Saturday, October 24, 2009
Roberto Colaninno, President of the Piaggio Group, recently announced that a new business plan is being worked out for Moto Guzzi and the company will be ready with some new bikes by 2011-12. Piaggio, which owns Moto Guzzi, was sanctioned a loan of 150 million euros from the European Investment Bank last year. Of this, about 12 million euros will be invested towards developing new bikes for Moto Guzzi.
Guzzi’s R&D activities will be moved to Piaggio’s facility in Noale, while production will continue at Mandello. The company, which currently produces around 3,500 bikes per annum, hopes to boost production to at least 4,500 bikes by 2010, at which point it will reach break-even point.
Established in the early-1920s, Moto Guzzi is one of Italy’s great, iconic motorcycle manufacturers who’ve fallen upon hard times. The company has produced some great machines over the years (we are great fans of the 1970s Le Mans 850) and we certainly hope Piaggio will be successful in resurrecting M-G.
Friday, October 23, 2009
It’s been a terribly boring week. Nothing much seems to be happening at the Tokyo Motor Show – Kawasaki aren’t there, Suzuki are showing a fuel cell-powered scooter and Yamaha are showing a chassis wrapped in a bunch of rags. Indeed, apart from the Honda VFR1200F and CB1100 (both of which had already been unveiled before the Tokyo Show), nothing new or exciting seems to be happening this year. Guess we’ll have to wait for the EICMA in Milan next month for some real action…
In the meanwhile, Motociclismo recently had the opportunity to ride the 2010 Kawasaki 1400GTR, which comes with traction control this year. Here are some excerpts from what they have to say about Kawasaki’s hyper-tourer:
Thanks to the electronics, the 1400GTR has taken a big step forward this year. Kawasaki have listened to their customers and the result is that the bike now comes with second-generation ABS and a traction control system. The bodywork has been given a minor redesign for better dissipation of engine heat, the windscreen has been reshaped and its height has been increased by a bit, heated grips have been added, the glove compartment has been made more spacious and on-board computer can now be controlled via controls mounted on the handlebar.
The new 1400GTR’s chassis remains unchanged, but the suspension has been revised so that it works better with the bike’s anti-lock braking system. The new set-up works very well and is very communicative, and the bike feels very stable on the highway at high speeds. Of course, it’s a heavy bike (304kg claimed kerb weight) and you have to be careful with how you maneouver it at lower speeds and while suddenly braking hard.
Kawasaki’s K-ACT combined braking system, with ABS, works very well and with the bike fully loaded, provides powerful stopping performance from the twin 310mm front discs and single 240mm rear disc. While riding alone, however, and with the luggage bags removed (hence reduced weight), the ABS can be a bit more intrusive at times. The traction control also made a very positive impression – at no time does it cut in abruptly or suddenly interrupt the bike’s power delivery. It’s smooth and effective, allowing you to ride with more confidence on wet, slippery surfaces.
The Kawasaki 1400GTR’s 1,352cc inline-four remains perfect as ever – 155bhp and 136Nm of torque is a lot of power. But the engine is free from vibes and power delivery is smooth and consistent. Also, there is an eco mode that’ll help you get up to 10% better fuel efficiency, though performance suffers a bit. But it’s nice to be able to make that choice.
The new GTR will be priced at around 17,000 euros (US$25,500) and seems to be quite worth the money. Now the only question is if it’s a better sports-tourer than the new Honda VFR1200F. For that, you’ll have to wait for a few more weeks – a shootout between the two bikes should settle that one!
For the original article, visit the Motociclismo website here
A promo video for the new 2010 Kawasaki 1400GTR
Monday, October 19, 2009
Right now, Costa Mouzouris has to be one of the luckiest motorcyclists in the world – he has filed what we think is the world’s first riding impression of the 2010 Honda VFR1200F, for the Canadian Motorcycle Guide. Here are some excerpts from what Mouzouris has to say about the new Honda:
‘Physically, the VFR1200 feels slimmer and lighter than bikes like the BMW K1300GT, the Yamaha FJR1300 and the Kawasaki Concours 14 – machines which the Honda will inevitably be compared with. It’s also lighter, according to the spec sheet, which puts its wet weight at 21 kilos lighter than the BMW K1300GT,’ says Mouzouris, who adds that the VFR’s fit and finish are impeccable and that the bike looks quite sleek.
Going on to compare the new bike’s riding position with that of the Honda ST1300’s, Mouzouris says the VFR’s riding position is not as relaxed and upright, though it’s still much closer to a grand-touring machine than that of a supersport. ‘The seat is wide and supportive, but more time in the saddle will reveal if the ergonomics can sustain long-distance travel. Reach to the ground will be easy for average sized riders,’ he says.
Of course, that brand-new V4 engine is what most people have been waiting for, and it doesn’t fail to impress. ‘The engine is remarkably torquey and very powerful. Throttle response is instantaneous but easily manageable,’ says Mouzouris. However, he seems to have been a bit disappointed with the Honda’s low-rpm pulling power. ‘I rolled on the throttle full from about 2,000rpm in second gear, expecting to have my arms stretched straight, but was surprised to discover that the engine pulled in a subdued manner,’ he says.
For those who aren’t convinced with Honda’s decision to go with shaft – rather than chain – drive on the new VFR, Mouzouris offers some reassurance. ‘Honda has done a remarkable job of controlling driveline lash, and rolling on and off the throttle is exceptionally smooth. As well, the gearbox on the manual-shift model we rode was light-shifting, precise and quiet. Also, the new drive shaft system, which locates the transmission output shaft below the swingarm pivot to reduce driveshaft jacking, works as claimed, with no noticeable hopping or squatting,’ he says.
Mouzouris concludes his report saying that he wasn’t too impressed with the VFR’s exhaust note when the engine was idling, though the sound improved under hard acceleration, at higher revs. He also says a more comprehensive riding impression might be on the way soon. So, of course, stay tuned…
See the original article on CMG Online here
Promo video for the VFR1200F. It's a bit dull, but you still might want to take a look anyway...
In their own way, the Ducati Desmosedici GP9 MotoGP bike and the Lockheed SR-71 Blackbird military aircraft are two of the most badass machines ever made by man...
We love fast motorcycles more than airplanes, no question about that. For most journeys, if we could, we’d rather ride a Ducati 1198S than sit in the first class section of the latest Boeing passenger aircraft. Even the best of food, drink and smiling, pampering airhostesses aren’t really enough to outweigh the sheer adrenaline rush of riding a 180 horsepower motorcycle at full chat…
But there is indeed one aircraft that we lust after – the mighty SR-71 Blackbird – which makes even MotoGP bikes look as dull as 50cc Chinese-built mopeds. Designed by Clarence ‘Kelly’ Johnson and his team, the SR-71 was built by Lockheed Skunk Works, first flew in 1964 and was finally retired in 1998. Only 32 were ever built, of which about 20 are still supposed to exist in aviation museums, NASA research centres and the like.
So why is the SR-71 so special? Hmmm… built for ‘strategic reconnaissance’ (hence the ‘SR’ in its name), this US military aircraft was fitted with twin Pratt & Whitney J58-P4 turbojet/ramjet engines, which together produced 65,000 pounds of thrust. While we can’t quote the equivalent horsepower figure (to find out why, see here), the thrust was enough to allow the Blackbird to accelerate away from most missiles. Yes, standard evasive action for SR-71 pilots, if they ever detected a missile coming towards the plane, was simply to accelerate away!
Friday, October 16, 2009
In the dark, Darren Hayley's night vision system improves visibility beyond what a conventional headlamp can provide
Back in June this year, we had speculated that the 2010 Kawasaki 1400GTR might get ‘night vision’ technology, which is already being fitted to some high-end cars. Now while that hasn’t happened, 34-year-old Darren Haley – who works at Flir, a leader in thermal imaging technology – has prepared his own ‘night vision’ system for his BMW R1150GS.
Haley’s system consists of an infrared camera mounted above the bike’s right turn indicator (see pic above), which feeds its video stream on to the on-board GPS unit’s screen. In the dark, the camera picks up objects that can’t be seen with the naked eye and which the bike’s headlamp fails to reveal. ‘I use it like I would a rear-view or side-view mirror. The display allows you to see the lines of the road without having to look at oncoming cars’ headlights,’ says Haley. Indeed, used judiciously, the infrared camera-based night vision system might be an invaluable safety feature on bikes.
The camera used on Haley’s system is shockproof and weatherproof, though the GPS unit’s display has to be protected from bad weather. Still, that can’t be an insurmountable challenge and Haley continues to develop and refine the system. He thinks a mainstream manufacturer could produce this system and sell it for less than $2,000. We think it’s a brilliant idea and we hope some motorcycle manufacturer likes it, picks it up and develops it further.
Claudio Castiglioni, former owner of MV Agusta, remains confident that the company will continue to operate without trouble and will only grow in the near future
Within hours of Harley-Davidson announcing that they will shut down Buell and sell MV Agusta, Motociclismo were able to speak to Claudio Castiglioni, from whom Harley had bought MV last year and who still continues to head MV operations in Italy.
‘We are preparing to put up a great show at EICMA in Milan this year, where MV will unveil two new bikes. It would have been better for us had this news [of Harley’s decision to sell MV] come out later. But I am told this news had to be released immediately due to the requirements of the American Stock Exchange. But, perhaps, it’s just as well. MV is a strong brand, loved by all. The bikes that we will present at EICMA will be even more appreciated,’ said Castiglioni.
‘After Tamburini left us, our capacity to do another great bike had been diminished. So we must now go forward and resume interrupted work. To be honest, I think it would be logical – from the business perspective – that MV should move back into Italian ownership,’ said Castiglioni, perhaps implying that he might actually purchase MV back from Harley!
Here at Faster and Faster, we are very big fans of MV Agusta – we absolutely love the marque, the brand and their utterly gorgeous motorcycles – and we’d certainly be happy to see MV ownership return to Italy. It would also be great to see Massimo Tamburini return to MV and design their next supersports machine. Wishful thinking? Maybe, maybe not. But that doesn’t stop us from dreaming…
In a shocking statement released to the press yesterday, Harley-Davidson have announced that they will shut down Buell completely and stop production of all Buell motorcycles. The company will also sell MV Agusta, which it only acquired in 2008.
These decisions come in the wake of declining sales and revenues for Harley. Sales were down 21% during the third quarter this year, net income was down 84% and earnings per share were down 84.5% for Harley-Davidson. ‘Moving forward, our strategy is designed to strengthen Harley-Davidson for long-term growth and deliver results through increased focus,’ said Keith Wandell, CEO, Harley-Davidson Inc.
‘As our announcement regarding Buell and MV Agusta indicates, we are moving with the speed and decisiveness required to bring our business strategy to life. The fact is we must focus both our effort and our investment on the Harley-Davidson brand, as we believe this provides an optimal path to sustained, meaningful, long-term growth. We believe we can create a bright long-term future for our stakeholders through a single-minded focus on the Harley-Davidson brand,’ said Wandell.
Harley-Davidson expect to incur about $125 million in one-time costs related to the discontinuation of the Buell product line. The company expects to incur about $115 million of that amount this year. Remaining inventories of Buell motorcycles, accessories and apparel, while they last, will continue to be sold through authorized dealerships. Warranty coverage will continue as normal for Buell motorcycles and Harley will provide replacement parts and service through its dealerships.
Harley will, with immediate effect, also begin efforts to find a suitable buyer for MV Agusta, which is based in Varese, Italy. 'Our objective in acquiring MV Agusta last year was primarily to expand our presence in Europe, and was a recognition of MV Agusta's proud legacy. While growth in Europe and other global markets remains highly important to us, we believe that focusing our efforts on the Harley-Davidson brand is the optimal path to sustainable growth," said Matt Levatich, President and COO, Harley-Davidson. 'This decision was not made lightly, [however] with a streamlined business and an exciting product pipeline. we sincerely believe that MV Agusta is well positioned for the future,' he added.
We really don’t know how to react to this piece of news. Harley deciding to sell MV isn’t that big a deal – in fact we wonder why they bought Harley at all since there seem to be no business synergies whatsoever between the two brands. If anything, MV will probably be better off being sold to a more appropriate (preferably European) buyer who can focus completely on the MV brand.
However, Buell being shut down is a major shock. The company has, over the last few years, built some truly exciting, innovative motorcycles and the brand to suddenly disappear is certainly a terrible thing to happen. (Some might remember, UK's BIKE magazine once rated the Buell XB12R Firebolt as the world's best handling motorcycle, ahead of various GSX-Rs, Ducatis, KTMs, Hondas and Yamahas!) Our understanding of the business of motorcycles may be limited, but we do wonder why Harley wouldn’t sell – rather than shut down – Buell to an outside investor who’s prepared to invest in the brand and continue growing it?
Definitely a dark, sad day for the motorcycle industry and for motorcyclists everywhere, regardless of whether or not you actually own or ride a Buell motorcycle. Our sympathies are with Buell employees, most of whom will lose their current jobs by mid-December this year.
Erik Buell speaks about Harley's decision to discontinue the Buell brand. Erik may continue to work with Harley-Davidson in an advisory capacity
Thursday, October 15, 2009
Aussie legends Wayne Gardner and Mick Doohan put on a 'demo ride' in Melbourne today, as part of a build-up to this weekend's Australian MotoGP
As part of a build-up for this weekend’s Australian MotoGP, Wayne Gardner (1987 500cc MotoGP world champ) and Mick Doohan (1994-1998 500cc MotoGP world champ) rode across the city of Melbourne today, on their Honda Fireblades.
Wayne Gardner was in the news recently, when he expressed his views on Casey Stoner’s mysterious break from racing. However, Gardner also said his money would be on Stoner for winning this year’s Australian MotoGP.
In an interesting aside, Valentino Rossi’s chief mechanic, Jeremy Burgess recently spoke of how multi-time MotoGP world champs Rossi and Doohan are different. ‘When a rider like Mick or Valentino strings a number of world championships together, it’s clear that they are in a different group. Certainly, they are very different in the box. Valentino is happy-go-lucky, but still very serious about his job and enjoys it very much. Mick certainly was more intense. He was serious about what he did and achieved plenty. You could look at it in one sentence and say that Valentino enjoys the racing whereas Mick Doohan enjoyed the winning,’ said Burgess, who has worked with both riders and has been instrumental in their success over the years.
Tuesday, October 13, 2009
2010 Vyrus 987 C3 4V: Fastest, most powerful production bike in the world may be unveiled at the EICMA this year
The new Vyrus 987 C3 4V is likely to be similar in appearance to earlier Vyrus machines, but in terms of power and technology, it would be in a different world
Ascanio Rodorigo, who worked with Massimo Tamburini at Bimota in the early-1980s, and who now runs his own motorcycle company – Vyrus – has something of a shocker in store for high-performance motorcycle enthusiasts around the world. At this year’s EICMA show in Milan, Italy, Vyrus will show its latest superbike – the 987 C3 4v – which will be fitted with the 1198cc L-twin from the Ducati 1198.
According to MCN, three versions of the Vyrus 987 C3 4V will be available, with the 170bhp, 163 kilo base model being launched towards the end of this year. A higher-spec 987 C3 4V R will pack 184bhp and weigh as little as 158 kilos, while the top-end version will get a supercharger, boosting power output to 211bhp. This bike, which will weigh about 154 kilos, will be the fastest, most powerful production bike in the world. That’s right, the supercharged Vyrus 987 will be lighter and more powerful than a Kawasaki ZZR1400, Yamaha VMax, Ducati Desmosedici RR, Ducati 1198S and the MV Agusta F4 1078RR.
211bhp for the street? Yes indeed. ‘Everybody will be able to ride it without killing themselves. The main drama is the light weight, not so much the power,’ says Rodorigo, speaking to MCN. ‘It turns easily into corners and the stability grows the closer you get to the limit. It’s incredibly confidence building,’ he adds.
The new Vyrus will be equipped with state-of-the-art electronics, including a race-spec traction control system, to allow riders to handle all that power. The bike’s innovative chassis, with hub-centre steering and front swingarm instead of the usual fork, is inherently very stable and will be refined and optimised further for the new 987.
You would probably expect the Vyrus 987 to be very expensive and you would be right, of course. According to MCN, the base model will be priced at £44,000 (US$69,500), the R version will cost £50,000 (US$79,000) and the supercharged version will carry a price tag of £71,000 (US$112,000). Whew!
We hope to bring more details on the new Vyrus 987 soon, so stay tuned!
Ascanio Rodorigo speaks about the Vyrus way of building bikes. Interesting!
Wayne Gardner says he was surprised and mystified by Stoner's decision to sit out a few races in the 2009 MotoGP season, without giving any proper explanation for the same
Wayne Gardner, who won the 500cc motorcycle GP racing world championship in 1987, has expressed his views on fellow Australian Casey Stoner choosing to skip some races this year, due to an unexplained illness. ‘It's very suspicious. I wish there had have been some sort of answer to it, that he'd come out with some sort of answer, because there is certainly an air of mystery to it,’ said Gardner, speaking to Aussie newspaper, The Age.
‘I personally haven't ever seen anyone just stop for a rest during the year in my time of grand prix racing. It's certainly an unanswered question. I don't think it puts a question mark on him as a competitor but it would just be nice to know what was the reasoning for it. I think he probably needs to come up with some answers,’ said Gardner, who was definitely one of the toughest, most competitive racers of his time.
‘I don't tell him how to ride his bike and that's the way he does things. But it's certainly very unusual and very unique that someone stops and has a rest for three or four races in the middle of the year and then comes back out and races and says, ‘I'm better now,’’ says Gardner. ‘It shows you what a talent he is and hopefully he can keep that up for the rest of the year,’ he adds, saying that while this year’s Australian GP could be won by either Rossi, Lorenzo or Stoner, his money is on Casey.
Also see Casey Stoner vs Kevin Schwantz
We did an exclusive interview with Wayne Gardner, back in 2006. See here
Sunday, October 11, 2009
Despite the racy appearance, the F800R Chris Pfeiffer edition remains a practical, comfortable and all-around competent bike that's perfect for riding in the city
BMW had announced the Chris Pfeiffer edition F800R earlier this year and we thought the bike looked rather cool. Now, since they’re only making 68 units of this machine, you aren’t very likely to see one in your neighbourhood, ever. But that didn’t stop the guys at Motociclismo from getting their hands on one. Here are some excerpts from what they have to say about the CP-edition F800R:
The special edition F800R has been built to look like Chris Pfeiffer’s stunt bike, so it gets the the red-white-and-blue colours, Akrapovic exhaust, black (rear) and white (front) wheels, LED turn indicators and red rear shock.
Since BMW wanted the F800R CP to be able to perform like the real stunt bike, they’ve also increased the engine oil capacity (an extra two litres) for added reliability, and bolted on bits like Magura handlebars, a shorter brake pedal and an idle adjustment knob. The engine has been modified for smoother power delivery and more low-rpm torque, so pulling wheelies should now be easier than ever.
The F800R CP is nice and responsive, if not hugely powerful. It’s the ideal bike for riding in the city and less experienced riders will appreciate its smooth, progressive power delivery. Also, the Akrapovic system improves upon the standard bike’s exhaust note and maybe even provides a minor performance boost.
The front fork is, perhaps, a bit too stiff for normal street use, the brakes are powerful and have good ‘feel,’ and the on-board computer provides all the information you could ever want. And apart from its capabilities, the F800R CP also gets you lots of attention – everybody looks when you stop at traffic lights, as if you’re riding a full-on racebike on the streets. But if you leave aside that ‘image,’ this is a comfortable bike that’s easy to ride and comes with helpful extras like heated grips and optional ABS.
The F800R CP edition is a very practical, all-around competent bike and as a bonus, some people will think you’re Chris Pfeiffer when they see you on this bike. And that’s a good deal!
BMW F800R Chris Pfeiffer: Tech Specs
Engine: Liquid-cooled, DOHC, 8-valve, 798cc parallel-twin
Final drive: Chain
Chassis: Aluminium twin-spar, aluminium swingarm
Suspension: 43mm fork (front), adjustable monoshock (rear)
Brakes: Twin 320mm discs with four-piston callipers (front), single 265mm disc (rear)
Tyres: 120/70 (front), 180/55 (rear)
Claimed dry/wet weights: 171kg/199kg
Zero to 100km/h: 4.2 seconds
Standing kilometre: 23 seconds
Top speed: 220km/h
Average fuel consumption: 5.9 litres/100km
For the original article, please visit the Motociclismo website here
Saturday, October 10, 2009
The guys at Solo Moto say the Ducati Streetfighter S is almost a full-on superbike rather than just a naked streetfighter
We quite love the big, brutish, slightly outlandish Duacti Streetfighter. With its powerful v-twin from the 1098 superbike, big-and-beefy styling and aggressive stance, the Streetfighter looks like it’s always spoiling for a brawl in the pub – and we kind of like that. Earlier this year, we interviewed the Streetfighter’s designer, Damien Basset, which made for an interesting story about how the bike was developed. Now, the guys at Solo Moto have ridden the Streetfighter S and they seem to be suitably impressed with the machine. Here are some excerpts from what they have to say about the bike:
The Ducati Streetfighter S isn’t only meant for the road, it could also be a threat to other bikes on the track – because it isn’t just a naked streetfighter, this awesome bike is a real, naked ‘superbike.’ Visually, it’s nice and compact and looks very attractive. Also, it’s packed with high-quality components – Marchesini wheels, Brembo radial brakes, Ölhins USD fork and shock, various carbonfibre bits and digital instrumentation.
While the Streetfighter’s trellis frame is largely derived from the 1098/1198 superbike, its swingarm is 35mm longer than the 1198, to get more traction. The look is very clean and uncluttered, with various tubes and wires having been tucked away neatly, out of sight, despite the fact that there is no fairing here to hide those bits.
At 20,295 euros (US$29,833), the Ducati Streetfighter S is pretty expensive. The standard Streetfighter costs much less, at only 16,295 euros (US$23,953), but then it doesn’t have Ölhins suspension, Marchesini wheels, various carbonfibre components and Ducati’s DTC traction control system. But for those looking for even more exclusivity, even the Streetfighter S may not be enough – you always have the option of adding a Termignoni exhaust and many, many other parts from the Ducati Performance catalogue…
To ride, the Streetfighter S is like a proper superbike, but with high handlebars. While most superbikes’ extreme riding positions work very well on the track, the Streetfighter’s higher, wider bars work much better on the street. Also, part of the reason why the Streetfighter S works very well is that it weighs just 167kg – less than some 600s!
The Streetfighter S’ 155bhp engine produces power in a very strong, linear fashion. Low-rpm torque delivery is perfect – the bike always pushes ahead forcefully, though things never threaten to get out of hand. The DTC traction control system is a great addition to this bike – it has all of eight settings and can also be switched off. With its sensors, the DTC system takes things like gear selection, engine revs and the bike’s lean angle into account. And depending on the chosen setting, it reduces power delivery when needed, to prevent the rear wheel from sliding out under power.
On the road, the Streetfighter S can be a real weapon, provided you remember that this Ducati is a very powerful machine that’s definitely not for beginners. Accelerate hard and in any of the lower gears and the bike inevitably lifts its front wheel off the ground – you need some restraint to ride this bike.
The bike corners very well and is very agile – it changes direction effortlessly and the steering is precise. Getting the suspension set-up correctly could take some time but once that happens, the bike is a real tool for very high speed cornering. The 330mm Brembo brakes also work very well and are almost too powerful under some circumstances – you have to be careful while braking hard on wet and slippery surfaces!
You can’t really expect the Streetfighter S to work as an everyday motorcycle – it’s a bit too extreme for that and can get a bit tiring during extended urban use. Also, the instrumentation – which looks good and offers an overload of information – isn’t as legible as it perhaps could have been. No, the Streetfighter S is a stunning machine that isn’t practical for everyday use, but is meant for people who really want to appreciate and enjoy its sheer beauty, and who like being looked at and admired by envious passers by.
At its price, the Streetfighter S definitely isn’t a mass market product – that would be the more accessible Ducati Monster 1100. But for those who want the very best high-performance naked streetfighter in the world, the Streetfighter S is your bike.
High quality components
Traction control system works very well
Agility and stability
Works on the street and on the track
Brakes need a delicate touch on wet roads
Exposed radiator is susceptible to damage
For the full article, please visit the Solo Moto website here. Also read our exclusive interview with Ducati Streetfighter's designer, Damien Basset, here
Valentino Rossi’s chief mechanic at the Fiat Yamaha MotoGP team, Jeremy Burgess recently gave full credit to The Doctor for having developed the YZR-M1 into a competitive machine that other riders could also ride well, without the bike needing additional development work.
‘Valentino showed that he could win on a Honda that other riders could win on, and he could then take the Yamaha machine that no other riders could consistently win on and win on it,’ says Burgess, speaking to MotoGP. ‘It’s not as easy to develop the bike as it is to ride the bike. We have a rider in Valentino who develops the bike and we have on the other side of the garage one guy who just has to ride,’ he adds. [We wonder what Jorge Lorenzo would have to say to that!]
Moving on, Burgess also says he believes Rossi could race in MotoGP for another few years without too much trouble. ‘He is a young man. He’s 30 years-old, he has had a very clean, accident-free career and is in perfect physical condition. Being the phenomenon that he is, it is not beyond the realms of possibility that he could continue racing until he is 35 or beyond. As long as he is competitive, he certainly will continue to race – I am sure of that,’ says Burgess.
Talking about his own plans for the future, Burgess implies that he might leave MotoGP when Rossi does. ‘When Valentino makes the decision that he no longer wants to continue racing, that will be the point where I will make my own decision about what I do in the future. I am 56 years of age, so if Valentino does four more years I will be 60 and we could make a decision then,’ he says.
‘To pair up myself with a young rider in his early 20s or late-teens would be like coupling a kid with his grandfather and I don’t think that combination would necessarily work as well as it has so far,’ says Burgess, when asked whether he might someday work with a younger rider.
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