Last weekend’s World Superbike race at Laguna Seca was one of mixed emotions for American race fans. On one hand, it was an opportunity to say goodbye to Nicky Hayden, a man who left this life too soon and was revered at this iconic race track.
On the other hand, it was a chance to see another American, Jake Gagne, make his debut in World Superbike as part of the same team of which Hayden was a member.
As I walked around the track, there were tributes to Nicky everywhere. The number 69 was ubiquitous throughout the weekend, with flags, banners, t-shirts, and stickers displayed by proud fans who now miss him so much.
Both Chaz Davies and Toni Elias flew Hayden flags on their respective victory laps; a moving tribute to a man they held in such high esteem.
Additionally, Mazda Raceway Laguna Seca sponsored a track walk in memory of Nicky. Hundreds of fans lined up to remember Nicky and support the memorial fund that bears his name.
Both American Honda and Laguna Seca had murals, on which fans could leave messages of remembrance for Nicky and words of support for those he left behind. Nicky’s impact on road racing, and American road racing in particular, was obvious throughout the event.
While the memories of Nicky Hayden were palpable throughout the weekend, Jake Gagne quietly went about the business of adapting to a new team, learning a new motorcycle, and racing in a new series.
I’ve just spent the last three days shuffling around in my car, so apologies for the delay, but here is my final installment of photos (don’t miss Friday & Saturday too) from the World Superbike round at Laguna Seca, which were taken during Sunday’s warm-up session.
I caught the riders at Turn 11, the slow left-hander that brings them onto the front straight, hoping to get a particular shot where their bodies would be in transition back into the saddle, while the bike would also be power-wheeling out of the turn.
In other words, I have quite a few different takes on the same scene, which might be visually a bit boring. What is interesting though is the subtle details from rider to rider.
For instance, it was noticeable to see Jake Gagne struggling with the bucking Honda CBR1000RR SP2, which seemed much more apt to loft the front wheel, due to having more rudimentary electronics. Conversely, the Ducatis and Kawasakis were well in control, slowly lifting and never getting out of shape.
How the riders deal with these differences is of note as well, so take notice of the body positioning, especially with where their butts are in the saddle. Interesting stuff. Until next year, and thanks for viewing.
After Laguna Seca, the future of World Superbike was once again questioned. Asking the right question may be more important than finding the right answer, though.
“I’ve said it before and I’ll say it again, democracy simply doesn’t work,” so said this intrepid reporter when faced with reports that Bart’s Comet would bring destruction to Springfield. It was a time of uncertainty and peril for America’s greatest city, but one from which it recovered by maintaining the status quo.
While the WorldSBK paddock isn’t standing on Mount Springfield singing Que Sera Sera, and waiting for the comet to hit, it is facing a moment of truth about where the series is heading.
It’s always easier to swim with the tide, but for WorldSBK patience and thoroughness are more important than being swift and decisive and making the wrong decision.
Since Imola, the WorldSBK paddock has been filled with rumor and counter rumor about the direction that the series will take. Will there be a spec-ECU, will there be concessions for different manufacturer, will there be testing restrictions placed on the successful teams?
The list of possibilities has been the talk of the paddock with Dorna’s Carmelo Ezpeleta even suggesting making the series into a Stock class, but what is actually best for WorldSBK?
Talking to Asphalt & Rubber at the launch of the Ducati 1299 Panigale Final Edition, Ducati CEO Claudio Domenicali gave us some details on the Italian company’s upcoming, and long-awaited, V4 superbike.
Much has already been speculated and rumored about the successor to the v-twin Panigale, but Domenicali paints a pretty clear picture of what we can expect to see unveiled at the upcoming EICMA show, in Milan.
The big news is perhaps not the fact that Ducati is moving to a four-cylinder format for its superbike program (though that is big news indeed), but instead the focus should be on what is inside the V4 engine, and how it operates.
Talking during the WorldSBK weekend at Laguna Seca, he also teased us with some news on a few other upcoming Ducati motorcycles, which should start a new chapter for the Italian brand.
By my nature, I am a critical person. This isn’t exactly a desirable personality trait, but it serves me well in my chosen profession. Accordingly, I rarely ever use words like “perfect” or “flawless” when describing something. It’s just not in my nature.
From my lens, there is always room for improvement. But, when it comes to seeing the Suter MMX 500 up-close and in person, I had to rethink my usual choice of words. I will sidestep superlatives and simply say that the Suter MMX 500 is a true rider’s motorcycle.
On the Suter MMX 500, there are no electronic rider aids, no ride-by-wire throttles, no kickstands, mirrors, or lights. There is nothing on this machine that doesn’t serve a purpose, and the only acceptable purpose is to go as fast as possible.
Saturday at Laguna Seca, I spent my time working the fence line from Turn 1 to Turn 2, catching the World Superbike riders as they came down the harrowing fast T1 section, before hitting the double-apex that is T2 – also known as the Andretti Hairpin.
Turn 1 is easily the fastest part of the Californian track, and it is a section of tarmac where the MotoGP riders would get both wheels off the ground…at nearly full lean. The WorldSBK machines don’t quite hit the same speeds at the GP bikes, but don’t be fooled – this is a corner that separates the men from the boys.
Turn 2 on the other hand is one of the slowest places at Laguna Seca, as riders make a double-apex turn out of the left-hander, and then accelerate to Turn 3 – often popping a wheelie in the process.
If T1 shows a rider’s mettle, T2 shows a bike’s prowess, and it is plain for everyone to see who has their electronics dialed, and who does not.
The juxtaposition of these two turns was my playground for FP3, while I spent both Superpole sessions in pit lane, shooting the front straight and team pit boxes. Meanwhile for the race, I chose to shoot the grid, as it meant I could still watch the racing action from the media center.
I hope you enjoy these high-resolution shots from my Saturday at Laguna Seca.
As far as venues go, there might not be a better place on Earth to launch a new motorcycle than Pebble Beach, California – that is, if you are into the whole breath-taking view sort of thing.
The party of course was for Ducati’s last v-twin superbike, the aptly named Ducati 1299 Panigale R Final Edition, which is part Superleggera, part road bike, and part spaghetti dinner.
Clad in a the an Italian tricolore livery, the Ducati 1299 Panigale R Final Edition puts out a potent 209hp, and features some of the best pieces of Ducati’s v-twin superbike lineage – part of a long goodbye to the desmodromic v-twin platform.
Not a limited edition bike, but instead a numbered edition machine, Ducati plans on making the Panigale R Final Edition models for as long as there is consumer demand for the superbike (and while there are enough numbers to count them by).
For American Ducatisti, owning one will mean a $40,000 commitment, which isn’t such a lofty price tag, if you considered its half the cost of the carbon-fiber-everything Ducati 1299 Superleggera.