World Superbike at Miller, a spectator perspective

We all know what happened in the races at Miller last weekend, so here's some non-racing observations from my first trip to this new track...

Event management was virtually flawless: Getting in and out of the facility was a piece of cake on all three days. Even on Sunday after the second WSBK race, when everybody left at the same time, it still only took about ten minutes to get out of the parking lot. From the checkered flag until I checked in at the airport took me 50 minutes, including a ten minute walk to my car and a twenty mile drive!

The schedule also ran to the minute - there were no red flags and any on-track incidents were handled quickly and effectively, no small feat given that the 4.5 mile track requires 250 marshals. The large run-off areas no doubt helped in this.

The crowd were great: Check this out from the track's CEO. I'd agree with him. People were courteous, friendly and it seemed like everyone was enjoying themselves. Every rider got a supportive cheer at the end of a race, and the enthusiasm during the press conference after WSBK race 1 was terrific.

The track still lacks soul: The very things that make Miller so great (plenty of space and high degree of safety) also rob it of soul. At the end of the day it's a flat circuit in the middle of a plain and all the runoff means that decent spectating spots are extremely rare. The entry to the Attitudes was pretty good, as was the Witchcraft corner. There's one small part of the straight between Tooele turn and Clubhouse corner that is quite dramatic. The best parts, strangely enough, are the pitlane entry and exit, both of which allow you to get very close to the bikes.


Biggest complaint: concessions: They make a big deal of the six "oasis" areas dotted around the circuit. These feature grass, restrooms and concessions. So I set off to walk the whole damn thing on Friday afternoon, having had some water before I started. Halfway round I was getting thirsty. I had discovered that there were no open concessions at the Tooele turn oasis, so I faced either a long walk back to the Clubhouse corner oasis or I could push on to the oasis at the southwest corner. I did the latter. When I got there, there was nothing - no food, no drink, nothing. I checked my map and found that there wasn't supposed to be anything there. My fault, but had the the cafe at Tooele turn been open I wouldn't find myself miles from water. Now I had to choose whether to wait for one of the very occasional shuttles, or continue walking back around to the cafe at Sunset corner. Since there was no sign of a shuttle I kept walking. By the time I got to Sunset I was utterly dehydrated.

The food and drink vendors that were there were not bad. The permanent cafes offered some decent platters with rice, beans and salad along with the tri-tip steak, whilst there was always a Mexican food vendor on hand. The shortage of vendors in general was brought sharply into focus on Sunday lunchtime - the lines were LOOOOOOONG.

Thanks for the pitwalk: Three times on Friday and twice on Saturday and Sunday the World Superbike pitlane was open for spectators. Not many people took advantage of this because the only place it was written was on a small sign at the east end of the lane. If people spend $15 on a paddock pass, they should be told that the things they want to see most (e.g. WSBK riders and bikes) can be viewed. Most paddock-goers only got to see the back of the garages.

Don't listen to me: I predicted that Ryuichi Kiyonari would do well this weekend. Instead, he sucked, with a poor qualifying position that forced him to battle for mid-pack places in both races. He made solid progress in each but was never in with a shout, unlike his team-mate.

Miller World Superbike

My friend Chris and I fly out Friday morning for Salt Lake City, to go see the return of World Superbike to the USA. It should be a terrific weekend. Naturally I've been thinking a lot about what lies ahead and I reckon I've been hit by some divine inspiration about who's going to be a winner there...

Ryuichi Kiyonari.

Think about it: he was nearly a race-winner at Monza, a high-speed track with a long front straight, just like Miller. This time out, he won't be handicapped by being the only guy who hasn't been to the track before. They're ALL rookies this weekend. I think Kiyo's time has come.

Neukirchner's good for another win too, I reckon. That Gixxer is so quick.

Of course I'll be hoping for another Haga win because he's quite simply the coolest rider out there. Check back here next week for a report and some pics.

Close finishes

Followers of World Superbike and World Supersport have had an absolute ball in the last two weeks. If you add up the finishing gaps of the top three riders in World Superbike's two races at Monza, and the top six in the Assen World Supersport race, you'd get a scant 1.165 seconds. That's about the length of time it takes an F1 driver to do a line of coke.

The Assen round of World Supersport was perhaps the closest, craziest bike race I've ever seen. The whole race was like a first lap, with finishing positions very much like what you'd expect to see as the riders come across the stripe for the first time, never mind the 17th....

Yesterday's WSBK round at Monza was another classic, but we've come to expect that from the Italian parkland track. The insane front straight, along with the typically Italian (read chaotic) chicanes make for great overtaking opportunities and we weren't disappointed in either race. What's more, the retirement of Troy Bayliss in race two, along with the superb performances by ice cool German Max Neukirchner and certifiably mental samurai Nori Haga helped make the championship a little less of a one-horse race than it has been so far.

Roll on the next round, which sees WSBK return to the USA, at Utah's Miller Motorsports Park. I'm going to brave that state's bizarre alcohol laws in order to check out this terrific championship. How fucking excited am I....?

And World Supersport doesn't look too bad either

A brief epilogue to my World Superbike preview earlier this week...

It's worth noting that World Supersport might once again be worth a look. I followed it religiously back in 2002 and 2003 but kind of lost interest as some of the more competitive teams either left for World Superbike, lost their edge or dropped out. What followed was Ten Kate domination, with Karl Muggeridge, Sebastien Charpentier and Kenan Sofuoglu. This year brings promise of a tighter championship and more exciting races.

So who are we watching?

Ten Kate Honda: Acknowledged WSS masters, Ten Kate are giving British Superbike star Johnny Rea a year of apprenticeship before moving him up to WSBK. Rea is the real deal: very fast with amazing bike control honed from years of racing motocross as teenager. I'd like to predict he'll be a challenger all year despite his unfamiliarity with the tracks. Alongside him will be a man whose career highlight thus far was a WSS title, Andrew Pitt. He struggled in MotoGP, did pretty well in WSBK but he's great on a small bike, especially one as well prepped as a Ten Kate Honda.

Yamaha World Supersport: Consistently Ten Kate's closest challengers, Yamaha once again field two guys who have shown to be WSS experts and WSBK also-rans, Broc Parkes and Fabian Foret. Their issue will be the bike - the current generation R6 has never quite had the handling to match the Hondas, although its engine is very strong.

Gil Motorsport: The top Kawasaki team will this year have former 125cc champ Arnaud Vincent, WSS frontrunner Katsuaki Fujiwara, and WSBK race winner and crowd-favourite Chris Walker. It's a slight step backward for the Stalker who had a terrible 2007 in British Superbike, but let's hope he can regain his form as he returns to the green machines. Fujiwara is always near the sharp end on a 600.

Honda Althea: Formerly Italia Megabike, Althea is definitely the next best Honda team. Tommy Hill moves up from British Superbike where he had the speed but not the equipment, and often pushed too hard as a result. Joining him is WSS staple and former Ducati man Gianluca Nannelli. They'll be looking for podiums and the occasional win.

Others that might figure include Parkalgar Honda's Craig Jones, Intermoto Czech's Mathieu Lagrive, Stiggy Motors' Josh Brookes and Robin Harms, and the exciting return of Garry McCoy who will be on a Triumph 675.

World Superbike Preview

What a weekend we have ahead of us, as both World Superbike and V8 Supercars return to action. Today I'm going to take a quick look at what the former has in store for 2008.

Championship changes
Corona have departed as title sponsor, replaced by the Taiwanese LCD manufacturer HANNspree. I've never been particularly comfortable with a championship sponsor also being the main sponsor of a competing team (in this case Ten Kate Honda), so I'm a bit disappointed that series organizers the Flammini brothers weren't able to find someone else. Alas, you have to take what you can get when it comes to racing sponsorship these days, so we'll just let it slide. Incidentally, HANNspree will also be sponsoring Ten Kate's World Supersport effort, Althea Honda's WSBK and WSS teams (previously known as Italia Megabike) and Stiggy Motors in WSS. Talk about focussing your marketing dollars....

The other big change for WSBK is the return to the USA, with a round at Miller Motorsports Park in Utah at the end of May. Sadly, the AMA guys will be competing on a different configuration of the track so there will be no comparison of lap times, but it's terrific news that the US is once again on the schedule. I've bought my plane tickets, and am prepared to put up with 3% beer for a weekend if it means watching WSBK again!

Other noteworthy calendar items: the unfinished Parkalgar circuit in Portugal will host the final round of the championship (if it's finished in time). It is said to be a spectacular facility, so fingers are crossed. Also joining the calendar is Sentul in Indonesia, a circuit whose safety I have to question, and the Nurburgring in Germany which replaces the Lausitzring.

All in all, a nice full, diverse calendar. Well done Mr. and Mr. Flammini!

Contenders

Ducati Xerox Team: Without a doubt, Troy Bayliss has to be favourite to take a final championship before he retires. The new bike has been quick, and is developed enough to be reliable too. A question mark will remain over his new team-mate Michael Fabrizio. The young Italian has shown flashes of great speed but has been hampered by poor machinery wherever he has gone in his career. It's now time for him to show his true potential, which I'm guessing will be tail-end of the top ten.

HANNspree Ten Kate Honda: Last year's championship-winners roll into 2008 with an all-new rider line-up, all of whom come from other championships. The team's success will therefore rest on how fast each rider comes to grips with the new bikes and new circuits. The main guy will probably be British Superbike ace Ryuichi Kiyonari, a man whose talent is never in question. However, I've seen him make some blunders in the past and he has a tendency to run a bit hot and cold sometimes. Behind Kiyo will be Carlos Checa. Will we see another Alex Barros-like rejuvenation, in which Carlos rediscovers his love of racing and returns to being a contender? It's distinctly possible. In his favour is the fact that only four of the tracks are those that WSBK has been to before which MotoGP hasn't. The rider on the team who knows the tracks best will be Kenan Sofuoglu, who took the World Supersport championship last year. The latest Ten Kate WSS grad to step up, will he be a Chris Vermuelen or a Karl Muggeridge? I think if he can hover around 7th or 8th and pick up the occasional podium, the team will be happy and will look for him to be a contender in 2009 or 2010.

Yamaha Motor Italia: No changes to the main Yamaha team, except in the engine department, which sees the arrival of the variable length inlet tract that is standard on the road bike and has been run by the US factory team in AMA. Their bikes were underdeveloped so it was hard to tell if the fancy intake made a difference or not. Even if nothing else changes, Nori Haga will always be a threat, and although Troy Corser seems to be past his best, he should still figure in the top six most weekends.

Team Suzuki Alstare: In addition to pulling their championship sponsorship, Corona also quit the Alstare team, who revealed their new sponsors this week. You have to wonder if they've been making budget cuts with the loss of Corona, and if so what effect that will have on the team. Yukio Kagayama, like Troy Corser, is typical top six material and usually has a mid-season purple patch, so expect a win or two from him. Many people have predicted new recruit Max Neukirchner to be championship material and with his first season on a race-winning bike, we'll find out. I share the opinion that he's a dark horse. The other new rider is Fonsi Nieto, a man who has built a career on his last name, not his riding skill. I'm guessing that this will probably be his last season in anyone's favour and he should end up on satellite machinery in 2009.

Sterilgarda Go Eleven: Top Ducati privateers, Sterilgarda boasts the most mercurial and fan-favourite line-up with bin-it-or-win-it specialist Ruben "Spiderman" Xaus and the remarkable Max Biaggi. There's no doubt that Max should be on a faster bike this year, but he once again played the silly season game badly. In testing the satellite Ducati has been on pace with the factory bike (not surprising given that they are identical in spec) so if development of the bike either stays static or the team get new parts when the factory does, Max can challenge for the title. Xaus is too inconsistent, but is an asset to the championship for his exciting style and occasional wins.

Worth Watching

PSG-1 Kawasaki: Let's face it: Kawasaki are not that good at building racebikes. Their lack of results in MotoGP and World Superbike demonstrates this, and it's only in the AMA's Supersport category that they've had any degree of success. Although the ZX-10 is new (again) can anyone reasonably expect a leap forward into contender territory. What is exciting here though is the arrival of MotoGP winner Makoto Tamada, who first made a name for himself winning WSBK races in Japan as a wild card. I think we'll see some promise from the Japanese this year, and perhaps he'll find himself on a competitive bike in 2009. As for his team-mate... yawn.

DFXtreme Racing: With an all-Aussie line-up this year, the plucky Italian team might be in the scraps near the front occasionally. Perennial Superbike under-achiever Karl Muggeridge steps up from the hopeless Alto Evolution team and hopes to save his career. Team-mate Russell Holland will sink or swim. He's got good results in Aussie Superbike behind him.

Paul Bird Motorsport: Coming from British Superbike, these guys have great pedigree, two wild-card wins in WSBK with Shakey Byrne in 2003 and a terrific rider in Gregorio Lavilla. Teams that have moved up from domestic championships have always struggled, except for Renegade who did well on factory equipment in the lame-duck 2004 season. As soon as they lost machinery advantage they were awful, with a 2005 to forget. Perhaps the shrewd leadership of Bird and the massive talent of Greg will be enough.

HANNspree Althea Honda: This is the team that was Italia Megabike in WSS and now steps up to the big time with former Ten Kate man Roberto Rolfo. Roby's jump to a front-running team last year was a disappointment as his team-mate won the title, so perhaps a reduction in expectation and pressure will allow him to ride with more vigor and less restraint. He is certainly a talented rider.

RG Team: A former Italian Superstock team, this is a major step for them. It's also the new home for Dr. Evil-alike Lorenzo Lanzi, who had a terrifically average couple of years with Ducati's factory team. This year he's back on a satellite bike and has run well in testing, so perhaps he'll win both German races again? My comments about Rolfo apply equally to Lanzi.

Filler

GMT94 Yamaha: Coming out of the endurance racing world, Seb Gimbert and David Checa both return to WSBK. This is a good team with pretty good riders, but I see them struggling in their first year. Look for results from them at the end of the year or into 2009.

Team Pedercini: They're always there, but in 2008 they switch from costly Ducatis with 400km rebuilds to Kawasakis. Yes, the slowest of the Japanese bikes. Pedercini, take your usual place in the high-teens or low-twenties.

Alto Evolution Honda: Sergio Bertocchi, former owner of this team, is still in litigation, whilst the team struggles to improve upon their position. The one bright spot for them is the arrival of Japanese 250cc ace Shuhei Aoyama, although I have to question his wisdom in taking this particular ride.

So there you have it. Whichever way you look at things, WSBK continues to go from strength to strength. Last season it provided way more entertainment than MotoGP, and it's distinctly possible we'll see the same thing again in 2008. The changes are all interesting and have certainly done nothing to detract from the spectacle, so I hope you enjoy it as much as I plan to.

One minute superbike

The good folks over at Superbike Planet just posted a great YouTube video of Ducati Corse building one of their factory World Superbike 999R bikes shot in time-lapse.

Makes the pathetic 2-hour long process to check the sparkplugs on my old CBR600rr look rather lame...

World Superbike latest

Motorcycle racing always yields the silliest silly season, and World Superbike has already thrown up some surprising changes for 2008.

The plum job of being Troy Bayliss' team-mate at the factory Ducati team fell to Michel Fabrizio. Many question whether the young Italian has the raw talent necessary and fear another Lorenzo Lanzi situation. Jonathan Rea had been offered the seat but bizarrely opted for a role with Ten Kate's supersport squad. Strange.

PSG-1 Kawasaki are still looking for another rider to work alongside big-eared Frenchman Regis Laconi, but in the meantime they've entered into a technical agreement with Team Pedercini to supply Kawasakis to the former Ducati satellite team. Riders for that squad will be Vittorio Iannuzzo and probably superstock grad Ayrton Badovini.

Alstare Suzuki have lost both Max Biaggi and title sponsor Corona, but picked up Fonsi Nieto and Max Neukirchner instead, as they expand to three riders. Rumours of a Brazilian oil company coming on board persist.

Biaggi has ended up alongside Ruben Xaus at Sterilgarda Ducati, on theoretically factory-spec Ducati 1098Rs. I suspect a lack of technical skills in that team will hamper Biaggi's run for the title.

Another team expanding to three riders is Ten Kate Honda, who brought flying Turk Kenan Sofuoglu up from their supersport team, joining GP refugee Carlos Checa, and double British Superbike champ Ryuichi Kiyonari. I don't see any of them winning the championship (in 2008 at least) but Ten Kate are always a force to be reckoned with.

Yamaha continue with '07 riders Nori Haga and Troy Corser. Surely '08 will be Haga's year?

Two teams step up to World Superbike from elsewhere. Althea Honda (formerly Italia Megabike) will augment their supersport program by entering Roby Rolfo on a CBR1000 in superbike. Paul Bird Motorsport will move from British Superbike, seemingly as part of a world domination effort from Bird, who also runs one of the top World Rally teams. Riders are yet to be announced, but I'd keep my eyes peeled for Gregorio Lavilla, Steve Martin and/or Makoto Tamada.

Elsewhere, DFXtreme Honda, Alto Evolution Honda, Yamaha France and SC Caracchi have yet to announce their line-ups.

Down in supersport, Andrew Pitt is back, landing a plum job alongside Johnny Rea at Ten Kate. Althea Honda have Gianluca Nannelli and former Yamaha Brit Superbike rider Tommy Hill (who broke his leg in testing today). Speaking of Yamaha, their top WSS team, Yamaha Germany, brings in 600cc specialist Fabien Foret to replace the terminally injured Kevin Curtain, alongside Broc Parkes. The main Kawasaki team, GiL Motorsport, have another supersport star in Katsuaki Fujiwara, and have also signed the sadly under-performing Chris Walker, who will be running in his third different championship in as many years.

Notable riders still jobless and prospect-less include Sebastien Charpentier, Alex Hofmann and Lorenzo Lanzi.

A Japanese motorcycle racer

News broke today that the current champion of the All-Japan Superbike Championship, Atsushi Watanabe, is headed to England to join the Rizla Suzuki British Superbike team. This follows in what is turning out to be a grand tradition of top Japanese riders being placed in BSB, both to bag titles for their manufacturer bosses, as well as prime them for greater future success.

The first guy to do this was Suzuki's Yukio Kagayama. After success in Japan, Suzuki placed him with Rizla Suzuki in BSB in 2003, where his wild style and fun-loving, no-nonsense personality endeared him to fans, much like his good friend Noriyuki Haga in World Superbike. Kagayama had a great first half of the season before having a monstrous accident at Cadwell Park. A badly-broken pelvis and other assorted injuries kept him off the bike until 2004, where he took up where he left off. He finished third in BSB that year, and suitably primed for the world stage, Suzuki packed him off to WSBK's Alstare Suzuki team. His time there has proved to be up and down, but there's no doubting his raw speed, and the contribution BSB made to his development.

Following Kagayama from Japan to the UK was Ryuichi Kiyonari, who arrived in the UK in 2004, placed with the HM Plant factory Honda team by the Honda bosses in Japan. His first season was steady, paving the way for a serious title challenge in 2005. A broken ankle put him out for a few races in mid-'05, handing the title to Greg Lavilla. Kiyonari made up for it in both 2006 and 2007 by winning the BSB championship for Honda. Along the way he struggled to overcome the language barrier and was thus never able to capture the imagination of the fans like Kagayama or Haga have. With his work in Britain done, Honda have followed Suzuki's example and sent the fellow off to World Superbike, this time with the top-shelf Ten Kate Honda outfit.

Now Watanabe must follow in the footsteps of his countrymen Kagayama and Kiyonari. Apparently he is already hard at work on his English language skills, Suzuki learning from their experience with Kagayama how important it is that their riders can work with the media and fans. What we don't yet know is how fast he'll be. In the final round of the Japanese series, Honda brought Kiyonari in to ruin the party, and he took both wins. Watanabe could only manage 6th and 9th on his Yoshimura Suzuki, but to be fair was riding for finishes to get points, since he had a healthy lead in the championship and didn't need to battle for wins.

BSB has had a quick Japanese factory rider in its ranks for five years now, so it's nice to see that continue into 2008.

Live timing = more interesting

Shock horror: I watched an F1 race yesterday (Clive, you'd be so proud...)

Call me a fairweather F1 fan, you'd be right, but this race was rather important, and had the added bonus of not being at the bum-crack of dawn. When you watch live you can pull up the live timing and scoring from the Formula 1 website and I won't lie when I say that watching this was in some ways more interesting than watching the TV. I'm not trying to bash F1, but I say this to illustrate something that's critical for those involved in racing to realize:

Beyond the spectacle of cars or bikes moving fast, what draws people to racing is the competition, and a genre of racing that best highlights the competition is a genre that will be successful.

This is easy for some racing: World Superbike or British Touring Cars for example have constant action between leaders, and the battles are clear to see using nothing but TV as a communication medium. But in something like the American Le Mans Series, or even Formula 1, where large gaps open up between competitors, live timing and scoring can be a lifeline. As I watched the F1 race yesterday I was completely captivated by the scoring, letting out of whoops of joy every time a purple number showed up indicating a fastest sector time, or even seeing green numbers that showed a driver was putting in their personal best times. Such simple presentation made it much easier to follow how the race was unfolding, and instead of watching 90 minutes of cars that appeared to be one long unchanging train with large gaps, the subtleties of the drama became obvious.

Following the progress of young Lewis Hamilton as he clawed back from 18th place was much like what I'd been doing the day before, when I sat in the media centre at Laguna Seca watching the ALMS race. My focus was on the dramatic recovery of the Andretti-Green Acura which came from two laps down to just 30 seconds off the lead of the race in four hours. It was a picture best painted by timing and scoring, and the advantage of being in the media centre was that it was real-time, as opposed to the aggregated version that's online and is often delayed.

MotoGP timing is a model for many other racing series, especially in qualifying, where fast sector times are illustrated by coloured "helmets", and online users can check the progress of riders in real time, sector by sector.

Whatever the mechanism, any technology that more clearly communicates the competition is going to make for a more compelling product. It's an area I expect to see utilized ever more comprehensively. For any race series that wants to see the possibilities, NASCAR's system is perhaps the most highly developed, with GPS tracking in every car allowing for a computerized image to be presented, along with driver communications and timing that shows the progress of the driver in a plus or minus format over the current fastest time or leader. Fascinating stuff indeed, although perhaps edging into "information overload" territory. For now, Formula 1's simple yet effective system is for me the benchmark if for no other reason in that it made the race more enjoyable to watch. And that has to be the bottom line for any such system.

Smart move in a silly season

The motorcycle silly season is a thing to behold. With the differences between the top tier (MotoGP), the secondary tier (World Superbike) and tertiary tiers (domestic superbike championships, World Supersport and the like) somewhat smaller than their 4-wheeled equivalent, there is always a lot of movement.

Regularity of announcements for the forthcoming season happen on something of a bell-curve. Riders are naturally looking for the best seat possible, and these are usually the first to be confirmed. As these slots slowly get taken, desperation starts to kick in, as torrents of riders start to take their second, third or fourth choice rides. This is where the height of the silly season is to be found as mid-level riders rush to guarantee a paycheck. As things slow down, those left standing search for scraps, before finally a few riders remain unemployed, and choose to either take a sabbatical or retire altogether.

One of the riders who missed the boat last year is someone who has secured his future very early this year, 2003 World Superbike champ Neil Hodgson. Instead of waiting around for a possibly better ride in a possibly better championship, he took a good job with a good team in a good championship, signing for the factory Honda team in the American superbike series. There's a chance he could have found something better: Ducati may well be replacing Lorenzo Lanzi in World Superbike, and with Johnny Rea off to World Supersport with Ten Kate, the factory Honda team in British Superbike is hiring. But Hodgson didn't want to make the same mistake twice. He enjoyed his time living in Southern California for two years when he rode for the Ducati team in AMA Superbike in 2004 and 2005, so he's perfectly happy to be bringing his family back to the US, where he'll earn a very good salary.

Honda will have a brand new CBR1000rr superbike in 2008. Neil is no doubt hoping that it will be the machine that will finally topple the tediously superb Yoshimura Suzuki team in the top AMA class. Whilst it won't win any prizes for beauty, we as fans can only pray it will shake things up on the track, particularly with a skilled pilot such as "The Hodge" on board.

Welcome back to the US Neil Hodgson!

Endurance racing, on two wheels

It's a crying shame that motorcycle endurance racing is not more popular. As one of the top three annual races comes around this weekend, the Suzuka 8 Hours, it once again pains me to see that so few people care, and those that do must suffer with very little coverage.

The FIM World Endurance Championship is the pinnacle of motorcycle endurance racing. This series boasts the Le Mans 24 Hours, the Bol d'Or and the Suzuka 8 Hours, along with six hour races at Qatar and Albacete and a 24 hour race at Oschersleben. It's a short run, with just six events, but entry lists are always large, featuring some very professional teams and a number of riders who have made a name for themselves in the top levels of bike racing.

What should make endurance racing appealing to fans is the fact that the bikes are more closely-related to street bikes than a typical superbike. They still have all the trick parts that one would expect to see on a superbike like quick shifters, switchable engine mappings, top-of-the-line suspension, custom swingarms, lightweight adjustable racing controls and hi-tech dash displays. What's cool though is that they have lights, and they have engines that are designed to last longer than two 45-minute sprint races. For a streetbike rider looking to have the most race-rep bike on the block, they should be looking at endurance bikes, not a typical superbike, for inspiration. The piercing light beam of an HID xenon endurance headlight is ten times more bling than MotoGP-style coloured pinstriping on wheels or powder-coated tyre valve caps.

One particular bit of endurance kit is actually even more exotic than its equivalent on a world superbike: the quick change systems. This allows wheels to be changed in a matter of seconds, and includes brake calipers that open up like the pincers of a crab to make room for the new wheel. These highly developed systems are ferociously expensive but critical to the success of top-running endurance racers.

The Suzuka 8 Hours is possibly the most important race on the calendar. It's here where the world championship meets up with the Japanese Superbike championship, itself a highly-competitive series. Bikes in the JSB are often fitted with parts that haven't yet made it to MotoGP, never mind the World Superbike Championship or other top domestic series like those in Britain and the USA. The Japanese manufacturers will use JSB teams to test new innovations, so it's no surprise to learn details such as how the Honda superbikes in JSB are far more developed than those in the AMA championship.

Since the 8 Hours is such an institution, the manufacturers take it very seriously, often bringing in special riders from around the world to run in it. In the past this has included Valentino Rossi, COlin Edwards, Daijiro Kato, Nori Haga, Alex Barros, Aaron Slight and Doug Polen. This year sees the arrival of James Toseland, Carlos Checa, Yukio Kagayama, Ryuichi Kiyonari, Steve Martin, Warwick Nowland, Norick Abe and Jamie Stauffer, to name just a few of the stars.

So it's got bling-laden bikes, some of the top names in racing and provides eight hours of entertainment. Why, then, does the Suzuka 8 Hours (and the FIM Endurance Championship as a whole) get so little attention? To answer that, I need to reflect on my experience this year covering the Japanese SuperGT series. Japan is lucky in that it has significant support on home soil for its own motorsport activities. JSB, SuperGT and Formula Nippon are all very well-attended and get good coverage in their domestic media. As a result, not much time is spent on promoting these championships beyond Japan. If you're not in Japan, finding information, news or photos becomes very difficult, especially as web search engines have difficulties cataloging Japanese websites.

The problem for the Championship is actually a bit different, and one shared by car endurance racing: due to the length of the races, it takes some clever marketing on the part of organizers to keep trackside crowds engaged. The ALMS has done a great job of this with Radio Le Mans, and a similar setup for endurance racing would be a big help. Streaming it on the web might attract more of an international audience too. It doesn't help that the current TV package for FIM World Endurance is pretty poor, and doesn't really do very well at telling the stories of the race.

I honestly believe that endurance bike racing could be much better marketed and promoted, because I think as a sports entertainment product there is a lot of potential. Now that the FIM has officially taken control of the promotional aspects of the WEC from World Superbike organizers the Flammini brothers, we can expect a change. I hope that it is for the better.

MotoGP at Laguna Seca - third time's a charm?

Apologies for focusing on MotoGP in the last couple of weeks, but with the third edition of the Red Bull US Grand Prix happening yesterday, it's somewhat on my mind.

The Laguna Seca round of the World Superbike championship was a fan-favourite for many years, and although it had its problems (expensive hotel rooms, local cops more interested in writing tickets than assisting with traffic flow etc.) it was always a fun event.

The switch in 2005 from WSBK to MotoGP turned a weekend attendance of 90,000 into something more than 150,000. This caused some very significant problems, and although I enjoyed my first dose of the fabulous 990cc bikes, it was a shock to the system to see how much of a zoo the event had become.

Promises made for changes in 2006 convinced me to come back, but I was once again burned by a disastrous failure in the shuttle bus system for those who had arrived in cars. Added to this was an unprecedented heat wave that would have turned even the most perfectly run event into a trial by fire.

This year I once again chose to skip finding a hotel, and instead took in the more mellow Friday, stayed home on Saturday and returned on Sunday. I drove on Friday, not relishing the prospect of a total of 240 miles of freeway riding, when I knew that the shuttle bus for those in cars would work fine (it did). Riding on Sunday turned out to be a great way to go, with easy access, unhindered by cars, and relatively decent parking.

Once inside, with our leathers and helmets locked to the bike, we found the atmosphere to be more relaxed and more mellow than in the previous two years. Lines for food were pretty short, there were plenty of bathrooms, the track had provided misting stations should it get hot, water was a universal $2 as opposed to $4 last year, the vendor area was easy to walk around, and finding a spot above turn two for the race didn't require us to set up three hours early.

We watched morning warm-up from my new favorite spot at Laguna, the outside of turn 6 (see photos). Then we switched back to inside and made our way up to the Corkscrew for the AMA Superbike qualifying session. After that we wandered around the vendors, grabbed some cheese steaks for lunch (and found a seat in the lunch tent where we could enjoy them), then had a leisurely beer at the Sierra Nevada tent. With an hour to go before the race we scoped out some empty grass on the hill and drank water whilst we waited for the start.

Although the race was a bit processional, and lost some sting with a first turn collision between local boys John Hopkins and Nicky Hayden, we still enjoyed it, and chose to stick around for the AMA Superbike race. When that turned into a Suzuki whitewash, we headed for the bike, got out of the track with no problems, hit a bit of traffic on the freeway before hopping onto some backroads that avoided the worst of it. The sun was shining, we weren't stressed out by the day, and the ride home was not bad, despite the last 90 miles being on the freeway.

It felt like the glory days of Laguna Seca playing host to World Superbike. This is the first MotoGP event where I left looking forward to next year.

John Hopkins nudges a very big boulder down a very long hill

With last year's MotoGP silly season rather tame, it's only fair that this year's game of rider merry-go-round should start early and with a bang.

That bang is the move of John Hopkins from Suzuki to Kawasaki, which is expected to be officially confirmed this weekend at the Sachsenring. Although this may seem like an odd move for the extremely fast American, given the comparative performances of the two Japanese manufacturers, it seems as though money was the motivating factor. As detailed by the blogosphere's top MotoGP writer Kropotkin, Kawasaki feel, perhaps rightly, that their bike is far better than it appears, and simply needs some kick-ass riders to help it achieve its potential. They don't come much more kick-ass than Hopper, who I firmly believe is the quickest of the four Americans in MotoGP.

If Hopkins wanted a change, and didn't want to be on a slower bike, his options were rather thin. He could hope to replace his countryman Colin Edwards at Yamaha, but would then be alongside Valentino Rossi, surely not an ideal situation. He could aim for Loris Capirossi's seat at Ducati. Or he could go to the green team. I'm guessing that Ducati couldn't satisfy his financial demands, so he went green. When all the facts are considered, what seems to be a move backwards, or at best sideways, actually could be very shrewd.

Another move that's looking likely, according to Motorcycle News, is Marco Melandri to Ducati. Melandri's performance on the Gresini Honda this year has been even more underwhelming than that of Nicky Hayden, and it's clear that the RC212V is not the bike to be on at the moment. Ducati are clearly tired of Loris Capirossi, who has been unable to adapt to the new bike, but would love to have at least one Italian on the team.

That leaves Capirossi and one Kawasaki rider looking for a ride, with seats open at Suzuki and Gresini Honda. How this will play out is now open to pure speculation.

• Will James Toseland revise his demand for a factory ride in order to stay in the Honda fold on the Gresini bike?

• Will Kawasaki retain one of their young riders, and if so, will it be Ant West or Randy de Puniet?

• Will Suzuki rush Ben Spies into their MotoGP program?

• Will either or both Kawasaki and Suzuki run a third bike next year? If so, will it be in-house or with a satellite team, and who will the rider be?

• Will Roger Lee Hayden's wildcard ride at Laguna Seca in two weeks be good enough to bag that potential third Kawasaki seat?

• Can any of the current top 250 riders move up? Jorge Lorenzo will probably replace Colin Edwards at Yamaha, but is there a place for Alex de Angelis or Andrea Dovizioso?

• Where will unemployed senior riders Loris Capirossi and Colin Edwards end up? Could we see Colin back in World Superbike, taking James Toseland's seat at Ten Kate Honda? Or will he be moved within the Yamaha organization to the Tech 3 team (unlikely unless they ditch the Dunlop tyres)?

It's all fun speculation for right now, but who doesn't love a lively silly season?

Hamilton breaks more records

I was all set to write a post about World Superbike after another gripping pair of races, but it's going to be Formula 1 instead. I watched my friend Jeff marry his lovely partner Becky yesterday and he told me he'd be relying on my blog to keep him posted on the Spanish Grand Prix since the hotel they were staying at didn't have Speed Channel. Funnily enough, Jeff is a motorcycle guy, being the proud new owner of a Ducati 1098S Tricolore, but apparently he was more concerned with F1. Not a bad idea on his part, given the relative lack of performance of the Ducatis in World Superbike this year. So with apologies to my fellow bloggers who do a better job of covering F1, here goes....

I didn't watch the F1 race (so far this year I've only watched the Australian Grand Prix), but the most significant aspect of the race didn't need watching: Lewis Hamilton now leads the Formula 1 World Championship, with 30 points and is the youngest driver ever to do so. He's also the only F1 rookie to take podiums in his first four races.

Alonso guaranteed he wouldn't win after an optimistic first corner move on Massa, and now trails his team-mate by two points, one point ahead of the only man to win two races so far, the afore-mentioned Massa. Kimi Raikkonen sits in fourth with 22 points.

It's clear that one of these four men is going to win the championship, but the question is, which one? Alonso and Raikkonen are probably the fastest men out there, but Hamilton has shown remarkable pace and, even more impressively for an F1 newcomer, consistency. The thing that has to be scariest to his rivals is that he is only going to get better. That fact alone has me thinking that he'll be the first ever F1 driver to become world champion in his rookie year. It's a bold prediction, perhaps, but I don't think Formula 1 could ask for anything better. It's always been a form of motorsport that needs personalities, stories and heroes. Hamilton is already all three.

Okay Lewis, you've convinced me - I'll watch the next race. How huge would it be for him to win in two weeks time? The win itself would be remarkable, even if it would be expected fulfillment of potential. But the fact it would be at the spectacular Monaco circuit would make it the stuff of legends. That would be too good to miss.

Riding outside your class

I'm often quick to compare domestic superbike championships, usually in the context of the British and the American series, but one thing occurred to me today whilst reading a report on last weekend's AMA event at Barber in Alabama. The AMA championship is probably the only one in the world where superbike riders also ride in the support classes. I started thinking why this might be.

The primary difference with how the two championships work is financially: a rider in the AMA series can earn much more staying in the US than they could virtually anywhere else in the racingsphere, except perhaps as a top factory rider in MotoGP. Even the top riders in World Superbike are probably making less than their counterparts in the AMA. This is a common reason from US riders who seem reluctant to ride overseas.

In the USA, factory teams strive for success in all classes, since superbike is not viewed with quite as much reverence as in the UK or World championships, thus the importance of winning in support classes. Although you'll find indirect factory support in supersport and superstock in the British and World series, it's is much more prevalent in the USA. There's factory Kawasaki, Yamaha and Suzuki efforts in Supersport, factory Suzuki and Yamaha in Superstock and Honda provides good support to the Erion Formula Extreme outfit.

Given that the support classes are taken so seriously, it's not surprising that the factories want their best riders involved. And given a rider's salary, they're only too happy to "tow the party line" and jump on small-bore bikes, stock bikes or both. It's not seen as a step down like it would be elsewhere, another major reason that it's rarely seen in BSB or WSBK.

World Superbike Preview

There's really only one story when it comes to the 2007 season of World Superbike: Max Biaggi. Sure, we've had MotoGP refugees in WSBK before, most recently Alex Barros who secured one win on a Klaffi Honda last year. But this time, we've got a former champion on a bike that has the potential to win any race. Barros was on an under-developed bike with an under-funded team. He didn't even have traction control whilst all around him others did. Max's Alstare Suzuki will be extremely competitive, with all the best componentry that the racing industry has to offer; most significantly Mitsubishi traction control, Showa suspension and Brembo brakes. Whether all this will make Max a race-winner again is the huge question that will define the early part of the 2007 WSBK campaign. Certainly testing times have shown him to be on pace with the front-runners. After some rough seasons in MotoGP, he'll be hoping that his racecraft and thirst for victory will keep him there once the starting lights go out.

Alongside Max at the Alstare Suzuki team will be wily Japanese Yukio Kagayama. He'll be going into his third year with the team, albeit on a very much redesigned GSX-R. His inconsistent record has kept him out of the title fight thus far, but when he hits a rich vein of form, like he did in the middle of 2006, he's virtually unstoppable. He shouldn't be dismissed as a second-tier rider.

The rider who Max Biaggi has replaced at Suzuki, Troy Corser, has moved over to Yamaha, and will line up with Noriyuki Haga on the R1s. Despite some decent Yamaha Europe backing, this team has never quite been able to run at the front consistently and will be hoping that one small detail will allow them to make that step in 2007. The detail in question is the revolutionary variable intake tract on the new R1 engine. Yamaha's American colleagues have already made claims that it will instantly allow them to fight for wins, so Corser and Haga will be hoping that's true. Is it finally time for Haga to claim a WSBK crown? His legions of loyal fans will certainly hope so, and I'm happy to count myself among them. I find Corser's smooth, methodical approach to be less exciting...

Honda's hopes will once again rest with 2004 champion James Toseland and the mighty Ten Kate team. Like all the other Honda riders, he struggled in 2006 without traction control, a situation that has now been remedied. James did well to get the results he got, so this could very well be the package to take the fight to the dominant Ducatis. Other changes in the Ten Kate team include a new sponsor (Hanspree, makers of LCD televisions) and a new second rider, Roberto Rolfo. The gutsy young Italian takes the place of perennial underachiever Karl Muggeridge who moves to the Bertocchi team.

Kawasaki's top team, PSG-1, continue to grow in confidence, despite choosing to retain the two weaker riders from its 2006 three-rider squad. Gone is the bulldog agression of Chris Walker, who moves to British Superbike and the Rizla Suzuki squad, hoping to take care of some unfinished business. Left behind at PSG-1 are 250cc refugee Fonsi Nieto (another next big thing who wasn't) and owner of the ugliest ears in motorcycling, Regis Laconi. Both riders have significant achievements in their past but have failed to deliver with Kawasaki. They would probably blame the difficult handling of the ZX-10RR, and to be fair they wouldn't be the first. Despite being arguably the fastest of the Japanese 1000s, a slow-steering front end (due to a long wheelbase) have made it a bit of a pig on the track. Lack of success in World, British and American Superbike championships are evidence of its problems, and to be honest that is unlikely to change in 2007.

And so to the most successful of the factory squads, Ducati Corse. Current Superbike rules have allowed them much more leeway in engine development due to their twin-cylinder configuration, and with factory resources behind them this has made for a very potent package. Add in one of the best Superbike riders of his generation, Troy Bayliss, and it's unlikely that Ducati will lose its Superbike crown this year. It is true that Ducati have basically stopped developing the 999F any further, hoping for a rules change that will allow it to use either the new 1098 or a forthcoming 1200cc variant in 2008. Ironically, that change might make them slower, as the myriad of engine mods that have been afforded them so far would be rescinded, placing the team on an even footing with the 4-cylinder bikes. However, they seem willing to trade their exotic lightweight crankshafts and other one-off engine components for increased engine size. You know how the old saying goes... "there's no substitute for cc's".

It's worth noting here that Bayliss' team-mate continues to be Lorenzo Lanzi. It was widely expected that Lanzi's inability to fulfill the potential he showed in late 2005 would mean he'd lose his seat to Neil Hodgson. For some reason, Ducati stuck with the chrome-domed Italian, leaving Hodgson out in the cold, grimly awaiting Carl Fogarty's team to find sponsors to run ex-factory Ducatis. This never happened, and Hodgson and Fogarty now find themselves with no prospects for 2007. Which is a bit of a shame.

Outside the top five "factory" (the term is used loosely) teams, there are an additional four teams that could show their faces near the front of the field from time to time. In contrast to last year, where there was so much uncertainty, and so many new faces, it's a safe bet that the bulk of success will go to the top five factory teams, and not to these four. Still, we shouldn't ignore the likes of Steve Martin, Karl Muggeridge or Ruben Xaus.

The top privateer team in 2007 is likely to be the DFXtreme Honda team. Former MotoGP rider Michel Fabrizio will be back for a second year, whilst the place of the retiring Frankie Chili has been taken by former Foggy-Petronas man Steve Martin. Martin managed to beat the odds time and again on the dog-slow Petronas by qualifying well, but even his undeniable skills were able to do anything of note when it came to races. On a well-developed Honda he should be at least as fast as Fabrizio, and may even stick his nose into the factory battles on occasion.

Erstwhile privateers Bertocchi return for another year, but make a surprising switch from Kawasaki to Honda, and change their name to Alto Evolution Honda. For many years, Bertocchi were known for the being the second Kawasaki team in WSBK, but that is all set to change. Joining former Ten Kate Honda rider Karl Muggeridge will be up-and-coming young Aussie Josh Brookes.

Two other riders to watch out for will be Ruben Xaus on the Sterilgarda-Berik Ducati and Shinichi Nakatomi on the Yamaha France R1. Both teams are capable of troubling the top ten, although Xaus (who I referred to as mercurial in last years WSBK preview, and who maintains that persona) has the potential to make it to the podium from time to time.

2-wheel job-seekers

The silly-season merry-go-round has nearly come to a stop, and in the world of motorcycle racing there's a few riders who find themselves still looking for a seat. So who's filling out their unemployment forms or lining up at the dole queue?

Neil Hodgson: How can it be that one of the top superbike riders in the world is unemployed? The simple answer is that Hodgson was determined to get the factory Ducati World Superbike seat alongside Troy Bayliss, and didn't consider other options until it was too late. There is no doubt that there are a number of Superbike teams who would rather have him on their roster, but deadlines had to be met, and riders had to be signed, and now it's too late. Hodgson's choices are now very limited. He's hoping that Carl Fogarty can put something together using Ducatis, but 'ole Foggy doesn't seem to have the same level of talent finding sponsorship as he had riding Superbikes. Other options for Neil include the second seat at Yamaha France, or a possible seat alongside Rubens Xaus at Sterilgarda-Berik Ducati.

Garry McCoy: The man whose riding style is so distinctive, no-one wants to work with him. For a young MotoGP team like Ilmor, in desperate need of test data, McCoy was not the man for the job. Fair enough I say. But Garry is still lightning fast, and after a year in FIM Supermoto his remarkable bike-handling skills must surely be even better. Any motorcycle racing team looking for press would be well-advised to contact the dimunitive Australian. People love the guy, he's quick, and very exciting to watch. It's PR gold baby!

Scott Smart: Scott had a terrific year in British Superbike in 2004 on a Kawasaki, enough to bag him a ride with top Suzuki outfit Rizla Suzuki. Things started to go bad almost immediately, and he left mid-season to join semi-works team Vivaldi. Despite picking up a win for them in 2006 he left the team, and is now scrambling to find enough cash to run his own team, on Yamahas for 2007. At this point, it doesn't look very good. Should he fail, his options in British Superbike are slim (perhaps a reason he has tried to go it alone). Hawk Kawasaki have signed Peter Hickman, but it's unclear whether they'll be looking for a second rider. If they are, it would nice to see Scott back in green.

Giovanni Bussei: American fans will remember Bussei's extroverted character from a few races on the Ducati team at the tail-end of 2003. The heavily-goateed, curly-haired madman from Italy made a lot of friends, but ended up back in Europe. Since then he's ridden with the Bertocchi Kawasaki team, as well as filled in for injured riders at Ten Kate Honda. Sadly, it doesn't seem like he has much lined up for 2007, which is a shame, since he's clearly a very talented rider.

Chris Burns: Remember him? He raced the woeful WCM bike in MotoGP in 2003 and 2004, and has floated aaround the British racing scene since then, mopst notably taking the place of John McGuinness when he left AIM Yamaha in 2005. Burns is probably the unluckiest man in bike racing, and sadly most people forget that he's a former Superstock champion. Alas, it seems as though he's without a ride again in 2007.

Honda - Answer for your crimes

For all their might and power, Honda sure know how to mess things up.

I have to admit a certain degree of personal animosity here, as my Honda CBR600rr sits in a shop awaiting a new engine, after the current 10,000 mile example inexplicably failed. So much for Big Red's bulletproof reliability...

Unsurprisingly in times such as this you start pondering all the other crimes committed by the perpetrator of your own misery, and for Americans there can be no greater crime than the absolute shambles the Honda MotoGP team made of their rider management at Estoril. I talked in depth on the subject here, and there's further insight on it at this blog.

So then my thoughts turned to how Honda runs its Superbike programs worldwide. Oh, that's right. THEY DON'T. In actual fact, the only factory Honda superbikes are those in the British Championship. Guess who won that this year? Yep, Honda. Not by a country mile, but there's no doubt that factory involvement won them that title.

Over here in the US, American Honda is very much on their own. Given the trick parts that the British team gets, there's little doubt that they would be on pace with the rocketship Suzukis. Alas the American team has had develop the bike from scratch and still don't have traction control.

In World Superbike, Honda, along with the other major manufacturers, still have an ongoing vendetta against the organizers. None of the top teams running Japanese bikes are factory teams, although they are supported by the European importers. Once again, the Honda teams have had to beg and grovel for the trick parts, and have only very recently gotten traction control.

What baffles me is that, given the time and investment required for the trick superbike parts that are supplied to the HM Plant team in England, why not make them available to top teams? Surely Honda want to see Hondas winning? (Actually, maybe that's not true given the kamikaze Pedrosa MotoGP disaster...)

If I sit here long enough I could probably come up with a whole host of other Honda crimes, but for now I'll stew in the juices of missed superbike opportunities, a mismanaged MotoGP program, and a supposedly reliable bike that's about to slash my life savings in two.

World Superbike Rewind

Despite domination by Ducati's Troy Bayliss, the 2006 World Superbike season was one of the best yet. This was mainly due to the quality of the field, as good as the championship's previous heyday of the late 90s through 2002. The list of top riders this year was remarkable: former WSBK champions Troy Corser, James Toseland and Troy Bayliss; MotoGP refugees Alex Barros, Ruben Xaus, Fonsi Nieto and Roberto Rolfo; World Supersport champions Fabian Foret, Karl Muggeridge and Andrew Pitt; and top Superbike regulars Chris Walker, Regis Laconi, Nori Haga and Yukio Kagayama.

What's more, this fabulous cast of characters found themselves on a wide variety of top-quality machinery. The lucky ones were even benefitting from cast-off MotoGP traction-control technology. One thing that all bikes continued to share however was Pirelli tyres. In 2004 the motorcycle press was predicting doom and gloom after the decision to switch to the Pirelli control tyre - but it turned out to be a genius move, as a diminished grid in 2004 provided infinitely more compelling racing than the humdrum 2003 season.

After a dominant 2005 on the Suzuki, Troy Corser was expected to be the primary rival to Troy Bayliss, who returned to WSBK after an average three years in MotoGP. Preseason tests confirmed Bayliss' position as the man to beat. But come the first race of the season in Qatar, Bayliss seemed off the pace, outclassed by Honda's new signing James Toseland, as well as Yamaha's Haga and the Suzuki pairing of Corser and Kagayama.

As the year progressed, Bayliss quickly got onto the pace, and then starting setting it. The surprise was that it wasn't Corser who was his main rival. Perennial WSBK runner-up Nori Haga showed speed and consistency, as did Toseland, and by the end of the year only those two who were within reach of Bayliss.

Along the way a number of other riders grabbed a win or two. Suzuki madman Yukio Kagayama had already won in 2005, and added to the tally in 2006, most notably with a double win at Brno. Yamaha's Andrew Pitt also garnered a win, his first since his days in World Supersport. A win had been expected from MotoGP star Alex Barros from day one, but it took until the penultimate round for him to deliver it. Perhaps the most special win of the season was the first ever for British favourite Chris Walker. In addition to the significance of it being his first win, the fact he did it in the rain from last place coming out of the first corner made it even sweeter for his legions of fans.

When all was said and done, it ended as expected: Troy Bayliss became the 2006 World Superbike champion, with three races in hand. The battle for second went to the very last race and saw James Toseland pip Nori Haga for runner-up.

So what does the 2007 season hold for WSBK fans? There's not much that has been decided yet, but we do know that Bayliss stays at Ducati, Toseland stays at Honda and Haga stays at Yamaha. Corser moves from Suzuki to Yamaha and is replaced by the mercurial MotoGP star Max Biaggi. Leaving the paddock for good are Frankie Chili and Norick Abe, who both retire. Amongst the riders sniffing around for a job are Karl Muggeridge, Andrew Pitt, Chris Walker and former champ and AMA reject Neil Hodgson. Some juicy rumours put Ducati's British Superbike rider Greg Lavilla on the factory team, Neil Hodgson on a satellite Ducati run by Carl Fogarty and a less satisfying rumour that sees Alex Barros return to MotoGP with Kawasaki or Ilmor. Whichever of these turn out to be true, one thing is for sure: it's going to be another terrific year for World Superbike. Only one thing could make it any better: a return to the USA...

News bites

Generally a slow newsweek in motorsport but some items that caught my ear:

• Ilmor, the company that builds McLaren's Mercedes engines in F1 is planning on entering MotoGP in 2007 with it's own bike. This is not news. What is though is that they'll run it in the last two races of the season with the master of the rear wheel slide Garry McCoy on board.
• The Spyker F1 project continues to move forward, with the latest development being a repainting of the car. As with most things Dutch it is now painted orange. To be honest I'm pulling for these guys, since they're a bona fide sportscar manufacturer who happen to have picked up some good financing from the Middle East and Dutch computer giant.
• Next year is looking increasingly shakey for Carl Fogarty's World Superbike team. They have yet to line up a sponsor to replace Petronas, or pick a bike to run. Even worse, they've just lost star rider Steve Martin, who moves to his old team, DFX, to take the place of Frankie Chili, who is retiring.
• This weekend will see the debut of the Lavaggi LMP1 car in the final round of the Le Mans Series.
• It's been confirmed that Tommy Hayden will move from the Kawasaki team in AMA Superbike to Suzuki, taking the place of the aging, slowing <