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What is Moto GP, Road Racing Chamionship Grand Prix?

The MotoGP is the pinnacle class of the world championship road racing that developed primarily in Europe after FIM (Federation Internationale de Motocyclisme) consolidated the regulations for motorcycle competition for the first time in 1949. In the past, the pinnacle class was the 500 cc class of the road race World Championships, but in 2002 the regulation was changed to create the MotoGP class in which 2-stroke machines of up to 500 cc and 4-stroke machines of up to 990 cc competed together. Then the regulation was changed again in 2004 to limit the MotoGP class to 4-stroke machines only. With the displacement limit now reduced to 800 cc, the fuel tank capacity reduced from 22L in 2006 to 21L, and the limited number of tires to be used for a race week (14 front tires and 17 rear tires) from the 2007 season, the 2006 season was the last for the 990 cc machines. The races are competed on paved circuits with a length of about four or five kilometers per lap. All the competitors start at the same time and compete to be the top finishers over the prescribed number of laps. The length of the final race is about 110 to 120 km and it is completed within about 40 minutes. During the race the competitors reach speeds of over 320 km/hr. Italian riders including Valentino Rossi and Giacomo Agostini have the best record, winning 18 titles in this premier class. Yamaha has a total of 12 titles, including ten GP500s and two MotoGPs.



Grand Prix motorcycle racing refers to the premier category of motorcycle road racing, currently divided into three distinct classes: 125 cc, 250 cc and MotoGP. Grand prix motorcycles are purpose-built racing machines that are neither available for general purchase nor can be legitimately ridden on public roads; this contrasts with the various production categories of racing, such as World Superbike, that feature modified versions of road-going motorcycles available to the public.

Overview

A World Championship for motorcycle racing was first organized by the Fédération Internationale de Motocyclisme (FIM) in 1949. The commercial rights are owned by Dorna Sports.

There have traditionally been several races at each event for various classes of motorcycles, based on engine size, and one class for sidecars. Classes for 50 cc, 80 cc, 125 cc, 250 cc, 350 cc, and 500 cc single seaters have existed over time, and 350 cc and 500 cc sidecars. Up through the 1950s and most of the 1960s, four-stroke engines dominated all classes. In the 1960s, two-stroke engines began to take root in the smaller classes. By the 1970s, two-strokes completely eclipsed the four-strokes. In 1979, Honda made an attempt to return the four-stroke to the top class with the NR500, but this project failed, and in 1983, even Honda was winning with a two-stroke 500. The 50 cc class was replaced by an 80 cc class, then the class was dropped entirely in the 1990s, after being dominated primarily by Spanish and Italian makes. The 350 cc class vanished in the 1980s. Sidecars were dropped from World Championship events in the 1990s (see superside), reducing the field to 125s, 250s, and 500s.

MotoGP, the premier class of GP motorcycle racing, has changed dramatically in recent years. From the mid-1970s until 2002 the top class of GP racing allowed 500 cc with a maximum of 4-cylinders, regardless of whether the engine was a two-stroke or four-stroke. Consequently, all machines were two-strokes, due to the greater power output for a given engine capacity. Some twin-cylinder two-stroke 500s were seen, but though they typically attained higher corner speed and could qualify well, they lacked the power of the four-cylinder machines. In 2002, rule changes where introduced to facilitate the phasing out of the two strokes, probably influenced by what was then seen as a lack of relevance large capacity two-stroke motorcycles had to the roadbikes the public could buy as, by this time, the last mass-produced 500 cc 2-stroke model had not been available to the public since some 15 years earlier. The rules permitted manufacturers to choose between running two-strokes engines (500 cc or less) or four-strokes (990 cc or less). Manufacturers were also permitted to employ their choice of engine configuration. Despite the significantly increased costs involved in running the new four-stroke machinery, given their extra 490 cc capacity advantage, the four strokes where soon able to dominate their two-stroke rivals. As a result, by 2003 no two-stroke machines remained in the MotoGP field. The 125 cc and 250 cc classes still consist exclusively of two-stroke machines. In 2007, the MotoGP class had its maximum engine displacement capacity reduced to 800 cc. In the smaller classes it is also intended to phase out two strokes from around 2010. The 125 and 250 classes eventually being replaced by 4 strokes of around 400 & 600 cc capacity.

The current racing calendar consists of 18 rounds in 16 different countries (Spain which hosts 3 rounds, Qatar, Turkey, China, France, Italy, Great Britain, Netherlands, Germany, Czech Republic, San Marino, Portugal, Japan, Australia and Malaysia). Exclusive to the MotoGP class, there is also a USA round at Mazda Raceway Laguna Seca in Monterey, California. The grid is composed of 3 columns (4 for the 125 cc class) and contains approximately 20 riders. Grid positions are decided in descending order of qualifying speed, the fastest on the 'pole' or first position. Races last approximately 45 minutes, each race a sprint from start to finish without pitting for fuel or tyres.

Tyre selection is critical, usually done by the individual rider based on bike 'feel' during practice, qualifying and the pre-race warm-up laps on the morning of the race, as well as the predicted weather. The typical compromise is between grip and longevity--the softer and 'grippier' the tyre, the more quickly it wears out; the harder and less grippy, the more likely the tyre is to last the entire race. Special 'Q' or qualifying tyres of extreme softness and grip are typically used by riders during grid qualifying sessions, but they last typically no longer than one or two laps, though they may deliver higher qualifying speed. For wet conditions, special tyres ('wets') with full treads are used, but they suffer extreme wear if the track dries out.

In 2005, a flag-to-flag rule for MotoGP was introduced. Previously, if a race started dry and rain appeared, riders or officials could red-flag (stop) the race and begin again on wet tyres. Now, if it begins to rain there is no red flag, though riders can pit to change their tyres at their discretion (and if a white flag is waved by officials).

When a rider crashes, track marshals wave a yellow flag, prohibiting passing in that area; one corner back, a stationary yellow flag is shown and passing in this area of the track is prohibited; if a fallen rider cannot be safely evacuated from the track, the race is red-flagged. Motorcycle crashes are usually one of two types: lowsides and highsides, though increased use of traction control has made highsides much less frequent.

According to one estimate, leasing a top-level motorcycle for a rider is about 3 to 3.5 million dollars.[1]

The full list of current and historic motorcycle racers can be found at List of Grand Prix motorcycle racers.

The top riders travel the world to compete in the annual FIM World Championship series. The circuit is perhaps most closely followed in Italy and Spain, home of many of the more successful riders at the moment. However, over the last couple of years there has been an increase in the number of riders competing from the USA. This has resulted in the reintroduction in 2005 of the US Grand Prix (albeit just for the MotoGP class, not 125 cc & 250 cc), an event staged at Laguna Seca where American Nicky Hayden took his maiden MotoGP victory. Another American, Colin Edwards, gained second place in that race. In 2006, Hayden repeated his winning performance at Laguna Seca, despite serious difficulties with the track that--though repaved in June 2006, and incorporating improved safety features--exhibited serious problems with surface deterioration. Hayden went on to win the GP championship of 2006, with winner of the past 5 titles, Valentino Rossi, coming in second.

The premier class in past seasons has been dominated by Italian Valentino Rossi, winner of the 2001 to 2005 titles. In an effort to beat Valentino's amazing consecutive victories, other companies have signed younger riders on newly designed machines. Honda in particular have taken this approach, with their 2006 racing plans being specific about winning with 'next-generation' teams, signing Toni Elias, Marco Melandri, Dani Pedrosa, and Nicky Hayden, all of whom are under 25.

The 2006 championship was the first in 14 years to be decided at the final race, with Valentino Rossi starting the race with an 8 point lead. Nicky Hayden finished 3rd with Valentino Rossi finishing 13th after crashing on lap 5 to give Nicky Hayden his maiden Championship title.

Like Formula One cars, grand prix motorcycles are made not only to be raced but to demonstrate the technical and design prowess of the manufacturer. As a result, MotoGP machines are generally made of lightweight and expensive materials such as titanium and carbon-fiber-reinforced plastic. They regularly feature technology not available to the general public.

Examples of this include sophisticated electronics, including telemetry, engine management systems and traction control, carbon disk brakes, and advanced engine technology such as those seen on Honda's V5 RC211V and Aprilia's RS3 Cube. The latter employs the Cosworth-designed pneumatic valve actuation system, used in Formula One cars. The latest addition to the MotoGP grids, the Ilmor/SRT X3 machine, seen at the Estoril (Portugal) and Valencia (Spain) events in 2006, reportedly uses a similar valve-actuation design, not surprising considering Ilmor Engineering's background in Formula One.

While MotoGP motorcycles are only raced at world championship level, the lighter and significantly less powerful 125 cc and 250 cc bikes are available at relatively reasonable cost. A basic production 125 cc bike costs about the same as a small car. These bikes are raced in national championships around the world as well as in the world championship, though their two-stroke technology is irrelevant in context with production machines. These two smaller classes are considered excellent training for future MotoGP riders.

One of the main challenges that confronts a MotoGP motorcycle rider and designer is how to translate the machine's enormous power - over 240 horsepower (179 kW), through a single tyre-contact patch roughly the size of a human hand. For comparison, Formula 1 cars produce up to 750 bhp (560 kW) from their 2.4 litre engines, but have 10 times the tyre-contact surface. Because of this difficulty, MotoGP is perhaps unique in modern motor sport in that teams will often deliberately detune their engines to allow their riders a chance to control them. In the two-stroke era, many of the 500 cc machines were not making more than the 180 to 190 bhp (135 to 140 kW) although their maximum potential power output was higher. In recent times this has begun to change with the advent of traction control. Part of the rider compromise, significantly affected by ECU (Engine Control Unit) technology, is that explosive torque at lower RPM may cause the rear tyre to spin unless modulated, causing riders to use higher RPM where torque changes are less severe. This consideration also affects gear selection for the individual circuit, which comprises an essential element in setup before and during practice and qualification.

The following shows the key specifications issues for each class. It was also introduced for the 2005 year, that under rule 2.10.5: 'No fuel on the motorcycle may be more than fifteen °C (15 °C) below ambient temperature. The use of any device on the motorcycle to artificially decrease the temperature of the fuel below ambient temperature is forbidden. No motorcycle may include such a device.' This stops an artificial "boost" gained by increasing fuel density by cooling it.

125 cc and 250 cc classes

125 cc machines are restricted to a single cylinder and a minimum weight of 80 kilograms and the 250 cc machines to two cylinders and a minimum of 100 kilograms. From 2005 onwards, all riders in the 125 cc class could not be older than 28 years or 25 years for new contracted riders participating for the first time and wild-cards.

MotoGP Class

New specifications for each racing class are formed as the FIM sees fit. At the beginning of the new MotoGP era in 2002, 500 cc two-stroke or 990 cc four-stroke bikes were specified to race. The enormous power advantage of the larger displacement four-stroke engine over the two-stroke eliminated all two-strokes from competition; the following season no two-stroke bikes were racing.

MotoGP class motorcycles are not restricted to any specific engine configuration. Rather, the motorcycle's minimum weight is restricted depending on the number of cylinders. This is because an engine with more cylinders for a given capacity is capable of producing more power more easily. The greater the number of cylinders for a given capacity translates to less capacity per cylinder. As a result, the piston for the resulting smaller cylinder is also smaller, weighing less. Less recriprocating mass (such as pistons) require less energy to move and this aids to the engine being capable of achieving higher revolutions per minute and, hence, greater power. For this reason, the weight limit is increased as a form of handicap. In 2004 motorcycles were entered with three-, four-and five-cylinder configurations. A six-cylinder engine was proposed by the Blata, but did not reach the MotoGP grids.

The FIM has become concerned, much as the FIA in Formula One, at the advances in design and engineering that result in higher speeds all around the race track since 2002. The current MotoGP speed record of 347.4 km/h (215.864 mph) was set by Loris Capirossi on a Ducati Desmosedici GP4 at IRTA Tests in Catalunya in 2004. By way of comparison, the current Formula One speed record of 369.9 km/h (229.8 mph) was set by Antonio Pizzonia of the BMW Williams F1 team, at Monza in 2004. To ensure safety, they have agreed upon a set of regulation changes to reduce motorcycle speeds. These include changes in weight, fuel and engine capacity.

Weights
Minimum Weight - MotoGP Class

# of Cylinders    2004 Min    2007 Min    Difference
2 Cylinder    135 kg   137 kg   2 kg
3 Cylinder    135 kg   140.5 kg    5.5 kg
4 Cylinder  145 kg   148 kg   3 kg
5 Cylinder    145 kg   155.5 kg    10.5 kg
6 Cylinder    155 kg   163 kg   8 kg

    * In 2005, fuel tank capacity was reduced by 2 litres to 24 litres
    * In 2006, fuel tank capacity was reduced by a further 2 litres to 22 litres
    * From 2007 onwards and for a minimum period of five years, FIM has regulated in MotoGP class that two-stroke bikes will no longer be allowed, and engines will be limited to 800 cc four-strokes. The maximum fuel capacity will be 21 litres.


Scoring
Points Scoring - MotoGP Class
Position      1   -      2    -     3   -     4   -    5   -    6   -   7  -   8   -   9  -  10   -   11    -     12   -   13   -   14   -    15
Points        25  -     20   -    16   -    13  -   11  -   10  -   9  -   8   -   7  -   6    -    5     -      4    -    3    -    2    -     1

Movies about MotoGP include:

Directed by  Mark Neale
Narrated by   Ewan McGregor
Starring                   Valentino Rossi, Max Biagg, Garry McCoy, John Hopkins
Music by                   tomandandy
Cinematography    Grant Gee
Distributed by    Slamdance on the Road
Release date(s)   May 16, 2003
                                (Cannes Film Festival)
Running time    103 min.
Country                   USA, Spain
Language    English

    * Faster, a documentary film about MotoGP, was released in 2003 and is now available on DVD. The film features appearances by MotoGP's biggest stars, including Valentino Rossi. Directed by Mark Neale.

Faster is a feature-length documentary film about the MotoGP motorcycle racing world championship. The film was directed by Mark Neale, featuring cinematography by music video director Grant Gee. Chris Paine was an Executive Producer. It was released in 2003 and is narrated by actor and motorcycle enthusiast Ewan McGregor.

                        The film spotlights the MotoGP world championship, the premiere level of motorcycle road racing, which is a series of sixteen races on five continents contested by twenty-four of the world's best riders. The film features appearances by MotoGP's biggest stars, including Valentino Rossi, Max Biaggi, who was Rossi's chief rival, Australian veteran Garry McCoy, and young American John Hopkins. Several former world champions are interviewed, including Mick Doohan, Kevin Schwantz, paralyzed former racer Wayne Rainey, Kenny Roberts, and Barry Sheene.

The film was produced by Los Angeles-based Spark Productions in association with Dorna Sports SL, the rights-holder for MotoGP and the driving force behind the sport's explosive growth over the last decade. It was filmed around the world during the 2001 and 2002 seasons.

The following riders appear in the film:

    * Max Biaggi
    * Loris Capirossi
    * Carlos Checa
    * Mick Doohan
    * Noriyuki Haga
    * Nicky Hayden
    * John Hopkins
    * Eddie Lawson
    * Randy Mamola
    * Garry McCoy
    * Shinya Nakano
    * Kenny Roberts
    * Wayne Rainey
    * Valentino Rossi
    * Kevin Schwantz
    * Barry Sheene

official site
http://www.fastermovie.com/

for trailor
http://www.slamdance.com/distribution/faster-trailer-download.asp



    * The Doctor, The Tornado and The Kentucky Kid, a documentary on the 2005 USGP, also directed by Mark Neale.

for more click here
http://www.dtkmovie.com/

i can find this dvd in the market but i can't afford it . its just 2 ****** for me.
in future TV channel will broadcast it and at that time i'm gonna  watch it.
 :frustreated:
 :frustreated:
 :frustreated:

bahirA BLACK MA payidaina rahe6??? 



tyehi bhaneko ni ma yo kasto film ho yo bhanera Veja Bhai ra

  :wow: Aba Hollywood actor ko name nai esma   
Ewan Mcgregor bhanera.........

J hos chora khub Bike freak rahecha ...........maile discovery channel ma pani tyesko bike tour hereko thiye ek patak....... :headbang:

Overview:MotoGP is the world’s premier motorcycling championship, with a season of 18 Grands Prix in 14 countries bringing together the world’s top motorcycle manufacturers such as Honda, Yamaha, Suzuki, Ducati, Kawasaki, Aprilia and KTM - plus an elite crop of riders from every corner of the globe.
The motorcycles used for MotoGP are purpose-built racing prototypes which are unavailable for purchase by the general public and cannot be legally ridden on public roads.

The Grand Prix Road-Racing World Championship was first organised by the Fédération Internationale de Motocyclisme (FIM) in 1949 and has been administrated by commercial rights owners Dorna Sports under the supervision of the FIM since 1992. It is the oldest motorsport World Championship in existence.

MotoGP began a new era in 2002 when revised regulations allowed for the participation of bikes with four-stroke engines. For the 2007 season the adaptation of MotoGP bikes from 990cc engine capacity to 800cc resulted in an even more exciting spectacle, with higher corner speeds and even more competitive races – patterns which are continuing this year.

Furthermore, in the opening round of 2008, MotoGP become the first motorsports World Championship to host a night-time Grand Prix, with the Losail International Circuit’s state-of-the-art new floodlight system permitting a superb start to the season in Qatar.

Grand Prix Weekends:
On a Grand Prix weekend there are three individual races, one for each of MotoGP’s three categories:

MotoGP – the ultimate test for the finest talents in motorcycle racing, in which maximum engine displacement capacity is now the aforementioned 800cc (four-stroke engines) and the minimum age for riders is 18.
250 – the intermediate category where maximum engine displacement capacity is 250cc (twin cylinder engines) and the minimum age for riders is 16.
125 – the class which offers young riders the chance to take their first step into Grand Prix, where maximum engine displacement capacity is 125cc (single cylinder engines), the maximum age for riders is 28 (or 25 years of age for wild-card riders or for newly contracted riders participating in a 125cc race for the first time) and the minimum age is 15 years old.
Races begin from a grid which is composed of three starting positions per row (four per row in the 250cc and 125cc classes), with starting places secured by qualifying times - the fastest rider earning the famous pole position. The races can vary between 95km and 130km in distance and usually last approximately 40-45 minutes, each being a spectacular sprint to the finish line, with pit-stops being rare rather than the norm.

Tyre selection is therefore absolutely crucial and is undertaken by the teams following consultation with their riders based on knowledge of the track, weather conditions and the feel of the bike during free practice, qualifying and the pre-race warm-up sessions. A critical balance has to be found between grip and the endurance of the tyre, as soft, ‘gripping’ tyres permit quicker speeds and faster lap times but wear out quickly, whilst harder, less ‘sticky’ tyres last longer but do not assist the rider in achieving maximum velocity.

Riders:
The current MotoGP World Champion is Australian Casey Stoner of the Ducati Marlboro team, who sensationally won the 2008 title in just his second season in the premier class – securing ten race wins along the way.

In defending his title in 2008 Stoner is faced with stiff competition from the likes of Valentino Rossi, the five-time MotoGP World Champion, and Dani Pedrosa, last year’s runner-up. Meanwhile, Rossi’s new Fiat Yamaha team-mate Jorge Lorenzo, the reigning 250cc World title holder, and Pedrosa’s Repsol Honda colleague Nicky Hayden, the 2006 MotoGP World Champion, are also stars of the show, with talent in abundance in each case.

Indeed, the level of racing ability throughout the 2008 MotoGP grid is exceptionally high, with the likes of Loris Capirossi, Andrea Dovizioso, Colin Edwards, John Hopkins, Marco Melandri and James Toseland also competing for podium finishes.

In the 250cc category the title race should be wide open this year, following the promotion of the likes of Lorenzo and Dovizioso to MotoGP. A strong Aprilia challenge is presented by Spanish trio Hector Barbera, Alvaro Bautista and Alex Debon, battling with KTM riders Mika Kallio and Hiroshi Aoyama.

In the single cylinder World Championship the current title holder is Hungary's Gabor Talmacsi, one of the older 125cc competitors, who defends his crown against a plethora of young riding talent in 2008.

The list of participants in each Grand Prix is composed of the permanent riders, contracted and nominated by their teams for the whole season, and wildcard entries – who are often local riders. Approximately 18 participants enter each MotoGP race, about 25 take part in each 250cc race and the 125cc races usually involve around 35 riders. The ages of the Grand Prix riders range from 34 for MotoGP’s Loris Capirossi, down to the previously stated minimum age limit of 15 for the youngsters in 125cc. The youngest regular rider in the championship is Repsol KTM rookie Marc Marquez.

Riders from around the globe take part in the World Championships including the following countries: Australia, Austria, Czech Republic, Finland, France, Germany, Hungary, Indonesia, Italy, Japan, the Netherlands, Republic of Ireland, Romania, San Marino, Spain, Switzerland, Thailand, UK and USA.

MotoGP changes for 2012
The 800cc formula is dead. MotoGP is set to return to 1000cc from 2012, according to a proposal submitted to the Grand Prix Commission at Valencia today. The 800cc bikes have received a deluge of criticism, almost from the moment they were introduced, and that deluge has finally buried them.



The decision has hinged upon a change of mind by the MSMA, the manufacturers association. So far, the manufacturers have been opposed to any changes to the MotoGP formula, partly because high costs of entry created a barrier to new entrants in the class, allowing the existing participants to dominate the class. But the high costs have taken their toll even on the existing manufacturers, and with the future of Suzuki in the class in doubt under the current rules, and even doubt about just how long Honda was prepared to continue, a change was almost inevitable. 2012 is the earliest date it is possible to make the change, as the current 5 year contract that exists between Dorna, the FIM and the MSMA expires at the end of 2011. That contract states that no changes may be made to the engine capacity without a unanimous decision by all of the manufacturers in the MSMA.

The initial proposal was to allow the use of production engines in prototype chassis, but the current proposal makes no mention of production engines at all. MotoMatters.com asked Herve Poncharal about the proposal, and asked whether this was to be production engines or not.

"Nobody's talking about production engines," Poncharal told us. "The Grand Prix Commission is thinking about going back to 1000cc engines. This is more than supported by Dorna, more than supported by Dorna, but the first reaction to this by MSMA is very very positive." The MSMA's new position has been the key difference, Poncharal pointed out, and the Monster Tech 3 Yamaha boss was delighted at this change of heart. "I'm really happy, I'm very happy about that. It looks like there is a consensus, but we have to take it day-by-day."

The fear is, of course, that a change in engine capacity would not be enough to cut costs, and merely create a new class of expensive prototypes. Poncharal said that this would not be allowed to happen: "The whole idea supported by everybody including the MSMA is to get the costs drastically down." Just how to ensure that is a different matter altogether, though. Poncharal admitted it would be difficult, but said that the Grand Prix Commission would not try to solve everything at once. Asked how to ensure that costs didn't once again spiral out of control, Poncharal replied "That's the next question. One day at a time!"

from
http://www.motomatters.com/news/2009/11/07/motogp_back_to_1000cc_from_2012.html

Friday, 11 December 2009
FIM President Vito Ippolito and Dorna Sports CEO Carmelo Ezpeleta confirm engine capacity changes, which will come into effect for the 2012 season.

Today the Grand Prix Commission members reconvened in Geneva at the FIM headquarters to discuss future developments for the MotoGP World Championship.

Following talks between MotoGP’s governing body the FIM, series rights holder Dorna Sports and the MSMA, the Commission agreed to change the maximum engine capacity of the MotoGP class to 1000cc for the 2012 season. A limit of 4 cylinders will also be introduced, with a maximum cylinder bore measurement of 81 mm.



Mr Ippolito said: “The main changes we have decided on are new rules for the MotoGP class. We will have four cylinder engines, 4-stroke of course, with a 1000cc maximum, and the bore of the cylinders will be 81mm. This base will give all the manufacturers the opportunity to start work. At the beginning of next year we will produce the new rules in a more complete format, but that is the basis; 2012 will be the year of a new era of MotoGP.”

Mr Ezpeleta stated: “It was a very important meeting to decide the future of the MotoGP class. From 2012 the bikes will have an engine capacity of up to 1000cc, have up to four cylinders and the maximum bore will be 81mm. It’s a very important measurement because with this we can have all the characteristics of the engine. This has been approved and between now and the start of the 2010 season we will have another two meetings to define the rest of the specifications for this new class.”

Timeline of engine changes in recent years:

2002 - Introduction of 990cc 4-stroke MotoGP (instead of 2-stroke 500cc).
2007 - Maximum engine capacity reduction from 990cc to 800cc.
2009-2010 – Maximum engine usage (6 engines per rider in 2010).
2012 - Maximum engine capacity increased to 1000cc, with a limit of 4 cylinders and a maximum 81mm cylinder bore.

Several minor technical rules change were also announced for 2010, alongside further regulations related to the new Moto2 class.

Videos
Dorna Sports CEO Carmelo Ezpeleta on future engine rules

http://www.motogp.com/en/videos/2009/Dorna+Sports+CEO+Carmelo+Ezpeleta+on+future+engine+rules

FIM's Vito Ippolito on 2012 MotoGP rules changes
http://www.motogp.com/en/videos/2009/FIM+Vito+Ippolito+on+2012+MotoGP+rules+changes

Check out the Video

http://www.youtube.com/watch?v=8k8hJWKIVNs





more info about Kenny

http://www.motorcyclemuseum.org/halloffame/hofbiopage.asp?id=88

http://en.wikipedia.org/wiki/Kenny_Roberts

More About the Monster Yamaha TZ750

http://www.fasterandfaster.net/2007/09/fearsome-1975-yamaha-tz750-dirt-tracker.html

http://www.motorcyclistonline.com/features/122_yamaha_tz750/index.html

Yamaha's TZ750: Where Legends Began ...
Kel Carruthers recalls the early days of the TZ700
by evan williams

http://www.superbikeplanet.com/evantz750.htm

I think Kenny is little arrogant.

Anyway, did you see how shocked Rossi was in 3:05? His face said it all. HAHAHA

can\t say no


.....

Hopkins back in MotoGP for 2010

FB Corse announce new signing for next year's premier class motorcycle series
Posted: 22 December 2009
by Visordown News
John Hopkins - Stiggy Honda



JOHN HOPKINS is back in MotoGP for 2010 riding for the newly-formed Italian FB Corse team, the squad has announced.

Details are scant right now, but Hopper will be riding a machine cobbled together using parts (most notably a triple cylinder engine) from the now defunct BMW MotoGP effort. Hopkins will  be in Milan on January 21st for the team’s official presentation of their 2010 squad.

Hopkins endured an injury-plagued 2009 season, while riding in World Superbikes for the now defunct Stiggy Honda squad.

FB Corse has also secured Simone Gorztkyj to ride the team’s Moto2 bike. It's reported the team will run both MotoGP and Moto2 machines during European shakedown tests in January.


No more money to transform Honda’s fortunes

By Matthew Birt -

MotoGP

 22 December 2009 16:15






Honda will not spend more money to try and claim a rare MotoGP world championship victory in 2010.

Severely affected by the impact of the global economic crisis, Honda will have no budget increase to try and stop Yamaha and Ducati’s recent domination of the MotoGP world championship.

Honda has yet to win in the 800cc era and its factory RC212V machine has been no match for Yamaha’s YZR-M1 or Ducati’s Desmosedici.

Ducati has won 21 races since the start of 2007 and Yamaha 24 in the same period.

HRC though has seen the RC212V win just seven races and the once dominant Japanese factory has won only one premier class world title since 2003 when Nicky Hayden triumphed in the last 990cc four-stroke series in ’06.

Asked whether it would take larger cash investment from HRC to win back the world title, HRC boss Shuhei Nakamoto said: “There is no increase in budget from Honda.

"Maybe it will be the same as this year, which makes it difficult for our machine development. Even if we had the same budget as the US Government it would not be enough!"

FIAT YAMAHA MotoGP star Jorge Lorenzo has warned off his team-mate, current MotoGP world champion Valentino Rossi, over the Italian's recent spat in the press regarding the pair's Yamaha contracts.

"Valentino shouldn't decide the riders for 2011. It's Yamaha's choice, we are just employees," the Spaniard told Monday's Gazzetta dello Sport.

Rossi spoke out earlier this year against his current employers about keeping Lorenzo in the squad. In an interview Rossi said: "Yamaha have to decide between me and Jorge for 2011," said Rossi. "I have a great option to join Ducati."

Read the full Rossi story here.

http://www.visordown.com/motorcycle-racing-news-moto-gp/rossi-gives-yamaha-lorenzo-ultimatum/8732.html

Mmm. We reckon Rossi's getting a bit flustered by Lorenzo's success, or is it just another infamous Rossi ruse?


MILAN: Jorge Lorenzo has told MotoGP world champion Valentino Rossi that their Yamaha team will decide their future and not the Italian.
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Rossi, who says having a strong team mate like Lorenzo is not ideal, is considering whether to stay at Yamaha, move to Ducati or switch to car racing when his contract runs out at the end of next year.

"Valentino shouldn't decide the riders for 2011. It's Yamaha's choice, we are just employees," the Spaniard, second this season, told Monday's Gazzetta dello Sport.

source
visordown
timesofindia.indiatimes.com