Supermoto Feeds

Thierry Van Den Bosch has won the opening round of the 2010 FIM World Supermoto Championship at Castelletto di Branduzzo, Italy over the weekend.

Van Den Bosch rounded off an almost perfect weekend by taking victory in two of the three races held. After clocking the fastest time and winning the Superpole, the PMR H2O Aprilia Racing rider only just missed out on winning the final race. The first and second heats saw the Frenchman on his A game dominationg from the start to the flag each time.

747 Motorsport TM Racing Factory team of Davide Gozzini and Thomas Chareyre’s made up the podium

Gozzinitook two hard fought second places and even troubled Van Den Bosch in heat one putting tons of pressure on the eventual winner. The final heat was another story as Gozzini went on to take victory from Van Den Bosch.

Thomas Chareyre made it to the podium despite a broken front brake in heat two from half race onwards. The youngster sealed his debut GP on TM with trio of third place finishes.

Husqvarna CH Racing’s Adrien Chareyre lost a battle with his brother Thomas in the final heat and could not do better than fourth overall at the end of a tough weekend due to grip issues.

Motoracing’s Bernd Hiemer was fifth overall. A crash and then a tangle with Adrien Chareyre cost the German a good finish in moto two.

With the final moto starting on a slightly wet track after a light rain shower, Lazzarini made a wrong tyre choice (rain on the front and slick on the back while almost everyone was on slick) and dropped down to 13th in the race and eighth overall.

S1 Race 1 top ten:
1. Thierry van den Bosch (FRA, Aprilia), 20:24.977
2. Davide Gozzini (ITA, TM), +0:00.224
3. Thomas Chareyre (FRA, TM), +0:08.218
4. Bernd Hiemer (GER, KTM), +0:08.462
5. Ivan Lazzarini (ITA, Honda), +0:15.885
6. Giovanni Bussei (ITA, Honda), +0:17.945
7. Adrien Chareyre (FRA, Husqvarna), +0:19.758
8. Mauno Hermunen (FIN, Husqvarna), +0:25.639
9. Elia Sammartin (ITA, Honda), +0:30.941
10. Eddy Seel (BEL, Suzuki), +0:35.034

S1 Race 2 top ten:
1. Thierry van den Bosch (FRA, Aprilia), 20:26.029
2. Davide Gozzini (ITA, TM), +0:02.083
3. Thomas Chareyre (FRA, TM), +0:02.482
4. Ivan Lazzarini (ITA, Honda), +0:13.150
5. Giovanni Bussei (ITA, Honda), +0:17.452
6. Mauno Hermunen (FIN, Husqvarna), +0:17.949
7. Adrien Chareyre (FRA, Husqvarna), +0:24.357
8. Elia Sammartin (ITA, Honda), +0:25.948
9. Bernd Hiemer (GER, KTM), +0:28.911
10. Christian Ravaglia (ITA, Aprilia), +0:34.920

S1 Race 3 top ten: 1. Davide Gozzini (ITA, TM), 20:28.563
2. Thierry van den Bosch (FRA, Aprilia), +0:01.150
3. Thomas Chareyre (FRA, TM), +0:06.048
4. Adrien Chareyre (FRA, Husqvarna), +0:06.863
5. Bernd Hiemer (GER, KTM), +0:14.488
6. Giovanni Bussei (ITA, Honda), +0:17.717
7. Mauno Hermunen (FIN, Husqvarna), +0:18.920
8. Christian Ravaglia (ITA, Aprilia), +0:32.589
9. Fabio Balducci (ITA, Suzuki), +0:34.750
10. Gérald Delepine (BEL, Kawasaki), +0:35.942

S1 Overall top ten:
1. Thierry van den Bosch (FRA, Aprilia), 72 points
2. Davide Gozzini (ITA, TM), 69 p.
3. Thomas Chareyre (FRA, TM), 60 p.
4. Adrien Chareyre (FRA, Husqvarna), 46 p.
5. Bernd Hiemer (GER, KTM), 46 p.
6. Giovanni Bussei (ITA, Honda), 46 p.
7. Mauno Hermunen (FIN, Husqvarna), 42 p.
8. Ivan Lazzarini (ITA, Honda), 42 p.
9. Elia Sammartin (ITA, Honda), 32 p.
10. Fabio Balducci (ITA, Suzuki), 30 p.

S1 Championship top ten:
1. Thierry van den Bosch (FRA, Aprilia), 72 points
2. Davide Gozzini (ITA, TM), 69 p.
3. Thomas Chareyre (FRA, TM), 60 p.
4. Bernd Hiemer (GER, KTM), 46 p.
5. Adrien Chareyre (FRA, Husqvarna), 46 p.
6. Giovanni Bussei (ITA, Honda), 46 p.
7. Ivan Lazzarini (ITA, Honda), 42 p.
8. Mauno Hermunen (FIN, Husqvarna), 42 p.
9. Elia Sammartin (ITA, Honda), 32 p.
10. Fabio Balducci (ITA, Suzuki), 30 p.

S1 Manufacturers:
1. Aprilia, 72 points
2. TM, 69 p.
3. Honda, 49 p.
4. Husqvarna, 47 p.
5. KTM, 46 p.
6. Suzuki, 33 p.
7. Kawasaki, 21 p.
8. Yamaha, 9 p.

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2010 Schedule

April 17-18 USAIR

May 1-2nd Badger

May 15th USAIR

June 12-13th Road America w/Superbikers 2

July 31st- Aug 1st USAIR

August 7th Sugar River Raceway Night Race

Sept 4 -5th USAIR Sprint/Endurance

Sept 11-12th Road America w/Superbikers2

Oct 9-10th Badger

Camping is available at all tracks. Some do charge a fee which changes for each event. Please contact the tracks for that information.

Dave Duprey, Owner, MISuperMoto.com MISuperMoto is the premier regional supermoto racing and track day series east of the Mississippi. Its Test and Tune Days enable current enthusiasts to ride supermoto on a safe course, while new riders can try their hand at this growing motorcycle discipline including renting a demo bike. In 2010, MISuperMoto will have the three-round, second annual Michigan SuperMoto Championship as part of the Great Lakes SuperMoto Championship, and 11 Test and Tune Days. In addition, it will launch the new MISuperFlatTrack at Jackson Speedway with practice sessions and a race series to fill a gap for dirt trackers in the Midwest. www.misupermoto.com

Surprise announcement: Husqvarna is going soft. The Italian-based firm famous for its all-conquering enduro bikes, kick-ass ‘crossers and steely supermoto weapons was bought by BMW in 2007, and has been tweaking its roadsters with the aim of making them more rider-friendly.

First evidence comes with a new street single, the SMS630 supermoto. It’s been comprehensively revamped from the old 610 model to make it slightly less hardcore, and more appealing to Joe Public. Styling is revamped, the headlight is brighter, the seat better padded and 30mm lower (though still tall at 910mm), the pillion gets grab-handles. Graphics are now painted or moulded-in rather than just stickers, the steel-tube frame gets an extra degree of rake to improve stability.

But this is Husqvarna we’re talking about, right? So there’s also a new, red-headed motor, borrowed from the 510RR racer, with twin cams for the first time, plus a 2mm bore increase that bumps up capacity from the old motor’s 576cc. Bigger throttle bodies and a new twin-pipe, high-level exhaust boost max power by 20 per cent to 57bhp.

The SMS was a hoot on the twisty roads near Husky’s revamped factory in Varese, feeling as lean, light and racy as you’d expect from a pedigree supermoto streetbike. It thrubbed along happily through town, pulled sweetly through the midrange, and tonked towards a top speed of just over the ton. Less impressive were the big single motor’s inevitable high-rev vibes, and the snatchy slow-speed running. Some riders found the engine cutting out at idle, too, though the bikes I rode didn’t have that problem.

The chassis was as sweet as you’d expect from a Husky, albeit compromised by a typical supermoto’s long-travel suspension (250mm front, 290m rear). The 45mm Marzocchi forks and multi-adjustable Sachs shock are quality units, though. Their plush ride was welcome on frost-damaged backroads, and the SMS felt pretty taut when hustled through mountain hairpins.

At 151kg the Husky’s light, and it stopped hard thanks to a big 320mm disc and new four-pot Brembo radial caliper. Fat 17-inch Dunlops gave enough grip to make good use of the near-limitless ground clearance, too. And when one rider touched a strip of gravel and went down, the SMS proved brilliantly crashable, needing just a kick straight before it was up and running with barely a scratch.

That toughness comes with the Husky name, but some of the SMS’s traditional features were less welcome. That seat might be plusher than the SM610’s plank, but it was still bum-numbing after a couple of hours. And while most detailing was fine, the spring-loaded sidestand was hopeless. Husky say injection tweaking at the first service sorts the low-rev fuelling, but that shouldn’t really be necessary.

So the SMS has been slightly civilised, and it is a subtly more rounded road bike, but at heart it’s still a thinly disguised competition iron with more rough edges than you’d hope for at £6295. Husqvarna going soft? Where ever did you get that idea?

Husqvarna SMS630
Engine type Liquid-cooled single
Valve arrangement DOHC, four valves
Displacement 600cc
Bore x stroke 100 x 76.4mm
Compression ratio 12.4:1
Carburation Mikuni injection system, 45mm throttle body
Maximum power 57bhp @ 7800rpm
Maximum torque 56N.m @ 6600rpm
Clutch Wet multiplate
Transmission 6-speed
Front suspension 45mm Marzocchi inverted telescopic, 250mm travel, adjustment for rebound damping
Rear suspension One Sachs damper, 290mm wheel travel, adjustment for preload, high- and low-speed compression and rebound damping
Front brake Four-piston Brembo radial caliper, 320mm disc
Rear brake Single-piston caliper, 220mm disc
Front wheel 3.50 x 17in; wire spoked, alloy rim
Rear wheel 4.25 x 17in; wire spoked, alloy rim
Front tyre 120/70 x 17in Dunlop Sportmax D253
Rear tyre 150/60 x 17in Dunlop Sportmax D253
Rake/trail 28 degrees/83mm
Wheelbase 1495mm
Seat height 910mm
Fuel capacity 12 litres
Kerb weight 151kg (no fuel)

DAYTONA BEACH, FL (March 19, 2010) - Motorcycle racing legend Jeff Ward will bring his considerable amount of racing and career experience to AMA Pro Racing as rider liaison and advisor.  Ward has nine AMA Pro Racing Championships in Motocross, Supercross and Supermoto.  He also has a number of other significant motorcycle wins and achievements as well as an impressive auto racing resume that includes a Ganassi Indy Car win, Rookie of the Year at the 1997 Indianapolis 500 and a second place finish in that iconic event in 1999.  Jeff is also in the Motorcycle Hall of Fame and the Motorsports Hall of Fame of America.

Among other responsibilities, Jeff will be the rider liaison and will fully engage with AMA Pro Racing’s riders on the many issues that are important to or may cause concern from the rider’s standpoint.  “Jeff has the perspective of an experienced, champion rider and can understand the concerns and questions that only someone who has experienced it from behind the handlebars would truly understand,” said AMA Pro Racing COO David Atlas.  “And having Jeff represent that part of our sport and be one of our key advisors will further our efforts to be as available and responsive to our riders and teams as we can.  From the time he was a child and was featured doing wheelies in the classic motorcycle movie ‘On Any Sunday’, Jeff has devoted his entire sports life to winning and he is now cultivating his own children’s successful motorcycle competition careers.  We felt that the spectrum of Wardy’s experience, his down to earth sincerity and unassuming nature could be very helpful to many in our paddock.”

Joining AMA Pro Racing Race Director David McGrath, who also has experience as a rider in the sport, Jeff and David McGrath provide AMA Pro Racing with a large baseline of firsthand racer experience that will greatly benefit the riders in AMA Pro Racing.

“I’m delighted to be joining the AMA Pro Racing series,” said Ward, “I personally know many of the riders and am looking forward to helping them have a positive influence in the future direction of the sport and the way in which they plan and pursue their training, successful strategies and careers.”

Jeff will begin his duties at the upcoming March 26-28th Auto Club Speedway AMA Pro Road Racing event in Fontana, CA and will be a very approachable  presence in the pits and paddock at the AMA Pro Road Racing events in 2010.  Ward will also advise AMA Pro Racing on motocross and flat track rider matters which it sanctions too, as well as assist AMA Pro Racing with its relations with the motorcycle manufacturers and parts suppliers.

Supermoto star Christian Iddon will make his BSB debut this year riding for the sorrymate.com SMT Honda team. He told MCN about his switch from supermoto to superbike.

So you’ve got a BSB ride with SMT?
How cool is that? It’s better than I could ever have imagined.

But isn’t it a bit daunting going into the season with so little experience in road racing – never mind the fact you’ve never raced a superbike?
It’s in at the deep end but it’s where  I want to be. I know it’s going to be extremely difficult but it’s the best domestic superbike series in the world.

I’ll be taking baby steps at the start.

How did you end up with the SMT Honda deal?
I’d ridden their stock 600 in 2008 and their superstock bike at Oulton last year. We spoke over winter but, to be honest, I thought it was all dead in the water.

Then, out of the blue, Robin called me and there was a contract on the table.

Did you always have your sights set on BSB?
I wanted to do the Evo class if I’m honest. When it looked like nothing was happening with SMT, my dad and I started gearing up to buy our own stuff.

With five to six weeks before the stat of the season it would have been hectic but we would had a go.

Why quit supermoto?
I’d won my ninth British Supermoto title last year but World’s didn’t go to plan. I only stayed one more year to try and win the World title.

I was with an Italian team , privateer but with good KTM backing.

You don’t need factory bikes in supermoto. But it didn’t work out and I was lucky that KTM UK stepped in to keep me on track.

But you started to make the switch to road racing anyway last year?
I did some rounds of the KTM RC8 Cup to get some track time. Then at the end of the yar I rode the SMT Honda in the final Superstock round.

I’d never ridden a bike with so much power. At one stage I thought it was a bit too much. But by the end of the weekend I was wringing its neck and wanting more.

I qualified 14th and ended up sixth in the race.

You must have been well chuffed?
Actually I was a bit disappointed. I’m always hard on myself and thought I could have been on the podium if I’d done better in qualifying.

I was made up with the result but every lap I was learning and my fastest lap was right at the end of gthe race.

It was a good experience and pushed me further to want to really do road racing.

How will supermoto skills help you in road racing?
The fact that I’ve been racing the world’s best for a few years now will help. Skills I’ve learned there will transfer across.

You always had one of the more lurid style on a supermoto bike.  Are we going to see you locked up, sideways backing it into corners on the road raced courses?
Actually I’ve disappointed people already.  They expect me to be wild on a road race bike but I’m actually quite smooth.

I think with 200bhp we’ll get a little loose. I’m sure you’ll see some sideways action.

You’ve got a lot more electronics on a road race bike. How do you think that will affect you?
I’ve never ridden a bike with traction control. The plan is to start without it. In fact I think we’re going to start with a stock engine and get me comfy on the bike first.

Then we’ll move to a proper superbike engine and then we’ll start to add the electronics and we’ll see where we’re at. Brands Indy is going to be hard. I’ve heard it’s really technical.

Thruxton’s mean to be pretty special too. So I hope by Oulton – a track I know – that we’ll be able to show a bit more of the pace we might have.

But until I’ve at on the bike, I’ve not a clue how we will do.

The snow-covered peaks of Cogne, Italy proved an ideal setting to introduce Husqvarna 2010 factory racing efforts. Six of the seven Husqvarna CH Racing Team Enduro riders were joined by Supermoto racer (and X Games medalist) Adrien Chareyre and CH Racing team manager Fabrizio Azzalin for a week of intense pre-season physical training in the beautiful mountain resort area.

New team recruit Chris Hollis, who joins his mates next month, remained home in Australia soaking up the sunshine. French riders Antoine Meo, Seb Guillaume and Adrien Chareyre, Finnish fast men Matti Seistola and Mauno Hermunen, and Poland’s Bartosz Oblucki were joined by a lone motocross “intruder” Alex Salvini, for conditioning; each motivated by the goal of kicking off 2010 in the best physical shape ever and achieving the highest results on their respective international race circuits. It is hoped that in training the two squads together, they can focus on common targets, staying healthy and winning races, while at the same time bolstering an already infectious level of team spirit.

Interestingly no motorcycle riding was included during the week-long training event. Instead, the riders will begin the testing and development process of their new TE 250 and WR 300 enduro, and SM 450RR supermoto machines next week. The goal this week was all about winter sports such as skiing - sprinkled with occasional doses of spa time to relax, refocus and recharge the batteries.

Team manager Fabrizio Azzalin explains that this mode of training (without motorcycles) is a proven and effective way to start the new season with one common goal: victory! “Our target is to win two world titles in Enduro and another Supermoto title,” says Azzalin. “We have all the necessary ingredients to reach that goal: skilled riders, great bikes and a perfectly structured team. Our group is like a family now and we have never been in such great shape as we now are.” “2010 will be a very important season for the Husqvarna brand,” added Husqvarna Racing Activities Coordinator Martino Bianchi. “We have new products and we’ve set extremely important goals, both in Enduro and in Supermotard. We are the reigning world champions with three world titles last year. We want victory in the motocross category as well, and we’ll claim it. Here in Cogne I’ve seen in the riders’ eyes the desire to achieve these results and I am seeing that their physical preparation is excellent. We will surely play a major role in the 2010 national and international championships.”

Courtesy of Build-Momentum

Supermoto Nation officially launched as a new company committed to growing the motorcycle category of supermoto in America. In addition to announcing the company, Supermoto Nation’s web site and Facebook page are now live. The web site and Facebook page will serve as a central point for people interested in getting started riding or racing supermoto.

The primary focus of Supermoto Nation will be to build an entertaining, innovative and successful professional supermoto series in America. In addition, the company will help leverage all the regional efforts and focus attention on the various groups and individuals committed to supporting and growing supermoto.

The name (Supermoto Nation) was selected to capture the potential of the sport of supermoto and to create excitement about this absolutely incredible motor sport. The name represents the future of supermoto and what is possible when people who are passionate about something take on building a supermoto nation.

“Originally this all started as an effort to figure out a way to salvage the Pro Supermoto Racing Series - no small undertaking in this economy. But as I continued to work on developing the series, I realized that it was going to take more than just a professional race series to properly promote supermoto in America. While some of the pieces exist today, there are a few elements that need to be added and everything has to be pulled together into a cohesive and compelling package. A package that builds the fan base, educates future customers about supermoto-style bikes and accessories, and encourages new participants to want to get involved in riding and racing supermoto,” commented Ed Kuhlenkamp, founder and owner of Supermoto Nation.

Supermoto Nation is in the process of exploring the likelihood of being able to proceed with developing a true national race series in 2010 and determining what that series will look like. Preliminary discussions have taken place with local promoters and sponsors around the country. Supermoto Nation is confident that it is still possible to have a series this year with the right marketing partners. Companies interested in marketing opportunities associated with the series can contact Ed Kuhlenkamp, his information is available at www.supermotonation.org.

“The plan to rebuild the sport of supermoto is grounded in taking realistic steps and not overpromising what can be done in the near term. I think the hype about supermoto and promises of what could be achieved with the sport in the past are some of the things that hampered the growth of supermoto. Supermoto has all the qualities to be a highly successful motor sport. It is extremely exciting, fairly easy to locate events near major metropolitan areas and has always produced excellent ratings when televised. Even with all these qualities and more the sport lacks true infrastructure and strong support at the local level. None of that is going to happen overnight, but it will happen if someone is focused on it. Rebuilding supermoto will take a couple of years, but after the initial infrastructure is in place, sponsors and fans can expect steady growth in the category and a racing calendar they can count on,” added Kuhlenkamp.

The new Supermoto Nation web site will focus primarily on the professional racers, and teams involved in the series. In addition, it will also serve as a destination site for people interested in learning more about how to get started riding or racing supermoto. Currently, the site has only limited information posted; more details will be added in the weeks to come. The site does have sections dedicated to finding supermoto clubs and supermoto schools around the country. There are also plans to add other information about the various manufacturers of supermoto-style bikes, accessory companies and bike builders. The development of the site was a joint effort between John Sears, Drew Stoerrle and Ed Kuhlenkamp.

Motorcycle enthusiasts interested in this exciting sport and category of motorcycling should visit the new web site and become a fan of the Facebook page. The links are listed below.

About Supermoto Nation
Supermoto Nation is a company leading a grass roots movement created to tap into the raw energy of the sport of supermoto. The name represents the vision of creating a nation of supermoto racers, riders and fans who are passionate about supermoto. The people of Supermoto Nation are committed, focused and willing to do what it takes to build support for their sport. Our goal is simple – grow the Supermoto Nation and expand the reach of this amazing form of motorcycling. Ed Kuhlenkamp is the founder and owner of Supermoto Nation, he is also part owner of Build-Momentum (www.build-momentum.com), a sports marketing agency and Pit Pass Radio (www.pitpassradio.com), a motorcycle talk show.

www.supermotonation.org

www.facebook.com-Supermoto-Nation.

November 26 2009: Mountain View, CA.

It IS that time of the year when much is taking place behind the scenes in the world of motorsports all over the world. In the last couple of years, this time of the “off” season has been filled with pessimism, misinformation, and NO information concerning the status and health of the AMA Supermoto Championship series.

After the DMG….(Daytona Motorsports Group) buyout of the sanctioning rights to all the AMA Pro Racing series in 2008, the Supermoto series became a collage of simply “keeping the series alive” and trying to “figure it out on the fly” without the time and monies to do it with an organized vision.

Today…. on this day of giving thanks….. the personnel involved with keeping the series alive and NOT disappearing…..(as it well could’ve), want the Supermoto fans, teams and racers to know that the AMA Supermoto Championship Series is NOT on a ventilator any more! One of the infamous quotes that we passed along at the beginning of the new AMA reign was from Gavin Trippe Sr. who stated that “the patient is on life support right now”. That was in 2008 and it DID ring very true then, and for some time after, including this past season.

We here at SuperMotoOnline are very excited to say we feel that the “patient” has left the hospital and is on the way to an extended and full recovery.

We talked yesterday with one of the new personnel that is involved with designing a vision and direction for 2010 and far beyond which can take THE most exciting form of two-wheeled racing to the level of success and exposure that it is completely capable of and here are a couple of early points that he wanted the public to know.

1. There IS a plan. First and foremost there has to be a “plan”……a “vision” for the short term and long term to be able to develop all the necessary components of any entertainment product. In motorsports, the “plan” has to be realistic…..(especially in these difficult economic times). Construct the immediate needs….(tracks, schedule, sponsors) one step at a time while aggressively assembling the building blocks for the future….(expansion and marketing plan for current and future investors and sponsors). In other words, a blueprint for a professional, attractive and consistent “branding” that will evolve into an entertainment product that will excite and attract both fans and sponsors.

2. Work with and develop TEAMS. To showcase a top level motorsports entertainment product….(that IS what racing is, an “entertainment product”) there need to be top level TEAMS and not just a collection of individual privateers.

TEAMS are critical in developing and presenting a professional product as a vehicle for major sponsors to partner with and a way for the top racers in the sport to be able to make Supermoto racing a viable occupation and not a financially draining “hobby”.

3. NATIONWIDE. The 2010 series will not be a West Coast series again. The plan is for a race in all the “major motorcycle retail markets” in the USA. The decision to keep the series based on the West Coast in 2009 was of course constructed out of dire necessity as that was the only viable format for XTRM to be able to remain solvent AND produce a series.

As we write this, facilities and dates are being finalized and a May-October schedule is what is in the works…..(the countdown clock should be pretty accurate here on the home page). Though it costs more, of course, for a team or individual to participate at a national level, the series HAS to be a nationwide one to be viable to the investors and sponsors.

Ok…… there are the basic points that we were given. After all the “lack” of information that has filled the off-season the last couple of years we hope YOU, the race fans, teams and racers are as excited about being involved in what’s going on as WE are!

If you have any questions…… you’re a racer/team trying to plan for 2010, or you’re a potential team or sponsor that need any assistance with plans…… shoot us a call or an e-mail and if there’s anything we can pass along we will or we’ll get you in touch with someone who can!

Happy Holidays to everyone!! There WILL be more to come and we’ll do our best to keep the racing public updated as we can
! Dennis Anderson/SuperMotoOnline.com

SuperBikePlanet.com Interview: Jake Holden
by dean adams and susan haas
Tuesday, February 23, 2010
Jake Holden Supermoto interview

Jake Holden has been around a racetrack a few times. That’s less a testament to his age, and more about his experience.

Holden has pretty much seen it all–from the seat-of-your-pants existence of a privateer, to the now-this-is-a-bit-more-like-it world of a factory-supported team, and from supersport and superstock bikes to full-on Superbikes, he’s raced in pretty much every class and every team configuration.

So, as we approach the opening round of U.S. motorcycle racing at Daytona, we thought it was a great time to talk with Jake Holden–who will ride a Ducshop Ducati 848 in the Daytona 200–and see what he’s up to for this season.

Q First, tell me about your 2009 season. You had some really good and hard rides.

A Going into 2009, I didn’t think that I was even going to be able to ride, so it was kind of scary, because I’ve raced every year since 1986 or 7. I had raced motorcycles every year, and I didn’t think I was going to be able to, until I got the phone call from Ron Heben and the Corona guys, having me fill in for Neil at Fontana. It worked out pretty well. I did okay there. I kind of struggled, because that was my first time on a real Superbike. I purchased a CBR1000 and had to kind of do my own program out of the back of the Corona rig. The Honda guys kind of helped me out.

Q That was after Neil (Hodgson) came back? Or how did that work, timing-wise?

A Actually, I had purchased the bike before Daytona. We did show up to Daytona, but the bike was completely stock. As you know, Daytona’s a horsepower track. I just wanted to show up and show everybody that I was going to plan on racing the series in 2009, so maybe I’d get some help, and yeah, some people did help me out. Ammar Bazzaz, and Carry Andrew, and Vortex, and a bunch of guys just helped me out. Traxxion Dynamics. So I was able to piece together a bike. The Honda guys kind of helped me out with some parts here and there. But basically, I funded myself for all of 2009.

It was kind of a tough season, because I really didn’t want to throw my bike away, because if I was to crash it, I was going to have to pay for the stuff, and I really didn’t have any money in my pocket. So it was just kind of a race-to-race deal. I could make $4,000 and I would spend $4,000 a weekend, so I would basically break even if I finished, which most of the time I did. But there was a couple times that I didn’t. So it was a little hard on my pocketbook. But I got to race motorcycles and stay out there, and I had a couple good finishes.

I probably opened some eyes. Yeah, you say it’s practice, but I was quickest in practice at Laguna.

Q And you were fastest at Kansas, was it?

A Yeah, Topeka. In one of the qualifiers I was quicker. Which I think that lap holds as the record there. I don’t think we’re going back in 2010. So it’s kind of cool. I got a couple good moments of excitement.

And even the last race at Jersey. Everybody got to test there except for me. Going into Friday, we get the hour-long practice session. Well, of course, my bike doesn’t work the whole hour that I was supposed to learn New Jersey’s track. So it was a rough weekend. But the last race. I pulled it together. Neil beat me, but I think I was only like seven seconds from the leaders. So it wasn’t too bad of a race.

Q I remember talking to you at, I believe it was Topeka, and it was incredible how production-spec your bike was.

A Oh, yeah. I mean, basically all there was, was a motor and the HRC electronics on it. Other than that, it was basically a Superstock bike. I’ve ridden with magnesium wheels and Brembo brakes, and it makes a huge difference. But I’m used to riding a Superstock bike. I’ve been doing it most of my career. When I get the Superbike stuff, I get kind of spoiled. I like being the underdog, on the lesser of equipment, going out there and beating the Superbike guys.

Q It must have taken a perfect lap to do that, to make that stuff work against the factory Suzukis and Yamahas.

A Yeah. I ended up fourth at Topeka. I struggled a little bit with grip issues, and there was some hard braking points that I had issues with my brakes overheating, but yeah. It’s basically, it’s fresh tires, fresh brakes, everything is good, I’m pretty good at throwing down a good lap or two. That’s what it came down to, and I just couldn’t pull around in Superpole, but it was still a decent race.

I hope that 2010’s going to be better than 2009, even though it doesn’t look like it. But for me, I’m planning on racing as much as I can. I still have my Superbike from last year, so I’m going to do some club racing - well, hopefully Honda comes out with their contingency program and it’s decent, so I can be able to make some money. But yeah, I plan on racing and having fun.

Q Is the Corona effort done? What’s your understanding?

A As far as I know, yeah, Corona’s done. I think I heard that Tim Saunders is trying to put something together, but I haven’t heard from him.

Q I saw some photos of you on a Supermoto bike. Are those real photos? Those are incredible photos. Where, when, what were you riding?

A I’ve been riding Supermoto for, oh, man, for years. But basically, I got the knee-down concept when I saw Nicky do it a long time ago. I just kind of got into it, and I’ve just been getting better and better at it. I do the Seattle 100 fundraiser put on by 2Fast Trackdays. They had a crowd of people out there, and of course I love attention, so I’m out there trying to slide around. I was getting pretty dang low on the Supermoto bike. Every track I go to, I kind of showboat a little bit. Obviously it’s not the fast way, but not a lot of people slide like that, so it’s kind of cool.

Q Also, I saw some video footage of you racing at Phillip Island last year. What was the story there?

A It was weird. It was Brent George, who used to ride for Corona, called up Tim Saunders, the owner of Corona, and asked who would be good to ride the 1000 over there. They wanted someone to come over from the United States. Somehow my name came up, and I was the lucky one to go over there. Man, it was a blast. The first laps around that track were just amazing. It was fifth gear, sliding sideways so fast, seagulls everywhere. It was a pretty cool experience, and I actually learned the track pretty well. I was trying to pass the No. 1 plate guy on the outside of a couple of corners. It was Glenn Allerton. But it was a fun race.

Q That was one of the support races for the MotoGP event?

A It was the Australian Superbike series.

Q And it was run on the same weekend as the Phillip Island MotoGP event, right?

A Yeah.

Q You had never seen Phillip Island?

A No, other than the video game. I’d never been there. I was on a privateer Honda 1000, and the guys that beat me were on factory equipment, which was pretty tough to beat, because it was a horsepower track. My bike was down a little bit, but it was still good racing, man. Those guys are pretty quick there.

Q Yeah, but you certainly opened some eyes, with as well as you did for no track knowledge, on a slow bike.

A I hope that I did. It hasn’t gotten me anywhere yet. But it would be fun to go take another trip back over there, if they want me to come back.

I just want to thank all the people that helped me out last year. Myself, mainly. [Laughing] No, there was a lot of people that did help me out.

Q You were on the list when Eric Bostrom and DiSalvo were leaving Yamaha. Your name’s been on the short list a couple of other times. It just hasn’t clicked yet. How is it from your end?

A I try to stay positive. I think everything happens for a reason. The Jordan team let me go in 2007, and I had to move to Corona in 2008. Just keeping a positive attitude and working hard. I’ve got a couple of wins under my belt in 2008 on Corona, so I think … I’m looking forward to 2010. I think something good is going to happen for me. Whether or not I have fun or make a lot of money, I want to push my career. I want a championship, that’s what I want more than anything. I’m going to keep working until I can get that.

Q You were at Jordan for two years, wasn’t it?

A Yes.

Q What was that experience like?

A It was a huge learning curve for me, because I felt a lot of pressure when I was on that team. Just by myself - I put it on myself. I’ve learned now that I’ve got to leave it up to myself to relax and ride my own race and do as well as I can do. I think I rode over the limit a couple of times, but it’s just - it was a great experience with the Jordan team. They had a lot of great people working there.

I still talk to my old crew, who was a part of that team. They had actually split their ways and worked with Chris Clark last year. We were trying to get something together, but the economy’s so bad that it’s hard to find any money out there for motorcycle racing.

Q What were your interactions like with Michael Jordan?

A I wasn’t too close to him. I didn’t want to - I didn’t want to (suck up to him). If he wanted to talk, then he would come over and we would BS or whatever. He would text me “Good race.” I’ve seen him a couple of times since then. There are just so many people pulling him different ways, it’s hard to get a conversation going with him.

Q The two brief moments that I’ve seen Jordan around Nicky Hayden, he has said to Nicky something along the lines of, “Are you going to impress me today? Are you going to do something for me today? I want to see something.” I find those comments to be somewhat interesting. I’m not sure how much more motivated a rider at your level, or the level of Nicky Hayden, can be, to do well. Pep talks might work in ball and stick sports, but at 190mph … “go faster” are just words.

A Yeah, he’s said that. His guys, his buddies come to the track, and go, “We’ve got our money on you, Jake!” It’s kind of cool. Gives me a little confidence. I don’t think that plays in a factor when I get out on the track. A lot of things come into terms. I had a lot of bad luck in 2007. Crashed out of a couple of podium finishes. But it’s just a part of the game. Crashing’s a part of the game. You’ve got to have some luck on your side, for sure.

Q My point is, I’m not sure how much more motivated a top-level rider, like yourself or Nicky Hayden, is going to get from comments like that from anybody, really.

A Yeah. We have it well (in hand) before we even get to the track. We already see the track, see the race, on the flight to the racetrack, we’re already thinking about the start and Turn One.

ENDS

Husqvarna Models To Be Unveiled In Indy: The 2011 TE 630 Dual Sport and SMS 630 Supermoto

February 10, 2010 - Woodcliff Lake, NJ - Colts fans may be crying the blues, but Indianapolis will still be the place to be this weekend! In addition to showcasing Husqvarna’s 2010 model lineup, huge contingency program and new dealer initiatives at this weekend’s International Dealer Expo in Indy, the wraps are coming off two entirely new motorcycles! Both the TE 630 dual-sport and the SMS 630 Supermoto are considered 2011 models and will be making their North American debut at the tradeshow.

This much anticipated street-legal pair was the talk of the world motorcycle press at the recent “Superbowl” of trade fairs, the EICMA show in Milan, but this will be the first opportunity for North American dealers and magazines to see these two new players. The media is encouraged to attend a brief unveiling ceremony Saturday morning, February 13th at 11 a.m. at the Husqvarna display (Booth #1934), located within the Italian Trade Pavilion.

“Our new 630s created quite a stir during their European debut in Milan, so we thought that the Dealer Expo would be a very fitting place to show them off too,” says Husqvarna North America president Mark Brady. “Both of these bikes represent the culmination of the factory’s engineering and development team’s efforts. We think dealers and consumers will be eager to see the types of products that we’re creating.”

Want to see what is under wraps? Stop by the Husqvarna display or click on TE630 or SMS630 after the 11 a.m. embargo is lifted on Saturday morning to see specs and images of the first 2011s to enter the country.

Photo © Honda The Bottom Line A fuel-sipping, fun-to-ride, but pricey way to get your small-displacement supermoto thrills. Manufacturer’s Site Pros

• A mechanically simple, straightforward ride that exudes honesty
• Modest power output makes it mild enough for first-time riders
• Generous suspension travel smooths out potholes nicely

Cons

• 31.7 inch seat height might be a bit tall for some
• Low power output can make it challenging to keep up with faster paced highway traffic
• Pricey at $5,399

Description

• Price: $5,399
• 223cc air-cooled single-cylinder engine, six-speed transmission
• Front suspension: 37mm leading-axle Showa fork; 9.0-inch travel
• Rear suspension: Pro-link Showa single shock with adjustable spring preload; 6.6-inch travel
• Front brake: Single 240mm disc
• Rear brake: 220mm disc
• Curb weight: 276 pounds
• Fuel capacity: 2.3 gallons
• Fuel economy: 93 mpg (as reported by Cycle World)
• Seat height: 31.7 inches

Guide Review - 2009 Honda CRF230M Supermoto Review I had a blast testing the dual-purpose Honda CRF230L on both pavement and dirt, so my expectations were high for the more tarmac-oriented, supermoto style CRF230M.

Equipped with 17 inch wheels wrapped in Dunlop GT401 Arrowmaxes, a different rear shock, taller gearing, and sundry other mods, the CRF230M still comes across as a scrappy but endearing little bike– at least at first glance. But how does it fare in the concrete jungle of Los Angeles?

At 31.7 inches, the saddle is a bit tall for riders of shorter stature, but its narrow shape makes it a lot easier to climb aboard than the spec sheet might suggest. From there, you’ll find the cockpit view a bit bare, with zip-tied cables and sparse instrumentation that doesn’t include a tachometer. The seating position feels natural, though taller riders might feel a bit crowded due to the bike’s compact proportions.

The CRF’s single-cylinder engine cranks for a moment or two before coming to life, and twisting the throttle produces a mellow exhaust note and revs that are lazy enough to inspire confidence among gun shy riders. Around town and on the highway, the little Honda feels somewhat anemic, requiring wide open throttle to keep up with most traffic situations. Though the lack of knobby tires smooths out the ride compared to the “L” version, the engine’s vibrations– especially at higher rpms– can get somewhat tedious on long rides. That sensation isn’t aided by the relatively stiff saddle.

But bombing across winding medium-scale backroads like Mulholland Drive or Sunset Boulevard is where the CRF230M excels; its 276 pound curb weight makes it easy and fun to toss into corners, and extracting every last bit of speed out of the diminutive powerplant supports the theory that it can be more fun to ride a slow bike fast than a fast bike slow. Aggressive cornering exploits much of the prodigious suspension travel, resulting in a bit of dipping (especially at the fork), but smooth hands go a long way towards building confidence and bringing out the CRF’s spunky personality.

At the end of the day, the Honda CRF230M presents a bit of a conundrum. Disregard its price, and Honda’s little supermoto is an excellent combination of simplicity, approachability, and frugality, with some reports of fuel economy approaching 100 miles per gallon. But when you consider its $5,399 premium, the CRF230M starts to look a bit expensive within our field of 10 Great First Bikes. And though it’s closer in price to Yamaha’s WR250X ($6,490) and Kawasaki’s KLX250SF ($5,599), those competitors have liquid-cooled (versus air-cooled) engines that are tuned more aggressively than the born-to-be-mild CRF.

If you’re looking for a solid small-displacement bike, the Honda CRF230M will likely meet, and probably exceed your expectations. But if money is a consideration, there are certainly more affordable and equally reliable ways to get around on two wheels.

>>Click here for a 2010 Honda CRF230M Photo Gallery<<

Manufacturer’s Site