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Valentino Rossi Turns 40 Today

Valentino Rossi turns 40 years old today.
The nine-time world champion has won the 125cc, 250cc, 500cc and multiple MotoGP titles on the way.
His father Graziano says Vale can race until 46 years old, if he wants.

Nine-time World Champion Valentino Rossi celebrates his 40^thbirthday today.

Coming up the ranks, he won the 125cc, 250cc, 500cc, and multiple MotoGP titles along the way. His career at the world now spans 22 years, starting from 1997.

We remembered Rossi being the gangly and plucky kid who couldn’t fit fully into his Aprilia RS125 and RS250, raising his bum over the rear seat hump as he attempted to flatten his body on the fuel tank on the straights.

We know he still wears leathers with lots of fluorescent yellow. MotoGP commentator, Julian Ryder once referred to Rossi as “a highlighter pen.” Flamboyance is his trademark, his character.

He still wears his bubbly outlook at press conferences and public appearances. But behind that devil-may-care attitude is a man driven to a single-minded purpose: To win. He used to do it at the expense of other riders, “rubbing” them out of the way. Ask Sete Gibernau, Casey Stoner and many more.

Playing mind games is his forte, although many say that he’s mellowed by age. Yet, he isn’t afraid to call a spade a spade including criticizing his long-time team Yamaha for the lackluster performance in the past two years. He still uses press conferences to burn his rivals with a smile, before resorting to diplomatic answers. In the past, look at how Rossi’s psychological warfare affected more so fellow Italian Max Biaggi than others. Rossi was a walking controversy magnet and he relished in it.

He even went on to be called many nicknames along the way, most recently “GOAT” for “Greatest of all Time.”

It’s all these “unconformities” that won him legions of fans around the world. Heck, bet he wouldn’t have trouble winning the race to be “President of the World.”

His domination in the early years of MotoGP may seem detrimental to some, but let’s face it, it drove other manufacturers mad in finding the answers to stop his march, which indirectly brought lots of new technology and development to the fore. Ironically, his winning streak was stopped by another manufacturer. His days at Ducati were considered a black hole in his career.

Pundits are now calling him “too old” for cut-throat world of MotoGP. But let’s face it, racing will be a lot less colourful without him around.

Happy Birthday, Valentino Rossi. Like your father said, let’s hope you keep racing and earn more wins along the way.

Valentino Rossi at 2019 SIC pre-season test – Photo credit MotoGP.com

Signed,
An old git like you

What Makes Ducati tick in MotoGP? We Speak to Gabriel Conti, Ducati MotoGP Team’s Telemetry Engineer

We spoke to Gabriel Conti, Ducati MotoGP Team’s Telemetry Engineer to know more about how the Ducati MotoGP Team uses data and information.
We found out that racing is not just about twisting the throttle to the max.
Data collected is used for bike setup and plan race strategies.

We spoke to Gabriel Conti, Ducati Telemetry Engineer in the factory Ducati MotoGP Team during the last Malaysian MotoGP. Ducati looked to have made a strong comeback in the second part of the season.

We also saw how the team’s riders Andrea Dovizioso and Jorge Lorenzo ride at high paces throughout, yet they still had enough rubber to push all out in the closing five laps. Was that due to tyres? Electronics?

BikesRepublic.com (BR): What was the strategy that allowed Ducati riders to being able to push at the end of races? Was that due to electronic strategies?
Gabriel Conti (GC): Technically it evolved from the tyres because there is one tyre supplier for everybody. We have to analyze what the tyres do and with the data we can look to manage the tyres better.

With a lot of data we are able to manage the situation. Unlike Formula 1, we cannot change strategies during the race. We cannot speak with the riders (there’s no 2-way radio), we cannot send data (to the bikes), we cannot read data (from the bikes). As such, it’s very important to start the race with the data (we have). We decide with a strategy before the race, so the rider knows what to do.

The engineers check the numbers through the night. We have two automatic machines to make the calculations for tyres, electronics and bike setup.

But the last part is in the hands of the riders.

What we do is setup the electronics for the bike to be not so strong for one lap but is strong throughout the race. So in the last 5 laps there’s enough tyre to push.

We start by gaining and using data from pre-season tests and setup the bike up with the data at the start of the season. As we go on, we gain data everytime the bike goes out and we develop the setup. The data we have stored is important especially for different weather conditions.

For example, if there’s rain throughout the weekend and no practice can take place, we already have the data to use.

Other journalist: How does this benefit in racing?
Gabriel Conti: The data helps to setup the bikes in terms of tyres, suspension, electronics, traction control, engine performance. So, data and the rider combination are so important. We are absolutely data-dependant in this competition.

Other journalist: What’s role does Net.App play in the Ducati Team?
Gabriel Conti: Data (collection) has increased in the last year. For example, I remember 2005, we don’t have so much data. We didn’t send it to the factory, we didn’t use so much of it.

But we started increasing after 2006, to have deeper analysis.

Now we are strong for the data (sic). What we have improved are “thinking machines” that are quicker than the engineer to analyze a lot of data. Now we are improving because we have many riders, and more data to choose the right strategies.

Rather than let the factory take time with the data, we want to move the factory to the track.

BikesRepublic.com: The standardized Inertia Measurement Unit (IMU) will used for the 2019 season. How will it play out for Ducati?
Gabriel Conti: I explain the situation. In the past, four years ago the electronics was different. Then we started with the (standardized) ECU hardware, but you can develop the software yourself. Then the ECU and software were standardized (in 2016 – Editor).

But the Japanese manufacturers still want “free” IMU. The IMU is not a sensor itself, but it has (data from) 6 sensors fed into it. Which means it there is an algorithm to calibrate (the different axis of movement) so this is becomes suspicious. So, in the end all manufacturers agreed to move to a standard IMU.

You can still calibrate the standard IMU but by how much we don’t know.

Other journalist: Can you share with us instances where you tell the riders to go faster based on the data you have?

Gabriel Conti: Ah! Many, many times! The riders will look at the data to compare with other riders or the riders of the past. For example, when we had Valentino Rossi, he compared himself to Casey Stoner. We have a performance index that we give at the end of every session to say to the rider where is stronger and where he’s not.

It’s not to say he should push, push, push but for him to see that he might miss something. Andrea Dovizioso is a very clever guy, not all riders can use numbers. He uses them to improve himself.

Other journalist: In Qatar 2018, Dovi won by 0.02 second.
Gabriel Conti: It was five years he lose by 0.02 second. In four years the gap to winner is less than one second. So you see 0.02 second is hard to find for the rider. Gigi (Dall’Igna) would say to us, “Pay attention to the thousandths” because the sum of a lot of thousandths can make you win or lose a race.

Other journalist: How much data are we talking about here?
Gabriel Conti: We generate like 100 Gigabyte of data per race these days.

CONCLUSION

Racing in MotoGP isn’t about going out there and twisting the throttle to the stop. There are so much more fascinating stuff that goes on behind the scenes that many of us could never ever have imagined!

The numbers that makeup lap times are made up of data. Where we see numbers, the engineers see information that can help the rider and team win.

So, the next time see the Ducati team win a race, think about how much data and information went into creating that victory.

Join us for Part 2 tomorrow as we unravel the secret of how NetApp plays a necessary role in Ducati’s victories.

JPJ: Don’t Run or be Blacklisted

The Road Transport Department of Malaysia (JPJ) has warned motorcyclists to not run from roadblocks.
The department will record those who did so for evidence.
They will then issue a notice before moving onto summoning and blacklisting those who did.

The Road Transport Department (JPJ) has issued a warning to road users, especially motorcyclists to not avoid roadblocks i.e. U-turn. Or risk being blacklisted.

We’ve seen it countless times: Motorcycles heading the opposite direction against the flow of traffic, attempting to get away from roadblocks up ahead. Doing puts not only the rider at risk but also other road users.

The department’s Melaka Director General Muhammad Firdaus Shariff said that they will first issue a notice to those found running away from roadblocks, before moving on to blacklisting them in accordance to Section 55 of the Road Transport Act 1987.

He added that his men will record those who U-turn from roadblocks as evidence.

“We will issue Notice 114 demanding the vehicle owner to present himself for questioning within 21 days. If he does not, we will issue a RM150 compound and he will be blacklisted.”

“Blacklisting” a vehicle means the owner could not renew his driving license and vehicle’s road tax.

The Director General made the statement during the closing of the Chinese New Ops 2019. The operations from 29 January to 12 February saw 1,236 summonses issued for various offences. Motorcycle owners were the biggest majority amongst other vehicle owners with 329 cases. Out of that number, the most infringements were due to “vehicle licensing” i.e. road tax.

Source and picture credit: https://www.hmetro.com.my/mutakhir/2019/02/423183/jika-lari-kena-senarai-hitam

Pirelli Diablo Supercorsa SC1 Racing Slicks for Small Capacity Bikes

The Pirelli Diablo Supercorsa SC1 racing slicks are available for small capacity bikes.
Sizes are 110/70-ZR17 front and 140/70-ZR rear.
They will be available by Round 1 of the 2019 Pirelli Malaysia Superbike Championship.

Everyone’s favourite race and performance tyre brand, Pirelli has launched the Pirelli Diablo Supercorsa SC1 V3 for smaller capacity bikes.

Smaller capacity classes are ever popular worldwide. We have the underbone a.k.a. cub prix class in Southeast Asia, before stepping up to the 250cc, 300cc and now 400cc classes. One of the biggest problems was finding the correct-sized tyres.

Pirelli recognizes this and debuts the Supercorsa racing slicks in 110/70-ZR17 front and 140/70-ZR17 rear sizes. The new tyres are made with the super-sticky SC1 compound. These are meant for 300cc and 400cc bikes, but the 250cc should find them useful, too.Indeed, Pirelli is the title sponsor and tyre provider for the World Superbike Championship which included the SuperSport 300 class.

Why the need for different tyres? Why not just use bigger rims to fit bigger sizes?

Smaller motorcycles do not have the weight and speed to create the type and of forces like big bikes do. As such, the tyres may not heat up enough and many not be able to retain the heat for optimum performance. Tyres designed for lighter bikes may have the same compounds as their bigger brothers but have slightly different construction.

The new tyres are now available in Europe and the US. BikesRepublic.com got in touch in with the Malaysian Pirelli official distributor Southeast Asia Parts for confirmation. According to them, these new tyres will be available by the first round of the 2019 Pirelli Malaysia Superbike Championship (MSBK) 2019.

Get ready for even faster times in the Super 250 class!

*Note that these are racing slicks and the racetrack is the only place for them. Do not be foolish and mount them for road use!

SIC to Host FIM World Endurance Championship and FIA World Touring Car Races Double-Header Excitement in December

The Sepang International Circuit will host round 2 of the FIM World Endurance Championship and FIA World Touring Car double-header.
The event will take place from 13^thto 15^thDecember 2019.
Malaysian riders and drivers will take place in both motorcycle and auto races.

The Sepang International Circuit will host two international race events back-to-back in December 2019. The FIM World Endurance Championship and FIA World Touring Car Races double-header will end under the floodlights at the circuit.

As announced earlier, the prestigious FIM Endurance World Championship (EWC) is set for its debut on Malaysian soil. This is the best opportunity to see your favourite superbikes being hammered to the limits for hours on end.

The 8 Hours of Sepang, as the event is called, will play host to the best Asian motorcycle endurance teams fight to qualify for the infamous Suzuka 8 Hours Grand Finale alongside regular EWC teams and riders.

The signature ferris wheel at Suzuka – courtesy of fimwec.com

Sepang is the 2^ndround of the 2019–2020 FIM EWC calendar; preceded by the Bol d’Or and superseded by the 24 Hueres Motos. The schedule is part of Eurosport Events’ reworked winter calendar.

In case you didn’t know, there were Malaysian riders who took part in last year’s Suzuka 8 Hours race. Zaqhwan Zaidi teamed with Indonesian Andi Farid Izdihar and Australian Tory Herfoss in the Honda Asia-Dream Racing Team to finish 7^th. The team is set to race in the event again this year.

There will be more Malaysia riders at the Sepang round this December. SIC CEO Dato’ Razlan Razali said that they will field the riders from the just-launched PETRONAS Yamaha Sepang Racing Team and Khairul Idham Pawi from the Petronas Sprinta Racing Team.

Endurance racing is different from the usual “sprint” races from the aspect of the unknown, from which drama springs. For example, the leading bike may suddenly find the radiator leaking and the crew clamoring like madmen to fix the problem. Fans can expect to see the riders riding as if possessed to make up for lost positions.

But that’s not all. One the very next day, the FIA World Touring Car/OSCARO (WTCR) super-finale takes place under the floodlights for the inaugural time.

Razlan Razali, CEO, Sepang International Circuit, said: “With the departure of F1 in Malaysia, we were tasked to look into other world-class events to include in our annual calendar. Through fan voting and further feasibility study, FIM EWC and FIA WTCR were the top two selected events, both promoted by Eurosport Events.

“This special collaboration with Eurosport Events will make the race exclusive and one of a kind which will create history for Malaysia to host two world championships together in one weekend.

“Both races will take place until sunset and the chequered flag will be waived under the new SIC Circuit Lights. Tickets are now available for purchase through SIC’s website and we encourage all fans to come and witness these exciting world-class championships as they make their #RoadToMalaysia.”

Dato’ Razlan made the statements during the recent Petronas SIC Motorsports Association of Malaysia Award 2018.

Tickets for the FIA WTCR and FIM EWC double-header event are now on sale. Prices start from RM275 for the main grandstand and more information is available from the SIC website by following this link: https://www.sepangcircuit.com/ticketing/wtrc-ewc.

Vespa Notte Sprint 150 i-Get ABS and Vespa Notte GTS Super 300 ABS Launched

The Vespa Notte Sprint 150 i-Get ABS and Vespa Notte GTS Super 300 ABS were launched today in conjunction with Valentine’s Day.
“Notte” means “night” in Italian hence the “nocturnal” theme of the bikes.
The Notte GTS Super 300 ABS is priced from RM 29,000 while the Notte Sprint 150 ABS starts from RM 17,000.

Official Vespa distributor Naza Premira Sdn. Bhd. launched the Vespa Notte Sprint 150 i-Get ABS and Vespa Notte GTS Super 300 ABS today, in conjunction with Valentine’s Day.

“Notte” stands for “night” in Italian, hence both models were treated to black/black finishing. The black theme even applies to the classic “tie” shield at the front and mirrors. Also blacked out are the front shield, handlebar ends, passenger grab handle and retractable passenger footpegs on the GT Super 300 ABS. Other details exclusive to the Notte are the seats, glossy black rims and muffler guard.

Vespa calls the Notte GTS Super 300 ABS as the “perfect blend of nocturnal style and sporting character.” It features the most advanced Quasar engine platform. The engine is a 278.3cc, single-cylinder, fuel-injected, 4-valve and liquid-cooled unit. It produces a healthy 21 bhp (15.6 kW) at 7,750 RPM and 22 Nm of torque at 5,000 RPM.

Safety is handled by a dual-channel ABS and Anti-Slip Regulation (ASR) traction control systems.

It is priced from RM 29,000.

As for the “world style icon and symbol of Italian lifestyle” Vespa Notte Sprint 150 i-Get ABS, the engine is a 150cc, single-cylinder, 3-valve, and fuel-injected powerplant. It produces 12.7 bhp (9.5 kW) at 7,750 RPM and 12.8 Nm of torque at 6,500 RPM. The bike also features a specially detailed exhaust besides transmission inner casing.