new risers, then added a set of enduro-style Diablo handlebars. They wear new grips, a new throttle, mini-switches, bar-end mirrors, and a Takegawa brake master cylinder.
K-Speed also added extensions to the Hunter Cub’s crash bars, and the stock LED speedo is now mounted on the side of the bike, on top of the left crash bar. The front turn signals are harder to spot, but they’re there.
Perhaps the quirkiest part on this adventure scoot is the bizarre Gatling gun-style exhaust. It’s a fully functional unit, and actually spins faster and faster as the Cub accelerates. It’s the sort of feature we’d hate on a reality TV chopper, but this custom is cute enough to get away with it.
Hand us the keys, and we’ll happily cram as much as we can into that toolbox and escape reality for a few days. K-Speed website | Instagram | Images by Hipmotography Motorcycles via Bike EXIF https://ift.tt/2Mf9b0c July 22, 2020 at 12:25PM
F1 News - Ferrari announce technical department restructure after slow start to season
https://ift.tt/2D1Buvq Ferrari have restructured their technical department in the wake of a disappointing performance at the start of the 2020 season. Head of aerodynamics Enrico Cardile will lead a newly created performance development department. And there is a more prominent role for Rory Byrne, who was chief designer when the team dominated the early 2000s. The idea is to "speed up the design and development on the car-performance front," team boss Mattia Binotto said. The moves come after Ferrari started this season with a car more than a second a lap slower than that of the world champions and pace-setters Mercedes, and are a recognition that the team's design structure was flawed. The idea is to create a more vertical organisation and clearly assign responsibility. Ferrari said in a statement they were "instituting a chain of command that is more focused and simplified and provides the heads of each department the necessary powers to achieve their objectives". Ferrari had previously been operating a flatter management structure with shared responsibility, but have abandoned this idea to ensure specific people are clearly in charge of each area. Ferrari believe their team has now shifted to a more similar structure to those employed at Mercedes and Red Bull. Under Binotto, the key figures alongside Cardile are power-unit boss Enrico Gualteri, sporting director Laurent Mekies and chassis engineering boss Simone Resta. The return of Byrne to a more prominent role is especially notable. The 76-year-old South African, regarded as one of the great designers of the last 30 years, had moved into a more background role since being brought out of semi-retirement to help Ferrari with the design of their car when Formula 1 last brought in a major regulation change in 2017. Byrne will now focus mainly on the design of the 2022 car, when F1 is introducing arguably the biggest regulation change for decades, with an entirely new aerodynamic approach aimed at making the cars able to race more closely together. Binotto said: "We have started to lay the foundations of a process which should lead to a new and enduring winning cycle. "It will take some time and we will suffer setbacks like the one we are experiencing right now in terms of results and performance. "However, we must react to the shortcomings with strength and determination to get back to being at the very top of this sport as soon as possible." #F1 via BBC Sport - Formula 1 https://ift.tt/OHg7x6 July 22, 2020 at 10:54AM
MotoGP News - Injured Marquez evaluating shock MotoGP return at Andalusian Grand Prix
https://ift.tt/2WJbgoC Marc Marquez is exploring the option to return to MotoGP action this weekend despite undergoing surgery on Tuesday after breaking his right arm in a violent Spanish Grand Prix crash. In last weekend's MotoGP season opener Marquez was recovering from an early off-track moment before violently crashing and breaking his right humerus, which was impacted by his bike. The Repsol Honda rider flew to Barcelona on Monday afternoon and underwent surgery on Tuesday morning, led by Dr. Xavier Mir's team in the Dexeus Hospital. The surgery was deemed successful and confirmed Marquez did not suffer any radial nerve damage in the accident. Marquez was released from hospital on Wednesday morning to start his rehabilitation at home. Initially his objective was to return to action in early August's Czech Republic Grand Prix at Brno, the third race of an overhauled 2020 schedule. PLUS: Why Marquez isn't out of the MotoGP title fight yet But according to the newspaper El Periodico de Catalunya, Marquez is not ruling out returning to Jerez for this weekend's Andalusian Grand Prix, buoyed by the news that he escaped nerve damage. Marquez is intending to climb back on his bike for a weekend of damage limitation, with the objective of scoring vital points in the shortened championship. As it stands, 13 rounds are confirmed on the revised calendar, with planned rounds in Thailand and Malaysia potentially bumping up the number to 15. In the coming days Marquez will evaluate his condition and make a final call on whether it would be wise climbing back on his bike just three days after undergoing surgery on his fractured arm. Marquez could delay his decision until Saturday's qualifying session, which is the final cut-off for taking part. After his surgery on Tuesday, Honda boss Alberto Puig said: "Marc will take some time to recover but we are happy with how everything has gone. "Doctor Mir and his team have taken care of the entire situation since the fall and performed a successful operation. "This gives the Repsol Honda Team a lot of motivation, knowing it went well, but now we have to be patient to see how Marc recovers and to understand when he can return." Both Cal Crutchlow and Alex Rins are also in a race to be fit for the second round of the 2020 MotoGP season having also sat out the opener due to respective injuries. Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei July 22, 2020 at 09:40AM
MotoGP News - Alex Marquez: Racing for Honda in MotoGP without Marc changes nothing
https://ift.tt/32HRQEp Alex Marquez says being the only Repsol Honda MotoGP rider in this weekend's Andalusian Grand Prix in the absence of his injured brother "changes nothing" for him. The reigning Moto2 champion will be the sole representative in Honda's works outfit in the second Jerez race with Marc Marquez forced out after breaking his arm in a violent crash during last weekend's opening round. Honda has opted not to replace the elder Marquez brother, but Alex believes that having the full focus of the Repsol Honda garage on him won't change his approach. "Now we have this experience for next weekend, we will try to take the remaining steps," said Marquez, who will switch to the satellite LCR Honda team next year. "I think it's clear where I have to take them, but now it's the moment of truth and it has to be done. "It will be important to see how much we can improve from one weekend to the next. "For me nothing changes, the work in the box will remain the same, trying to be constant and improve just by looking at myself, which is what we want to do in these races, not looking at how we finished; improving the pace and the position, which is the objective." Marquez described his first race weekend as a MotoGP rider as "very positive" after finishing 12th from 19th on the grid, 27 seconds behind winner Fabio Quartararo. "The feeling all weekend has been quite positive. Obviously I want to be further ahead, but we've seen that everything is very tight, it seems like Moto2, but the important thing in the debut was to finish the race," he said. "In the first five laps I lacked the initial drive, but I didn't want to make a mistake and crash, it was important to finish all the laps, especially physically because it's good practice. "In the middle of the race I was fast but, honestly, in the end the last five laps were very hard." He added: "I knew it was going to be a difficult weekend, and even more so without having been able to do any more tests [since Qatar], as KTM or Aprilia were able to do. "I'm the first one who wants to be further ahead and closer to the front, but you have to start somewhere and be clear about where we have to improve." Honda could gain a boost if Cal Crutchlow can return to MotoGP action for the LCR squad in this weekend's Andalusian GP, after missing the Jerez season opener due to a right scaphoid fracture he suffered in a crash at Turn 8 during morning warm-up last Sunday. Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei July 22, 2020 at 07:17AM
Motorcycle News - Hedon Wheels & Waves helmet
https://ift.tt/2OOwtZU For the upcoming 9th Edition of Wheels & Waves, the French moto lifestyle festival will be heading home to its birthplace. Where the tarmac meets the ocean, overlooked by the towns historic lighthouse, the 2020 event will take place once again on the shores of Biarritz. To commemorate this special event Wheels & Waves has collaborated with UK helmet manufacturer Hedon to create this special edition retro motorcycle helmet. Motorcycles via Return of the Cafe Racers https://ift.tt/2M9riRb July 22, 2020 at 06:42AM
MotoGP News - Crutchlow and Rins target return from injury for second Jerez MotoGP race
https://ift.tt/3hpJwxo Cal Crutchlow and Alex Rins will both attempt to return to MotoGP action in this weekend's Andalusian Grand Prix, after missing the Jerez season opener due to injuries. LCR Honda man Crutchlow was taken to Barcelona to undergo surgery on the right scaphoid he fractured in a crash at Turn 8 during morning warm-up last Sunday. The British rider was operated on at the same Dexeus Hospital and by the same surgeon - Dr Xavier Mir - as Honda stablemate Marc Marquez on Tuesday morning, and the Japanese manufacturer is hopeful Crutchlow will be fit to race in the second round at Jerez. "Cal Crutchlow also had an operation that went well and in principle, his intention is to test the wrist on Friday," said factory Honda team boss Alberto Puig. "We are optimistic about his participation in the [Andalusian] Grand Prix." With Marquez sitting out this weekend's race after breaking his arm in a violent crash on Sunday, his younger brother Alex will be the sole rider for the works Repsol team as the reigning champion will not be replaced. Should Crutchlow not receive clearance to ride from doctors on Thursday, LCR could call upon HRC test rider Stefan Bradl to join the team alongside Takaaki Nakagami. Bradl will be in attendance at Jerez in his capacity as a commentator for Red Bull-owned TV channel ServusTV. "It wouldn't be the first time we do something like this," the German rider told Autosport. "When they need me, I'm there. But it seems that it won't be necessary at this time." Suzuki rider Rins meanwhile suffered a crash in qualifying last weekend that left him with a fractured and dislocated right shoulder, and was subsequently transferred to the nearby Jerez Puerta del Sur Hospital, where muscle damage was also discovered. As such, Rins has been undergoing an intensive programme of oxygen therapy, magnetic therapy and electro-stimulation sessions to reduce the healing time and be ready to race in this weekend's second Jerez race. Suzuki's intention is for Rins to undergo a new medical test on Thursday morning and, if he passes this, go out on Friday to test the injured shoulder in first practice. The Spaniard will not be replaced if he can't race, but in the event the injury persists and he is unable to ride at Brno next month, it's expected that test rider Sylvain Guintoli will be called up. Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei July 22, 2020 at 03:08AM 7/21/2020 Alex Zanardi: Italian former F1 driver moved to specialist centre after handbike accident - F1 News
F1 News - Alex Zanardi: Italian former F1 driver moved to specialist centre after handbike accident
https://ift.tt/3hsk4HD Former Formula 1 driver and Paralympic champion Alex Zanardi has been transferred to a specialist recovery centre a month after suffering serious head injuries in a handbike accident. The 53-year-old Italian was placed in a medically induced coma and has had three operations at Siena's Santa Maria alle Scotte hospital since the accident during a road race near the Italian city on 19 June. In a statement, the hospital said Zanardi's sedation had been suspended, allowing him to be transferred. "The stability of the general clinical conditions and the neurological picture allowed the transfer to a specialised centre for recovery and functional rehabilitation," it said. Zanardi, who raced for four Formula 1 teams in the 1990s, had to have both of his legs amputated above the knee following a horrific crash in a race in Germany in September 2001. He recovered to return to the track in touring cars before later taking up Para-cycling and winning four Paralympic gold medals. #F1 via BBC Sport - Formula 1 https://ift.tt/OHg7x6 July 22, 2020 at 12:42AM |
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