Don't have a dog in this hunt but sure would like to see a Ten Kate Ducati instead of that pos honda.
Big fun none the less. Racing has begun.
Big fun none the less. Racing has begun.
<div class='quotetop'>QUOTE (Mr. Shupe @ Feb 28 2010, 02:50 PM) <{POST_SNAPBACK}><div class='quotemain'>Some questions:
Why didn't Xaus race? Was he injured in the practice crash?
How is Vermeulen?
Where was Neukirchner? He nearly won race 1 last year!
Excellent racing. Could you start the season off any better than this? I love this series!
Xaus crashed 5 times during the first sessions so I have no idea whether or not he made the grid. I'm guessing he didn't. In one of his getoffs, he hit Haga from behind and sent them both flying into the gravel pit at turn 1. It was a miracle that Haga was fit to race considering the speed of the crash. Apparently, he was juiced up so he wouldn't feel damage to his left arm.
Vermeulen is only bruised, but his lack of broken appendages doesn't say much about his condition. He wants to be fit by Qatar, but he had two crashes at PI.
Don't know what's wrong with Neukirchner.
Why didn't Xaus race? Was he injured in the practice crash?
How is Vermeulen?
Where was Neukirchner? He nearly won race 1 last year!
Excellent racing. Could you start the season off any better than this? I love this series!
Xaus crashed 5 times during the first sessions so I have no idea whether or not he made the grid. I'm guessing he didn't. In one of his getoffs, he hit Haga from behind and sent them both flying into the gravel pit at turn 1. It was a miracle that Haga was fit to race considering the speed of the crash. Apparently, he was juiced up so he wouldn't feel damage to his left arm.
Vermeulen is only bruised, but his lack of broken appendages doesn't say much about his condition. He wants to be fit by Qatar, but he had two crashes at PI.
Don't know what's wrong with Neukirchner.
Very impressed with Haslam both on the track and off the track. Seems like a really good guy.
Lex, Regarding your theory - I think it has been proven enough over the years that it is not just about horsepower! And there are no secrets in this world. If I remember correctly the engines are equalised by throttle body restrictors.
Lex, Regarding your theory - I think it has been proven enough over the years that it is not just about horsepower! And there are no secrets in this world. If I remember correctly the engines are equalised by throttle body restrictors.
<div class='quotetop'>QUOTE (mylexicon @ Mar 1 2010, 02:27 AM) <{POST_SNAPBACK}><div class='quotemain'>Vermeulen is only bruised, but his lack of broken appendages doesn't say much about his condition. He wants to be fit by Qatar, but he had two crashes at PI.
His underlying condition of complete lack of judgement regarding career choices may unfortunately be both incurable and terminal. He can't even pick suzuki in the right series.
His underlying condition of complete lack of judgement regarding career choices may unfortunately be both incurable and terminal. He can't even pick suzuki in the right series.
Joined Feb 2007
6K Posts | 58+
Rovrum S,Yorks Eng
just caught race 2 another good show for wsbk.
Checa great hunting down(fantasy league win for me) maybe the Suzuki's beat each other up too much.and could have got away.well done riders.
its gonna be better viewing than Dorna's Farce
Checa great hunting down(fantasy league win for me) maybe the Suzuki's beat each other up too much.and could have got away.well done riders.
its gonna be better viewing than Dorna's Farce
Joined Aug 2008
6K Posts | 748+
Thailand
<div class='quotetop'>QUOTE (michaelm @ Mar 1 2010, 06:03 PM) <{POST_SNAPBACK}><div class='quotemain'>His underlying condition of complete lack of judgement regarding career choices may unfortunately be both incurable and terminal. He can't even pick suzuki in the right series.
Slam - didn't see that one coming - beauty Mike!!!
Slam - didn't see that one coming - beauty Mike!!!
<div class='quotetop'>QUOTE (Otis Driftwood @ Feb 28 2010, 09:25 AM) <{POST_SNAPBACK}><div class='quotemain'>Would anyone like to paste a link to the race highlights if availible,I cannot make head or tails of this Fox thing.
Thank you in advance.
http://www.motomatters.com/news/2010/02/28..._highlight.html
here ya go drill.
Thank you in advance.
http://www.motomatters.com/news/2010/02/28..._highlight.html
here ya go drill.
Joined Feb 2007
11K Posts | 2K+
Tennessee
I was pulling hard for Haslam and he damn near gave away both races. In the first race,he ran wide with a couple of turns to go which set up a finish that was good for the fans but a near disaster for him. In the second race,Checa was clearly faster but their was really only one place left for him to make a move and Leon didnt protect the inside at LH.He had to know thats where it was going to happen and didnt show very good race craft at all by not taking the inside away. Its going to be a great year but im going to be honest, without an American hopeful,it just isnt the same. The Brit fans should gave plenty to root for this year.
Joined Aug 2008
6K Posts | 748+
Thailand
<div class='quotetop'>QUOTE (povol @ Mar 1 2010, 09:54 PM) <{POST_SNAPBACK}><div class='quotemain'>Its going to be a great year but im going to be honest, without an American hopeful,it just isnt the same.
Does that mean your not too "hopeful" for RL's chances...?
Does that mean your not too "hopeful" for RL's chances...?
Joined Feb 2007
11K Posts | 2K+
Tennessee
<div class='quotetop'>QUOTE (mylexicon @ Feb 28 2010, 02:12 PM) <{POST_SNAPBACK}><div class='quotemain'>I'm starting to believe that WSBK is rev-limited.
I know, it seems impossible, and I have no idea why they wouldn't just come right out with it, but if you crunch the numbers, there is no way these bikes should be relatively equal. The Ducati and the Suzuki should actually have the lowest peak horsepower figures in the field, while the BMW should have about a 30hp advantage over both.
I've never really mentioned it b/c it seemed somewhat unbelievable (even to me), but Noyes revealed something very very interesting in his article about MotoGP. He was making a comparison between the bore measurements of production machines and the 81mm bore-limited 1000cc MotoGP bikes. The comparison was innocuous enough until he pointed out something only an expert would notice. He revealed that WSBK once had a rule that rev-limited bikes with bore/stroke ratios over 1.5, but that it had mysteriously disappeared without any announcements sometime prior to the BMWs homologation. I believe he said the rev limit was 14,000rpm.
That rev-limit is certainly a relic of the 750 era b/c most of the bikes would never achieve those rpm figures even if they were tuned to MotoGP standards. Furthermore, all of the 750s would have been rev-limited to 14,000rpm.
Also, if you look at the dimensions for the 999R engine. It shouldn't have been competitive with any of the 4 cylinder bikes of that era. Also, the 999R had special friction fighting modifications like extra piston rings in order to help twins compete. Those mods were probably granted to Ducati so they could reach the rev limit. The additional 200cc was basically designed to let Ducati have a lower rev limit. The bore barely went up, almost all of the displacement was gained by stroking the 999R.
Again, I have absolutely no idea why they wouldn't be forthright with the information, but the 5.5mm discrepancy between the Suzuki and the BMW makes it almost inconceivable that those two bikes could share the same track without a rev limit. The BMW should have a huge power advantage, yet the BMW finishes in the midpack or the rear.
Based upon the Suzuki's engine dimensions and the 999R's engine dimensions, the rev-limit is probably 12,000 rpm and 1200cc twins are at 10,000rpm.
Let me be clear, I have absolutely no idea how they could possibly be suppressing a rev-limit for the last 7 years, but it is part of the sport's history, and the emergence of the 80mm BMW and Suzuki's continuation of the 74.5mm engine makes it inconceivable that those bikes could share the same track without a rev-limit.
If you believe the bike magazines, the BMW has a huge peak HP advantage in stock trim, like 20 HP. Everyone that has put one on a dyno has reported over 180 at the wheel.But as someone else said, HP doesnt always equate to wins in bike racing. If they are running at Bonneville,they might have something but i cant think of a road course that allows any of the machines to reach top performance levels. You have to gear a bike to the track, and what BMW is capable of up top
is being taken away by the gearing they have to run to match the other bikes in low end, off corner grunt. You cant have both and Ducati has proven over the years that grunt off the corners is way more important than sizzling top end speed. And like someone else said, the Ducati has a restrictor plate to keep their HP numbers in line.
I know, it seems impossible, and I have no idea why they wouldn't just come right out with it, but if you crunch the numbers, there is no way these bikes should be relatively equal. The Ducati and the Suzuki should actually have the lowest peak horsepower figures in the field, while the BMW should have about a 30hp advantage over both.
I've never really mentioned it b/c it seemed somewhat unbelievable (even to me), but Noyes revealed something very very interesting in his article about MotoGP. He was making a comparison between the bore measurements of production machines and the 81mm bore-limited 1000cc MotoGP bikes. The comparison was innocuous enough until he pointed out something only an expert would notice. He revealed that WSBK once had a rule that rev-limited bikes with bore/stroke ratios over 1.5, but that it had mysteriously disappeared without any announcements sometime prior to the BMWs homologation. I believe he said the rev limit was 14,000rpm.
That rev-limit is certainly a relic of the 750 era b/c most of the bikes would never achieve those rpm figures even if they were tuned to MotoGP standards. Furthermore, all of the 750s would have been rev-limited to 14,000rpm.
Also, if you look at the dimensions for the 999R engine. It shouldn't have been competitive with any of the 4 cylinder bikes of that era. Also, the 999R had special friction fighting modifications like extra piston rings in order to help twins compete. Those mods were probably granted to Ducati so they could reach the rev limit. The additional 200cc was basically designed to let Ducati have a lower rev limit. The bore barely went up, almost all of the displacement was gained by stroking the 999R.
Again, I have absolutely no idea why they wouldn't be forthright with the information, but the 5.5mm discrepancy between the Suzuki and the BMW makes it almost inconceivable that those two bikes could share the same track without a rev limit. The BMW should have a huge power advantage, yet the BMW finishes in the midpack or the rear.
Based upon the Suzuki's engine dimensions and the 999R's engine dimensions, the rev-limit is probably 12,000 rpm and 1200cc twins are at 10,000rpm.
Let me be clear, I have absolutely no idea how they could possibly be suppressing a rev-limit for the last 7 years, but it is part of the sport's history, and the emergence of the 80mm BMW and Suzuki's continuation of the 74.5mm engine makes it inconceivable that those bikes could share the same track without a rev-limit.
If you believe the bike magazines, the BMW has a huge peak HP advantage in stock trim, like 20 HP. Everyone that has put one on a dyno has reported over 180 at the wheel.But as someone else said, HP doesnt always equate to wins in bike racing. If they are running at Bonneville,they might have something but i cant think of a road course that allows any of the machines to reach top performance levels. You have to gear a bike to the track, and what BMW is capable of up top
is being taken away by the gearing they have to run to match the other bikes in low end, off corner grunt. You cant have both and Ducati has proven over the years that grunt off the corners is way more important than sizzling top end speed. And like someone else said, the Ducati has a restrictor plate to keep their HP numbers in line.
<div class='quotetop'>QUOTE (frosty58 @ Mar 1 2010, 02:41 PM) <{POST_SNAPBACK}><div class='quotemain'>http://www.motomatters.com/news/2010/02/28..._highlight.html
here ya go drill.
Brother you are a diamond!!!
here ya go drill.
Brother you are a diamond!!!
<div class='quotetop'>QUOTE (povol @ Mar 1 2010, 07:15 AM) <{POST_SNAPBACK}><div class='quotemain'>If you believe the bike magazines, the BMW has a huge peak HP advantage in stock trim, like 20 HP. Everyone that has put one on a dyno has reported over 180 at the wheel.But as someone else said, HP doesnt always equate to wins in bike racing. If they are running at Bonneville,they might have something but i cant think of a road course that allows any of the machines to reach top performance levels. You have to gear a bike to the track, and what BMW is capable of up top
is being taken away by the gearing they have to run to match the other bikes in low end, off corner grunt. You cant have both and Ducati has proven over the years that grunt off the corners is way more important than sizzling top end speed. And like someone else said, the Ducati has a restrictor plate to keep their HP numbers in line.
I remember a time when the Ducati probably had about 30 extra peak horsepower over the competition. You're right that extra horsepower doesn't guarantee wins, but during the first half of the 2007 season, Ducati's straight line advantage was unmistakable. BMW has no such advantage.
The air restrictors and additional weight for the Ducati are not designed to curb peak horsepower b/c given the engine measurements, the Ducati will never have a peak horsepower advantage. The air restrictors and extra weight are meant to curb low-end power. Doesn't it seem strange that people would be SO sensitive to Ducati getting an additional 200cc, but when BMW show up with a 30hp advantage, no one says a thing? It's like the purpose of the sport and the rulebook is to make all of the bikes more or less equal in a very simple way. Allowing multiple displacements complicates rev-limiting. Bore measurements have no effect.
Ducati got tired of spinning a 104mm piston at 12,000rpm so they asked for more displacement. They commenced to stroke the bike which netted them approximately 0 horsepower, but it lowered the rev ceiling by about 2,000rpm (okay, technically they bored the bike 2mm but you get the general idea).
All of these things might be circumstantial, but according the 1.5 rule that Noyes referenced, all of the Japanese 750s would have been rev limited to 14,000rpm. If the sport has a history of rev limiting, there is no reason to believe they stopped; especially when you consider the extreme focus on parity.
Consider the MSMA's 21st century business model as well. In GP they've just agreed to an 81mm rule that basically gives all bikes the same peak horsepower regardless of displacement. Why? Because they want to continue to play with chassis construction and ELECTRONICS.
What does a rev-limit do? It equalizes peak horsepower for a given displacement. Why would they impose a rev-limit? B/c they want to play with chassis dynamics and ELECTRONICS.
It's the same basic R&D model. In MotoGP it's a bit more technically sophisticated b/c they also want to pursue combustion efficiency, fuel efficiency, and friction reduction technologies. In WSBK, if a team is having trouble with efficiency, they simply add a bigger fuel tank (i.e. Yamaha).
is being taken away by the gearing they have to run to match the other bikes in low end, off corner grunt. You cant have both and Ducati has proven over the years that grunt off the corners is way more important than sizzling top end speed. And like someone else said, the Ducati has a restrictor plate to keep their HP numbers in line.
I remember a time when the Ducati probably had about 30 extra peak horsepower over the competition. You're right that extra horsepower doesn't guarantee wins, but during the first half of the 2007 season, Ducati's straight line advantage was unmistakable. BMW has no such advantage.
The air restrictors and additional weight for the Ducati are not designed to curb peak horsepower b/c given the engine measurements, the Ducati will never have a peak horsepower advantage. The air restrictors and extra weight are meant to curb low-end power. Doesn't it seem strange that people would be SO sensitive to Ducati getting an additional 200cc, but when BMW show up with a 30hp advantage, no one says a thing? It's like the purpose of the sport and the rulebook is to make all of the bikes more or less equal in a very simple way. Allowing multiple displacements complicates rev-limiting. Bore measurements have no effect.
Ducati got tired of spinning a 104mm piston at 12,000rpm so they asked for more displacement. They commenced to stroke the bike which netted them approximately 0 horsepower, but it lowered the rev ceiling by about 2,000rpm (okay, technically they bored the bike 2mm but you get the general idea).
All of these things might be circumstantial, but according the 1.5 rule that Noyes referenced, all of the Japanese 750s would have been rev limited to 14,000rpm. If the sport has a history of rev limiting, there is no reason to believe they stopped; especially when you consider the extreme focus on parity.
Consider the MSMA's 21st century business model as well. In GP they've just agreed to an 81mm rule that basically gives all bikes the same peak horsepower regardless of displacement. Why? Because they want to continue to play with chassis construction and ELECTRONICS.
What does a rev-limit do? It equalizes peak horsepower for a given displacement. Why would they impose a rev-limit? B/c they want to play with chassis dynamics and ELECTRONICS.
It's the same basic R&D model. In MotoGP it's a bit more technically sophisticated b/c they also want to pursue combustion efficiency, fuel efficiency, and friction reduction technologies. In WSBK, if a team is having trouble with efficiency, they simply add a bigger fuel tank (i.e. Yamaha).
<div class='quotetop'>QUOTE (povol @ Mar 1 2010, 06:54 AM) <{POST_SNAPBACK}><div class='quotemain'>Its going to be a great year but im going to be honest, without an American hopeful,it just isnt the same. The Brit fans should gave plenty to root for this year.
I know exactly what you are saying. I felt myself rooting for everyone during the race which was very anti climatic. Man what a couple of races though. I found myself actually wishing that Spies was out there and haden't gone to the next level so soon.
The Brits have something to root for in WSBK but what about MOTOGP
Actually WSBK might have the last laugh if the racing continues on like it has been
I know exactly what you are saying. I felt myself rooting for everyone during the race which was very anti climatic. Man what a couple of races though. I found myself actually wishing that Spies was out there and haden't gone to the next level so soon.
The Brits have something to root for in WSBK but what about MOTOGP
Joined Feb 2007
11K Posts | 2K+
Tennessee
<div class='quotetop'>QUOTE (mylexicon @ Mar 1 2010, 02:20 PM) <{POST_SNAPBACK}><div class='quotemain'>I remember a time when the Ducati probably had about 30 extra peak horsepower over the competition. You're right that extra horsepower doesn't guarantee wins, but during the first half of the 2007 season, Ducati's straight line advantage was unmistakable. BMW has no such advantage.
The air restrictors and additional weight for the Ducati are not designed to curb peak horsepower b/c given the engine measurements, the Ducati will never have a peak horsepower advantage. The air restrictors and extra weight are meant to curb low-end power. Doesn't it seem strange that people would be SO sensitive to Ducati getting an additional 200cc, but when BMW show up with a 30hp advantage, no one says a thing? It's like the purpose of the sport and the rulebook is to make all of the bikes more or less equal in a very simple way. Allowing multiple displacements complicates rev-limiting. Bore measurements have no effect.
Ducati got tired of spinning a 104mm piston at 12,000rpm so they asked for more displacement. They commenced to stroke the bike which netted them approximately 0 horsepower, but it lowered the rev ceiling by about 2,000rpm (okay, technically they bored the bike 2mm but you get the general idea).
All of these things might be circumstantial, but according the 1.5 rule that Noyes referenced, all of the Japanese 750s would have been rev limited to 14,000rpm. If the sport has a history of rev limiting, there is no reason to believe they stopped; especially when you consider the extreme focus on parity.
Consider the MSMA's 21st century business model as well. In GP they've just agreed to an 81mm rule that basically gives all bikes the same peak horsepower regardless of displacement. Why? Because they want to continue to play with chassis construction and ELECTRONICS.
What does a rev-limit do? It equalizes peak horsepower for a given displacement. Why would they impose a rev-limit? B/c they want to play with chassis dynamics and ELECTRONICS.
It's the same basic R&D model. In MotoGP it's a bit more technically sophisticated b/c they also want to pursue combustion efficiency, fuel efficiency, and friction reduction technologies. In WSBK, if a team is having trouble with efficiency, they simply add a bigger fuel tank (i.e. Yamaha).
Here is an interesting comparo
New BMW 1000RR VS 2008 ZX10r. Both withn Akrapovich pipes
8966:08zx10rvsbmw1000.jpg]
Values (hp):
ZX10R / BMWS1KRR
3000rpm: 32/25
4000rpm: 48/37
5000rpm: 66/54
6000rpm: 85/71
7000rpm: 103/90
8000rpm: 123/111
9000rpm: 142/130
10000rpm: 156/151
11000rpm: 169/170
12000rpm: 175/181
As you can see, the BMW takes a hit at low and midrange and comes on in the higher rpm range. Its not until around 10500 rpms that they equal out and by that point its playing catch up on a road course
In stock trim, it is not the fastest top end, nor is it fastest in the quarter mile. The reason it is not the fastest out of the crate is simply gearing to make up for what it looses to the other 1k bikes in the low and mid range. It just depends on where you want to make power. As far as the Ducati and restrictor plate, they are loosing HP and torque dont you think
The air restrictors and additional weight for the Ducati are not designed to curb peak horsepower b/c given the engine measurements, the Ducati will never have a peak horsepower advantage. The air restrictors and extra weight are meant to curb low-end power. Doesn't it seem strange that people would be SO sensitive to Ducati getting an additional 200cc, but when BMW show up with a 30hp advantage, no one says a thing? It's like the purpose of the sport and the rulebook is to make all of the bikes more or less equal in a very simple way. Allowing multiple displacements complicates rev-limiting. Bore measurements have no effect.
Ducati got tired of spinning a 104mm piston at 12,000rpm so they asked for more displacement. They commenced to stroke the bike which netted them approximately 0 horsepower, but it lowered the rev ceiling by about 2,000rpm (okay, technically they bored the bike 2mm but you get the general idea).
All of these things might be circumstantial, but according the 1.5 rule that Noyes referenced, all of the Japanese 750s would have been rev limited to 14,000rpm. If the sport has a history of rev limiting, there is no reason to believe they stopped; especially when you consider the extreme focus on parity.
Consider the MSMA's 21st century business model as well. In GP they've just agreed to an 81mm rule that basically gives all bikes the same peak horsepower regardless of displacement. Why? Because they want to continue to play with chassis construction and ELECTRONICS.
What does a rev-limit do? It equalizes peak horsepower for a given displacement. Why would they impose a rev-limit? B/c they want to play with chassis dynamics and ELECTRONICS.
It's the same basic R&D model. In MotoGP it's a bit more technically sophisticated b/c they also want to pursue combustion efficiency, fuel efficiency, and friction reduction technologies. In WSBK, if a team is having trouble with efficiency, they simply add a bigger fuel tank (i.e. Yamaha).
Here is an interesting comparo
New BMW 1000RR VS 2008 ZX10r. Both withn Akrapovich pipes
8966:08zx10rvsbmw1000.jpg]
Values (hp):
ZX10R / BMWS1KRR
3000rpm: 32/25
4000rpm: 48/37
5000rpm: 66/54
6000rpm: 85/71
7000rpm: 103/90
8000rpm: 123/111
9000rpm: 142/130
10000rpm: 156/151
11000rpm: 169/170
12000rpm: 175/181
As you can see, the BMW takes a hit at low and midrange and comes on in the higher rpm range. Its not until around 10500 rpms that they equal out and by that point its playing catch up on a road course
In stock trim, it is not the fastest top end, nor is it fastest in the quarter mile. The reason it is not the fastest out of the crate is simply gearing to make up for what it looses to the other 1k bikes in the low and mid range. It just depends on where you want to make power. As far as the Ducati and restrictor plate, they are loosing HP and torque dont you think
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Joined Mar 2005
7K Posts | 20+
Woody Creek
I knew Haslam was going to be there this year, I just didn't think he'd be up for it straight away. Then again, he was pretty strong there last year on the Stiggy Honda. Glad to see him take a win and a strong points haul. Who would have thought Suzuki would be back in such a big way? Great to see Guintoli running at the front, superb riding from him.
Was disappointed with both Toseland and Crutchlow. Camier looked strong when he wasn't running off the course. If he can relax a bit, seems like he could find a couple of podiums this season. I thought Shakey would be stronger. What a race two from Checa, brilliant riding. Seems to me the Althea Ducati team really have some good guys in their garage. Checa and Shakey looked strong all weekend.
Will Lascorsz and/or Sofuogalu have anything for Laverty at any point throughout the season? The only question left for him is who will offer him a ride in WSBK for 2011?
Was disappointed with both Toseland and Crutchlow. Camier looked strong when he wasn't running off the course. If he can relax a bit, seems like he could find a couple of podiums this season. I thought Shakey would be stronger. What a race two from Checa, brilliant riding. Seems to me the Althea Ducati team really have some good guys in their garage. Checa and Shakey looked strong all weekend.
Will Lascorsz and/or Sofuogalu have anything for Laverty at any point throughout the season? The only question left for him is who will offer him a ride in WSBK for 2011?
<div class='quotetop'>QUOTE (michaelm @ Mar 1 2010, 03:03 AM) <{POST_SNAPBACK}><div class='quotemain'>His underlying condition of complete lack of judgement regarding career choices may unfortunately be both incurable and terminal. He can't even pick suzuki in the right series.
Kind of my thoughts as well; however, I don't foresee the Kawasaki WSBK team folding like a tent after a long season of unfortunate crashes. Don't quote me though, they have been known to disappear at random.
Vermeulen and Hopper should start a support group for riders whose careers have been ruined by Kawasaki.
Kind of my thoughts as well; however, I don't foresee the Kawasaki WSBK team folding like a tent after a long season of unfortunate crashes. Don't quote me though, they have been known to disappear at random.
Vermeulen and Hopper should start a support group for riders whose careers have been ruined by Kawasaki.
<div class='quotetop'>QUOTE (michaelm @ Mar 1 2010, 12:03 PM) <{POST_SNAPBACK}><div class='quotemain'>His underlying condition of complete lack of judgement regarding career choices may unfortunately be both incurable and terminal. He can't even pick suzuki in the right series.
Joined Aug 2007
11K Posts | 3K+
Pomona NY
Both races great! Haslam was a real surprise. Can't help wondering if he can do it consistently. Haga looked nackered. Couldn't believe Checa on the Ducati; looks like they really agree with each other. Vermulen... oye! What can you say. Not a great start to the season. Crutchlow and Toesland proving even more conclusively what a great rider Spies is. Corser pretty amazing on the BMW - good ....! And where was Biaggi? Didn't do zip.
