Exclusive: Bjorn Estment Interview

In this latest interview, I talk to Bjorn Estment, one of the up and coming South African riders. Now resident here in the UK, Bjorn is having one of his best seasons to date. He chats to me about his road to the British Superbike paddock, what he thinks of his season so far and the current revival of motorcycle racing in South Africa.

Sum up your season so far?

I think it’s been a good year. It’s all new – the team is new and their learning, I’m new to the team and I’m learning about them. So far, so good, it’s been steady. We had a 9th, 8th, 7th, 6th but then we had an unfortunate weekend at Knockhill and Snetterton. Everquip have given me every opportunity possible in the pre-season testing package. We had a couple of unfortunate teething issues at round one at Donington Park which persisted at Brands Hatch but we are catching up. Lady Luck wasn’t on our side at Brands and we were on the wrong side of a 0.1 but it is what it is.

Do you think a wildcard at Donington Park in World Supersport would’ve benefitted you?

I don’t think so. Donington Park isn’t one of my favourite tracks and if I was to choose a circuit to wildcard at then it would be somewhere that I felt confident at. Joe Francis and David Allingham went well on their wildcard, especially Joe. I did ride in the World Endurance in the break, on the big 1000cc bike so that gave me plenty of track time and also taught be a brand new set of skills. I think, with regards to Knockhill we was fired up – excuse the pun – but then got unlucky.

Do you feel now that you can focus on your riding instead of worrying whether or not you will make it to the next round, seeing that Everquip Racing have taken you on full-time?

Everquip have given me the dream-shot. I am eternally grateful for the ride, to Stuart, to Carl and Lyndon and everyone in the team. Also, to James at Total Building Services. Without these guys, I couldn’t do it. They’ve given me a big shot now where I can really take motorcycle racing on as a profession and not as a hobby. We are building as a team, I am rebuilding myself around the new bike and package for 2017, the new personnel etc. I thoroughly believe that we are a few steps away from being contenders and front-runners in the class.

Has the progress been quicker than expected?

What we have done has been great, but not I’m not happy with myself more than anything. At Brands Indy, we had good pace but that was at the end of the weekend. Oulton Park was a great meeting for us because it has always been a tricky circuit for me. To be so close to the podium, just four seconds away, I was thrilled! The team has done an outstanding job, especially Stuart and Carl. The Everquip guys are amazing and I’m so thankful to have them behind me.

Stuart told me that you fancied road racing! Are you mad? Is it likely to happen?

I don’t think the Isle of Man TT will be on the list, it doesn’t really tickle my fancy but the North West 200 has always had me interested. I don’t know if it will be pursued. I will think about it in the future but right now, I want to get Everquip and myself to the front of the field in British Supersport.

With the amount of quick South African riders emerging, like yourself, the Binder brothers etc, do you think it is time for a Grand Prix or WSBK round to be held in South Africa again? 

Definitely! I think it would be fantastic for South African Motorsport, for world Motorsport too. As far as I’m concerned, world Motorsport goes across in a linear line from the USA to Japan and they forget about us South Africans down the bottom! The likes of Brad Binder really put us on the map and his brother is doing a fantastic job. Steven Odendaal, the reigning CEV champion is doing mega too.I’ve had a few flashes and Matthew Scholtz in MotoAmerica is doing grand too. It would be great for it to come back, especially now Kyalami has been refurbished.

What do you make of the ‘newest’ Kyalami layout?

Kyalami will always be my favourite circuit. I haven’t ridden the new circuit so I can’t really make a call on what it is like. The old one will always have a place in my heart but I think they needed to change it, to give it the status in world Motorsport. One criticism of the old circuit was that there were no long straights, so now they have the long straight, people can stop moaning. I’m happy with Kyalami and hopefully we can see international motorcycle racing return.

I think that if we were lucky enough to get Grand Prix to go there, then it would draw in huge numbers. Brad and his brother have an enormous following down there. I’m sure there would be plenty of wildcards trying to get in there because they’d know the track, whereas nobody knows the circuit in the GP paddock. The chance for making a name for yourself would be great! I think it would be great but the problem for South Africa is that it costs a lot of money.

Would you be one of those wildcards?

Haha I’d have to have a very serious chat with Stuart about that one!

Any plans to bring out the new R6?

I very much doubt it. The package we have is good and it is a top level bike. I don’t think there is a huge difference in performance. Looking at World Supersport, it isn’t making a massive differences. We are a new team to the paddock and that means that the budget has to be controlled and that is more important than going with a new bike and having to learn it as a team. It would be better to keep going with the bike we have and then move into 2018 with a clear plan in mind.

Do you support the ‘phasing in’ of Moto2 bikes into British Supersport?

You have to keep up with the times. Apart from that, I don’t really know. From being a privateer and experiencing how difficult it can be in the past, the biggest thing is cost. Production racing is always going to be cheaper. As soon as you start introducing prototypes then you start increasing the bills. I’m not sure. Hopefully, by that time, we would’ve progressed and maybe be on the bigger bikes.

How much effort has gone into your racing career? 

In South Africa, we have never really had a development for riders. They are starting again now because of Brad Binder’s success. In the Superbike series down there, you had a couple of dealer teams at the top but apart from that, there was little support. If you wanted to go overseas then you would do it all off your own back. If you’re lucky, you might have been able to bring your sponsors but the vast majority of money would be coming from family savings and you’d be taking a massive gamble! That’s what I did. I was incredibly fortunate to have my dad and and my mum support me and a few other family members to help over the years with chipping in to get me where I am now. That’s been the case for most of us South Africans really. It is a big risk and if it is your passion and you believe it can work, then why not go with it? No one wants to say, ‘what if’, when they’re sat at home. Brad has made it, his brother is making it and Steven Odendaal is doing a grand job too. I’ve found my home with Everquip which I hope is for the next couple of years. Without them, I wouldn’t be sitting here.

We talk about fitness but we also talk about ‘bike fitness’; what’s the difference?

There is nothing that can mimic bike fitness. There is no exercise in the gym that replicates the forces you go through on a bike. It is important that you are fit enough to be bike fit to start with though! I am of the opinion that, ‘the more you put in, the more you get out’. I really do train a lot and try and push myself to new limits every time I am in the gym. I try and chase personal bests which is enjoyable – well, not all the time but still! A lot of us use motocross, enduro, trials etc to maintain bike fitness. It is the best way to stay familiar with a motorbike and you get the same sort of feel too. It’s not exactly the same but it is near enough. There is no time like saddle time!

Bjorn would also like to say a massive “thank you” to all the sponsors who help make this journey a reality. Everquip , Michael Barugh, Total Building Services, Watts Mix, Pneumatic Engineering, MHP, NFB, Pulse Engineering, Pro Air Conditioning, KSM, NGK, GB Racing and everybody else who contributes to this exciting effort!

 

Thanks to Gareth Davies of Full Factory Photography for the image.

Exclusive: Keith Farmer Q&A: Leading the Championship is a bit Special!

Keith Farmer spoke to me about all kinds of bike related things at Snetterton a few weeks back. In this exclusive interview, Farmer evaluates his sensational Supersport season, his rivals chances, the difference between a Supersport bike and Superstock 1000 bike and also, why he believes the Spirit Moto2 bikes shouldn’t be in the Supersport class.

You started the season with no ride and now you’re leading the championship. Long way round for you?

Yes, It’s strange really. Luke Jones, the team’s main rider, got injured and they needed a replacement because they didn’t know how long he would be out for. They supported me and took me on board which was really nice for me and I really appreciate the team putting faith in me. To have nothing and now to be leading the championship is something a bit special.

What is the main difference between a Supersport bike and Superstock 1000 bike?

I’ve had to adapt my style quite a bit really. Had I been on a BMW or a Kawasaki then it might have been a little bit more difficult but because the Honda Superstock bike from last year required lots of corner speed, the change hasn’t been so bad. It’s been a bit of a shock to the system, with the Supersport. It turns so tight and the corner speed on a 600cc bike is out of this world compared to the bigger bikes. It took a while to adapt but now that we are in for the rest of the season and have adapted, we are looking good, especially now we have won a few races!

Does the Supersport bike suit your style more?

Yes, a little bit I think. Over the years, I have just matured and learnt how to ride a circuit bike in general. That has helped massively but on a whole, the Supersport bike suits my style and that is really working well for this year.

Do you feel that you haven’t had a proper crack at the whip on a Superbike?

Yes, a little bit. When I went to the Superbike class, it was only my 3rd year riding on the short circuits. To jump on a Superbike is pressurising enough but to jump in the Paul Bird Motorsport Team too with Shane Byrne – who was winning races week in, week out – was mad. I put more pressure on myself than anything else. It was probably as much my fault than anyone else’s for not having worked out the Superbike class. It would’ve been nice to have what Glenn Irwin had really. No expectations in the first year, just learn the bike and the team before having a proper bash in the 2nd year.

Do you think this Supersport championship needs more manufacturers, with one bike being mainly Yamaha?

Yes in a way. You have the Gearlink boys in there and the MV Agusta of Jack Kennedy but it would be nice to see Honda in there but I think in all honesty, I don’t know what is best for this class. They’re phasing Moto2s in and maybe there will be some development there. If they brought more manufacturers and allowed more work to be done with them, so then they could level with all the Yamahas and Kawasakis, it would be good.

Will Supersport become more Moto2?

I’m not sure really, I suppose it all comes down to cost. To go to Moto2, a prototype, it’s a lot of work. Everyone says the Supersport class is dying out but I’m not sure it is because the first race at Snetterton was quicker than last year’s. If we can have some tough battles and keep getting faster, then hopefully we can show that the Supersport is not a dying class.

I’d support the introduction of the class but at the same time, because the Moto2s are in with Supersport currently, for Seeley to interfere with other riders and maybe destroy someone else’s race, it’s a bit unfair. I’m a friend of Alastair’s too and it is a very tough decision for Stuart Higgs to make. It is understandable why it is the way it is but my thoughts are that the Moto2 bike should be at the back of the Superbike grid. They shouldn’t ride if they can’t score points.

Do you think BSB needs to go to more of the older circuits? A return to Mallory Park maybe? 

I understand why they go to Oulton Park and Brands Hatch, because they are MSV owned circuits. However, it would be nice to get to Bishopscourt in Northern Ireland or Croft too. It would be nice to see more variation. What I don’t agree with is going to circuits that are 46 second laps or around that time. Not so much Knockhill because it is there for the Scottish fans, but Brands Indy is way too short. It is a great track for spectators but from a rider’s point of view, it doesn’t get many positive comments. I’d support going to Snetterton twice instead of Brands Indy. The facilities at all MSV tracks are second to none and everyone else would agree.

Your plans for 2018?

There’s been a few conversations here and there but nothing as yet. I would love to get back on a Superbike. Ideally, Supersport wasn’t my plan but whatever I’ve thrown my leg over lately, I’ve been competitive with. The Superbike would be nice but if not, then the Superstock 1000. I’m not sure what bike would be my preference, it is hard to say. I don’t see many getting on with the BMW – maybe it is a bit past itself chassis wise. When they have this new Suzuki sorted out, it will be bike to be on.

Can you win the championship this year?

Yes, without a doubt. I think we have a strong package and good chance. The team has been working so hard behind closed doors and as long as we all put 100% effort in then we can have some great success. I think David Allingham will be there, as well as Jack Kennedy, Andy Irwin and Joe Francis. They will all be there at different rounds, so our job is to put it on the box at every round. I think Tarran Mackenzie would struggle to beat us now. It would be great to see him back though! It is incredible to see what he is doing over there in Moto2.

 

Photo courtesy of Gareth Davies, of Full Factory Photography.

Bradley Ray is British Superbike’s Shining Star

Bradley Ray is the unsung hero of Brands Hatch and in fact, the British Superbike championship in 2017. He has jumped on a brand new Suzuki and has consistently been quick, almost from the first race of the year at Donington Park. He has embarrassed the so called ‘factory riders’ of Taylor Mackenzie and Sylvain Guintoli and, in the process, made rapid gains to now be the top Suzuki rider in the championship, as well as becoming one of the most popular riders in the whole paddock.

Now, we talk about this ‘old guard vs newcomers’ but I think we all need to remind ourselves of a few things. Whilst being extremely talented and quite young, Luke Mossey, Glenn Irwin and Jake Dixon, the other three notable youngsters, have had over a year on a 1000cc Superbike, and in the case of Luke Mossey, he has had over two years to gel and adapt. Bradley Ray has had half a season, yet he is upsetting the front runners and the supposed ‘top riders’. Other riders such as Taylor Mackenzie, whilst being young and fast, have done this PR sanitised seven month circus tour which is BSB, before. The high pressure, action-packed world of the premier motorcycling championship in the UK is relatively new to Bradley Ray, but like his on track performances, he’s taken to it all like a duck to water.

One other reason why Bradley Ray is a standout performer and for me, one of the best riders of the season is because he has had to stomach being down the bottom end of the time-sheets. His first race performance at Brands Hatch GP was simply sensational. I was abroad at the time and when I was listening to Fred Clarke’s commentary on the BSB website, I couldn’t believe that he had managed to come from row eight to 12th in just one lap. That shows many things about Ray. The first being that he is resilient. Some other riders may have just got fed up after a poor qualifying and not bothered trying to get to the top 10 in the race, instead settling for a position further down the field. It also shows that Brad is very determined to succeed. He isn’t happy being ‘the other’ Suzuki.

It isn’t just his on track capabilities either. The rider from Kent is also one of the most approachable in the paddock. Fans love him and they have good reason to. He will stop and chat for a good few minutes if he’s not too busy, similar to that of Glenn Irwin. It is like walking into a bar and just chatting to someone. It feels that you are talking more-so to a mate down the local battlecruiser, not one of the fastest guys on two wheels in the country.

I spoke to Bradley at Knockhill, with him saying that podiums aren’t an unlikely aspiration and that he hopes to be on one before the end of the year. With performances like the one at Brands, where not only did he steam through the pack, but he achieved his joint best result of the year in race two, it is hard to imagine that he will be near the back in qualifying for very long. One good session could see Brad in the battle for a podium and who knows, with a bit of Lady Luck, a win.

We haven’t seen someone come to British Superbike from the series’ support classes and be this competitive since Leon Camier in 2007. Not only was he competitive but he was also captivating, likewise for Ray. Both are gangly, both are from Kent and both are extremely quick. Brad Ray is what I’d call a BSB production-line success. Yes, he went and did a bit of racing in Spain and the Red Bull Rookies but he rode a little EE 125cc bike just a couple years ago, dominated the second half of last year’s British Supersport class and has hopped on an unproven Suzuki and grown in stature at a rate which in recent years, has not been seen.

It is also testament to the British Superbike Championship and just how much support there is for young talent. Well done to Stuart Higgs in making it one of the best sporting championships in the world. The support for the riders is not just across the BSB field either, there is great support down the classes to, with big teams in BSB even supporting riders in the CoolFab series – such as Tag Racing and Team WD40. The spread of success is now proven, as Bradley Ray came out of the same, CoolFab series.

The revelation that is Bradley Ray has many good years ahead of him and I’m fairly sure that whatever bike he rides, he will turn it into a successful piece of machinery. He will be on the podium very soon and if the form of the other Suzuki boys carries on, who’d put it past an early promotion? – speculation of course. A bit of backing from the series and it won’t be long until Bradley Ray is a household name in the world of British sport and who knows, maybe even the sporting world.

Thank you to Gareth Davies of Full Factory Photography for the image.

Exclusive: Steve Parrish Q&A: 20 Minutes with Britain’s Fastest Prankster

I was lucky enough to know that Steve Parrish would be at Snetterton a few weeks back for the BSB meeting, so I decided that after giving him a remote control rat to play around with at home, to get an interview with one of Barry Sheene’s best friends. So, in this exclusive interview, Parrish reveals his racing career highlights, the best race he ever commentated on, the British Talent Cup, why he voted to Remain in the EU and what the easiest prank to play on someone is.

Main highlights of your motorcycle racing career?

Having lots of fun and causing chaos. I suppose you could say, ‘enjoying living the dream’. I guess however that I peaked early; 1977 was my best year in the Grand Prix paddock. I had a cracking bike, it was the old Sheene bike from the previous season and I ended up fifth in the World Championship on it. I had lots of races against the heroes that I used to have posters on my bedroom wall of, such as Giacomo Agostini and Phil Read.

I carried on in British Championship’s and just being involved after that was great. It’s a lovely sport we are in and I met a lot of good friends via the sport, whilst also losing quite a few friends via the sport, as it was probably a lot more dangerous back then. However, I look at it as the best part of my life really and had the best part of 10-12 years racing motorcycles, which were massively exhilarating to ride, although a little bit dangerous and painful at times! I will always look back on my career and I’m often asked, ‘what is your favourite form of racing?’ and it would be motorcycle racing. I have more admiration for motorcycle racers than anyone else.

Who was your fiercest competitor back then?

I have to say Barry Sheene. At the time, he was the guy to beat. He was on the same bikes as I was on and he was pretty special. He beat me a lot more times than I beat him, I grant you!

How about your media career highlights?

One of the best races I have ever commentated on was Colin Edwards vs Troy Bayliss at Imola, for the 2002 World Superbike championship. Two guys, duking it out, whoever took the win, took the title, or near enough to that. It was very, very special and was probably one of the greatest motorcycle races we have ever seen.

Another one was Valentino Rossi beating Jorge Lorenzo on the final corner at Catalunya in 2009, which was very special. Generally, the highlights have been covering MotoGP for a number of years. Watching, admiring and meeting heroes of my world.

The 2017 North West 200 race was one of the greatest too, with Glenn Irwin beating Alistair Seeley. I really rate Seeley, he’s been Mr. North West 200 for a number of years now but for the fans and also for the media, it was nice to see someone else take a win there. I never realised how much Glenn actually expected to win that race. Personally, I didn’t think he had a chance because he had to relearn the circuit and he’d only ever ridden it on a 600cc machine. He came there on a bike that you wouldn’t necessarily say was the ultimate bike for the NW200 but he endured the weird conditions we had. It’s a shame he’s injured now because I think his success at the NW 200 would’ve propelled him to greater things at BSB.

Do you think the NW200 deserves more media coverage?

I don’t think you could say it “deserves” it because if it deserves it would generally get it. In Northern Ireland, it gets more media coverage than what the British Grand Prix gets here in mainland Britain. It is wall to wall coverage over there and I’d say that Seeley, Irwin and Michael Dunlop are all just as famous as any premier league footballer over in NI. You couldn’t consider saying the same for Shakey Byrne or James Ellison over here because not as many people know who they are. Over in NI, motorcycle racing is on the front page of all the major newspapers. It would be nice if it got more over here but then again, we see nothing but women’s rugby and women’s cricket and it annoys me quite frankly.

What would you say to the people who want road racing banned? 

I think they need to go first. They need to know someone who does it, who gets the sensation and the satisfaction they get from doing it, the amount of fun they have doing it and the adrenalin rush they get from doing it. Unless they’ve done it, they’re not qualified to say that it should be banned and I doubt that people who have done it would want it banned either!

What about your career in general, what was the hardest part?

I’d say that the hardest part of my career is the travel that you do. I don’t do as much now but at one point I’d be away between 6-8 months a year. It takes a tole on your family, on your marriage – which they all went out the window – it’s difficult to carry that through. I travelled a lot with my racing, then with my team ownership, then truck racing and then the media work. I had 40 years of going all around the world.

Sitting in hospital with broken legs and arms and not knowing who or where you are isn’t much fun either. But I think if it was easy then everyone would do it. Truthfully, compared to many people in this world, I haven’t had a lot of hard things to deal with. It’s been hard in my own little world but I’ve been lucky and I don’t think anything I’ve done has been mega, mega tough.

If you could choose one race circuit from your time (except the TT), which would you consider the most dangerous?

The Nordscheife Nurburgring circuit, when the German Grand Prix was held there. I found that very dangerous because it was difficult to learn, similar to TT for foreigners going there. I didn’t think it was right to have the GP at the Nurburgring because Barry Sheene was still battling for the title and it was wrong to try and get people to learn a circuit as long as that, as all the locals had been there before and knew it better than us. Imatra was pretty dangerous in Finland, as was the Czechoslovakian Grand Prix on the old street circuit at Brno. Spa’s old street circuit in Belgium was fierce too.

If you could go back to one race circuit to ride again, which would it be?

I’d probably choose somewhere nice and safe, like Mugello. You get to the stage where you’ve gone through a lot of accidents, so you don’t really want to continue doing the hard stuff. That’s why as you get older, you generally get slower. I’ve ridden a road bike around Mugello but I wouldn’t mind riding a race bike round there. I rode a 500cc two-stroke round there in the 70s but it has changed a bit since then! I wouldn’t mind a blast round on an RCV!

Your thoughts on the British Talent Cup?

I think it is great. I think any championship for youngsters to build up their talent in the kind of country we live in is good. It’s a bit like an academy. The Red Bull Rookies has been brilliant, so many riders of today have come through that, such as Zarco. There can never be enough cups, simply because we need to give chances to kids who don’t necessarily come from privileged families. It’s an expensive sport and if you come from a not – so – privileged family, then you’ll probably end up playing football or rugby or cricket, which you can do down on the village green. However, with motorcycle racing, you need a wealthy parent to get you a motorcycle. If you can get more riders then it’s good because the bigger championships will be choosing from a bigger pocket of people.

I am a believer in the fact that if you can ride a motorbike, you can ride a motorbike, whether that be on a GP bike or Superbike. Danny Kent may be an exception to that and going back to my era, then Angel Nieto never could ride a big bike. Jonny Rea, Ben Spies and Cal Crutchlow have all proved that they can win or do well on either prototypes or road-go bikes. I don’t think it will take away from riders coming to the British championship.

Will Brexit effect British motorcycle racing, or motorcycle racing on a whole?

I think it will effect the country. I voted to remain in the EU because I feel we are bigger and better and a lot easier together. I travel a lot and a lot of people do the same, so I don’t really see the point in Brexit. For me, we’ve gone the wrong way. I’ll get my shoulder behind it like everyone else however. It could, in theory, hinder international based British companies that want to trade with the EU, however I really don’t know. I come from a period where, when I wanted to drive to Italy, I had to get stamps in France, Belgium, Germany, Switzerland etc. Open Europe has been a Godsend for everyone and lets hope it stays that way.

The state of other national championships. 

They lost their way a bit. We are sat here on a sunny day at Snetterton and the amount of teams, sponsors, motorhomes, personnel etc is huge. I’ve walked around just now with Matt Robert’s and I think it is as good as any WSBK event, if not bigger. I suspect their series’ aren’t as healthy as ours because half the good guys come here anyway. BSB is unquestionably the strongest domestic championship in the world.

What are your favourite pranks?

Oh God. There’s been so many of them! The easiest one to do and anyone can do this at home – it sounds like one of these Blue Peter programmes!  If you get they keys to someone’s car, then just wind the window down and put a brick and some shattered glass on the seat. You need some broken glass of course – I always keep a dustbin full of broken glass which I get from Autoglass. Then, when the person comes out, all you have to say is that they’ve had problems with the gypsies or the neighbours. Lend them some tape to try stick it together and then they generally drive down to a garage or Autoglass to get it replaced, when the actual window itself is just wound down! I got my daughter not long ago – she should know better!

Now, with this remote control rat, it looks like it could be quite good for ladies toilets. You have to get in there in the first place and whizz it under and then listen for the scrambling of feet and the screaming.  In a restaurant would probably be good too. I know you used yours in KFC. If you do it in the right restaurant then you might be able to get a discount with your meal but then again, I might end up in the shit!

I would like to say a massive thank you to Steve for his time, as I know he was pushed for time as his Plummet Airways flight back to South Cambridgeshire was departing very shortly. We wish Steve all the best and look forward to seeing or hearing him in his various forms across the TV.

Interview by Kiko Giles – @MotoGPKiko

 

Exclusive: Shane Byrne Interview: Why Not Carry On?

I felt privileged to chat to an icon of British Superbikes. Five time champion and the series’ defending champion Shane ‘Shakey’ Byrne gave me a great insight into what it’s like at the top of British Superbike whilst also enduring a tricky start to the 2017 season. This is what he had to say in answer to some questions I put to him, way back at Snetterton.

2017 in your words…

The first part of the year has been really difficult. BSB is BSB and as much as some people dislike The Showdown, sometimes it can work for you. I think that as it turns out, even without The Showdown scenario, we’re slowly but surely clawing our way back to the top. We’ve got our difficult tracks out the way now so I’m very hopeful and here (Snetterton) is the start of a run of circuits that I really enjoy and the bike works very well at.

Whilst it hasn’t been the strongest of starts to the year, it’s not because we haven’t had the speed or because of problems. It’s because I got really unlucky at Donington Park and lost the front on a cold tyre, keeping me out of both races. Then at Brands, I really wanted to win and without question I was going to win race two, then, I lost the front on the bumps and down I went. That’s racing. I’ve been around a really long time and you learn to roll with the lows and enjoy the highs when they come.

Are you surprised at how competitive Glenn Irwin has been this year?

Not at all, why would I be surprised? He’s got exactly the same bike as I have. Glenn has come from a very fast family. His dad was a very quick racer. One of his brothers is leading the British Motocross Championship, his younger brother is doing well here in Supersport and you’d be mad to think that Glenn wouldn’t be there too. He’s had a relatively short circuit racing career but at the same time, he’s come through very quick. He’s had a season and a bit on the bike now and there has to be a point where you say, ‘time to do a job now’. As it stands, he’s got unlucky with an accident at Knockhill and all he needs to do now is get himself back and back strong again. The problem with these bikes is that they are so hard to ride. If you comeback injured, you might not be able to do a proper job. Then your confidence starts to go down and it’s spirals from there.

Do you think he will be in The Showdown?

I certainly think so. He’s a very strong and determined rider and if there’s anything I can do to help him secure a top six place then obviously, I will. However, first things first, I need to secure my own placing! I need to get myself up there in the podium points standings. He should be fine when he gets back at Brands Hatch.

Since joining the paddock in 1999, what has been the standout moment for you, excluding your 5 titles?

I don’t know really. I’ve seen lots of people come and lots of people go. I’ve seen lots of fuss made of some people and not so much of others. I’ve seen people where you think, ‘if you had a good bike, you’d do really well’ and others on good bikes where you think, ‘you’re not that good at all’! That’s not me being harsh, it’s the facts.

At Knockhill, I was 7th in the standings and well down on podium credits. I left Knockhill 3rd in the championship and with two podiums. In some ways, you could say ‘job done’. The problem is that it’s not enough. It’s only enough when you come away with two wins. I think the minute that I start accepting third place is worrying.

It’s not what I am here for. I have to push and your continuously looking for that extra something.

Talk about rider preparation in a top BSB team.

I’ve started doing something at this round in my personal preparation. I’ve never done it in my whole career! You may not find half a second in one change on the bike, but three changes on the bike and you might find 0.1 here, 0.5 there. Suddenly, you’ve found a second. It’s the same with your personal preparation. Everything you do and the way you go about doing it has to be in the manner of ‘chipping away’. You’re at the top of a very professional championship and sometimes, I might be the benchmark of the championship, so other riders will be taking chunks out of you. Therefore, you have to find ways to be faster, stronger etc. It’s good and I enjoy the challenge of that. People say to me “how much longer are you going to be around?” etc, but I’ve got some pretty big numbers I want to hit in the championship. The 100 victories is obviously a target. On average, since coming back in 2011, I win 8-12 races per year. The 100 victories is one of my little missions.

Do you feel that you never got a proper chance at World level?

I’d give up all five BSB titles for one WSBK championship. That’s my dream: to be a world champion. The day you stop dreaming of being world champion is the day to hang your leathers up. I still dream of it but the problem is I’m not in the WSBK series!

Could you return to WSBK in the future?

I don’t know. Listen, people look at me now, at 40 years old and think, ‘when are you going to retire?’, ‘do you think you can do this, do you think you can do that?’ and I feel like saying ‘f*** **f’, I’m here to race and win – which I am doing. When you can put on a performance like I have this weekend and show everyone that you can still do it, then why not carry on?

Who was your standout teammate throughout your career?

Carlos Checa was great as a teammate. Jeremy McWilliams was a lot of fun! Ryuichi Kiyonari is the standout one though. I had, and still have, so much respect for that guy. I’m gutted that he left because even when I was his teammate on the exact same bike, when things were going good for me and not so good him, you could never, ever discount him. There was enough mutual respect between us that we never discounted each other. Lots of things have to be right for Ryuichi but his speed is unquestionable. He’s doing the Suzuka 8hr this year, chances are he will win. He’s undoubtedly one of the fastest guys I’ve ever raced.

 Image by Gareth Davies of Full Factory Photography.

Story by Kiko Giles

@MotoGPKiko

Exclusive: Jason O’Halloran Q&A

Sum up your year so far.

It’s been a lot of hard work. We have all had our heads down and have been trying to figure out the new bike ever since we got it. The previous model had been worked on by the whole team – not just me – making it very easy to figure out. When you get a new bike, it isn’t just new for me, it is new for the team. You have to figure out how things work. The flyby wire was knew for myself and also for the team. We didn’t get a great deal of testing prior to the season starting. We had 4 days in Spain, the Donington Park test was wet and then, we had the first race.

We knew immediately what it was we needed to work on. The throttle feeling and throttle connection were main things. How the bike delivered its power: it has more power than last year, and we just needed to control that. As you’ve seen, every round we are getting closer.

Is the bike as good as you expected it to be?

As a road bike, I’ve done six days on it. From the previous model road bike to the new model road bike, it is such a step forward and it is a beautiful bike to ride. In BSB, we are restricted to some of the stuff that we can use, due to the rules. In a way, we lose some of the good stuff that Honda have done, and then we need to work in other areas. As a road bike – it is fantastic. As a BSB bike – we are restricted – so we are still finding a feeling with it.

Have you experienced any gearbox issues?

I haven’t had any gearbox issues on the new Honda all year. I’ve got no idea what happened with Guy Martin at the TT but from my personal experience, from my first ride on it up to now, I haven’t had any problems with it at all.

If you had the dry test, do you think you could have been there from the start?

We were, and still are, on the back foot. I don’t think any of us anticipated just how much work that needed to go into the bike to get it feeling how we wanted it to feel. I think we thought ‘OK, some parts are the same, others are different, so we will just have 4/5 days working on the bike and we will find a setting fairly quickly’. That clearly didn’t happen. I think that if the bike came earlier or if we had another five days testing, we would be five days further forward. We have made massive steps in a very short space of time.

Are you or your team co-operating with Red Bull Ten Kate Honda in WSBK?

I don’t have a massive amount of communication with them, the guys at Honda Racing UK might and the team itself might but I don’t have any personal communication with them guys. We use similar components, such as brakes, suspension, swinging arms and the chassis is pretty much the same. One difference is that they use Cosworth engines and we use our own engine people. I don’t know exactly what their issues are compared to what we have but as you’ve seen, we have Shane Byrne – a world class rider – on a very, very fast Ducati and we are able to be competitive with that. What we are doing here must be working.

Following the death of Nicky Hayden, have you been contacted regarding a ride?

I haven’t had any communication with Honda yet. Unfortunately, pretty much every WSBK race clashes with BSB. I don’t think it will happen. It may happen if we have a good year but at the minute it isn’t in my plans.

Do you have ANY plans beyond 2017?

I don’t have any plans at the moment. It’s very easy to start talking about next season when you start winning races straight away but as you’ve seen, it’s taken us a little bit of time to get going. I’m enjoying BSB. As much as I want to go to World Superbike, the route there seems more difficult than it has ever been, especially to try and find a competitive seat there. You’ve got guys from MotoGP coming back to WSBK making it more difficult for new riders to get there. Like I’ve said, I’m happy here in Britain. I think over the last couple of years, we’ve improved quite a lot. I think I’m getting close to being able to challenge for the championship. I really want to be BSB championship.

Talk about your comeback from injury.

I broke my femur and my hand pretty badly in 2915 at Thruxton. It was a very long road to recovery. I came back last year and got on the pace pretty much straight away – I qualified 2nd at Silverstone. The races obviously took a little bit longer, because I wasn’t as bike fit as I thought or hoped. I had a great year last year and I feel as good as I’ve ever felt with the bike. I feel at home with the bike.

Where can the Australian Superbike championship improve, so it produces more successful riders like in previous years?

It’s a real shame for Australian Superbike riders because the Australian Superbike championship, when I came through, was at a very high level. Some of the guys who are there now are winning and are actually of a very high level. They just don’t get the recognition that they deserve, for a number of reasons. The championship is quite small being one, and Australia’s physical location being another, as it is so far from Europe.

I don’t really know what they can do to improve it – I know the organisers are trying really hard to improve it but in he last few years, there has been two separate championships which has really, really hurt them (FX Championship and ASBK). Now all the main teams are in ASBK, I think it will improve. The teams that are in Australia, such as the Factory Honda and Factory Yamaha teams, are as good as what we have in the UK. The personnel, the equipment and the workshops are all as good as top BSB teams.

It needs a bit more coverage and a bit more money behind it, which will bring in more support. It is very difficult for them though, as the country is so big. You can’t follow it like BSB. You get to recognise some of the fans over here and you see the same faces. In Australia, they can’t do that because it’s so vast.

Do you think you can make the showdown again this season?

Yes. I think the showdown for us is a number one target and we are in that position at the moment. However, it only takes one dropped result or a crash and you’re out of it, because the points are so close. It is really important to keep bagging the results and hopefully, we can make it!

Thank you to Jason for his time and to Gareth Davies of Full Factory Photography for the images.

Knockhill: Should it Stay or Should it Go?

Image courtesy of Impact Images, from JG Speedfit Kawasaki.

After a crash-fest on Friday morning, Knockhill has come under scrutiny from British Superbike riders and fans, with the precedent being set that the circuit needs investment in safety. Whilst some riders like the track and enjoy it’s challenges, others have slammed it, with riders such as Josh Brookes in the Superbikes and Ryan Vickers in the National Superstock 600 class saying that a change has to come. Here’s what some notable people in the paddock had to say about visiting Knockhill.

“I like Knockhill! This circuit has always been really good to us and I actually really enjoy it”, said Luke Mossey, who now leads the BSB championship. “Yes, it’s a bit far from my home town but it’s just one of them things really. Like I say, it’s been good in the past and will be good again I’m sure”.

Also fighting the pro-Knockhill corner was Superstock 1000 ace, Danny Buchan. “I think Knockhill is safe enough, for sure. It depends on the nature of the crash”, began the ‘Basildon Bullet’. “Glenn Irwin’s crash was very unusual and could’ve had the same end result if it happened at any other circuit. If they took it off, we’d just have to adapt”, said Buchan, speaking pragmatically about the circuit’s future. “It’d be gutting for the guys in Scotland, like it is for the guys in Ireland with no Mondello Park”.

Pete Extance, team owner of the JG Speedfit Bournemouth Kawasaki Team was far more balanced in his response. “The circuit itself gives some great racing, riders enjoy it and yes there’s been a few accidents but the riders have to ride within themselves and the levels of the circuit”, Extance stated, having had his rider, Leon Haslam, wiped out of contention for the weekend by a cold circuit. “I think if you start considering Knockhill being removed, you’ve got massive problems. You’d have to start looking at Brands Indy. I think we should continue coming up north. It’s down to the organisers and the circuit to improve the safety”, although Extance goes on to say that the medical facilities are fantastic.

“One thing that is for sure is that BSB is the safest championship to be in. Great medical care and I think they are certainly very careful within safety”, he continued. The Bournemouth Kawasaki Team Owner did however acknowledge that there are improvements needed for the circuit. “There are some areas around the circuit which need more run off, whereas there are others that have sufficient amounts”.

Extance finished by looking on the brighter side of things at Knockhill, saying, “I’m not sure we can blame the circuit for the incidents on Friday Morning. Also, it’s a national championship and the tents that have been erected at the end of pit-lane, whilst not ideal, aren’t a bad working structure.

However, Ryan Vickers branded the circuit as “needing development”. It definitely needs development and their first port of call is to resurface the circuit”, said the 18-year-old. “The bumps into the first turn and then into the final turn are horrific. Things like the chicane, the bikes have outgrown it, even for a 600cc. I had a little run on in practice but because the distance from the circuit to the barriers are so short, I had to lay the bike down. The track doesn’t cater for mistakes”.

Vickers continued, saying, “I wouldn’t really miss it judging by this weekend but it wouldn’t be good for the people of Scotland. Knockhill needs looking into within the next couple of years, because it’s about rider safety at the end of the day. It’s not safe with the bumps and the cambers.

Former champion Josh Brookes back up the opinion of the National Superstock 600 riders, saying, “I would not miss this circuit if Stuart Higgs took it off the calendar”.

Brookes continued, also mentioning how the series itself needs to help Knockhill improve, with more funding required. “I kind of want to say that it needs to be on the calendar but it’s not like we are short for space. Why doesn’t Stuart Higgs get in with Jonathan Palmer and make some sort of business plan and sort the circuit out. We can have a bit of extension, buy more land to make more room and have some more circuit. Widen the track, resurface the place to take the bumps out and all of a sudden, you’ve got a pretty decent circuit and a round of the championship that everyone is looking forward to”.

The Australian also said, “This year, more than any, has illustrated that there needs to be change here. It’s not because we don’t want to come to Scotland, it’s because the circumstances are what they are. Something has to change. I’m sure that there is enough money between the big people of this series to invest in the track”.

The general consensus speaking to others around the paddock is that as much as it needs improvement, it would be a disaster for the Scottish people if they had no circuit to come to. However, improvements have to be made in order to keep everyone and every rider happy and safe. Whilst tradition is key, British Superbike directors will have to think carefully about whether it should override the modern times and demands of the modern bike. If a 600cc bike has outgrown the circuit, then investment will need to be required as soon as possible.

Having said all that, there are plenty of people who are enthusiastic about coming to the circuit itself. It is not far from the nearest town, Dunfermline, which is a massive plus compared to somewhere like Brands Hatch, which is similar to Knockhill if you compare them with the Indy layout. The circuit provides excellent racing and history suggests that there’s rarely been a serious accident at the circuit.

In 2013, Matthew Polanski was killed at the circuit, whilst a second rider was airlifted to hospital from a separate accident a day later – although it may be worth noting that these accidents occurred whilst running the circuit in the opposite direction to the BSB riders. This was only the 2nd time in 25 years that a rider needed to be airlifted to hospital. Knockhill’s safety record is far superior to the likes of Cadwell Park, Brands Hatch and Silverstone. This highlights that Knockhill, while some say it is dangerous, is no more dangerous than anywhere else and that in fact, is one of the safer circuits on the calendar.

Whilst this may not have been at British Superbike level, the fact that it was only four years ago will be alarming. As bikes get quicker and riders push limits, accidents are inevitable. However, it’s how you limit the risks and narrow the vulnerability of a rider on circuit that matters. The bottom line is investment is needed at the circuit, before there are any snap decisions to remove it all together.

Image courtesy of Impact Images, from JG Speedfit Kawasaki.

Everquip Racing’s Road to the British Superbike Paddock

Image courtesy of Gareth Davies of Full Factory Photography. You can find him on Facebook and Twitter, so follow for all the awesome pictures.

It is one of the most incredible stories surrounding a team formation in recent years. A business owner from Hornsea on the picturesque Holderness Coast took a huge risk in backing a certain rider in British Supersport last season – admittedly knowing little about the world of motorcycle racing. From tears and cheers to heartbreak and despair, as well as the graft and hardwork, Everquip Racing formed to become a full-time team in the British Supersport championship in 2017, with South African star Bjorn Estment as their rider. But the journey undertook to get to the championship is simply incredible. This is how Everquip Racing came together to be part of one of the most competitive championships in the world.

Stuart Everard, one of the owners at Everquip Garage Equipment, has been in business for over two decades. Carl Crisp, a former racer, is a Director at Everquip, along with Lyndon Blackburne. However, unlike Stuart, he has a fond interest in motorcycle racing.

The Hornsea bike event of 2015 would be the start of the interest in the world of bikes and bike racing. Thousands of people from the area and elsewhere descended onto the event, leaving Stuart thinking, ‘if only the event had a sponsor’.

Meanwhile, South African Bjorn Estment was thinking the same thing, this time however, it was about himself. Estment has been one of the stars of tomorrow for the last couple of seasons but he has never been allowed to showcase the talent that many know and believe he has. Due to his lack of interest in the sport, Stuart Everard reluctantly sponsored Bjorn, who at the time was riding for East Coast Construction – the same team that Lee Johnstone brought success to from the road racing scene.

On the return to the 2016 Hornsea Bike Event, Everquip sponsored the festival. Bjorn was also in attendance, with his bike at the time (a Triumph). This was the first time that Stuart had personally met Bjorn. Instantly impressed with the South African’s ability to charm people and his determination to succeed in the motorcycle racing world, conversations instantly became serious. Everard recalls having a few pints at Cadwell Park last season and falling off his much loved van, laughing about going full time for 2017. The subject was discussed but no promises are made.

I first learnt about Bjorn’s lack of ride at the Hornsea bike event last year but told him to go to Donington Park. The South African joined Fred Clark on the circuit commentary throughout the weekend, announcing that there was discussion about coming back to the British Supersport Championship. Everard, during a journey from Knockhill to Sheffield, told me that he wanted Bjorn to take a step back from racing at Donington Park, to reset more than anything. To get a taste of the action, Everard and business partner Carl Crisp went along to Assen, The Netherlands; one of the most iconic circuits of all time. As well as getting an idea about the effort, he was getting an idea about branding and what it takes to become a successful team in BSB.

In typically Dutch weather conditions, British Supersport qualifying began. The track was drying and times were getting quicker and quicker. Suddenly, Estment went top, which was half expected as the drying conditions helped all out on circuit. However, nobody who crossed the line after him could beat the South African’s time. In their first proper weekend together as a team, Estment and Everquip were staring down the barrel of pole position. Although Mason Law and David Allingham would pip Estment to pole, it was a stirling effort which nonetheless put him on the front row of the grid at what I dubbed last year as “The Cathedral of Dreams”. Everard recalls the moment in his own words:

I remember being in the pit garage thinking that this could be something really special. What I did not expect was the reaction of the team. Grown men crying in the garage, I’m thinking ‘what the hell am I getting myself into here?’. When I saw how much work went into Bjorn and how much passion there was in the team, I thought, ‘this is what I want to do next year’.

The season would come to a sticky end at Brands Hatch, with a 14th place and DNF. Tempers ran high, with fallouts amongst various different team personnel. But this wasn’t enough for the team to break up and dissolve. An announcement was made on the Saturday of the meeting that the team would be a full time feature in 2017. The emotional connection and bond had become too strong.

When MarTrain Racing announced their immediate withdrawal from motorcycle racing, it became the perfect opportunity to buy a motorbike which had proven success. The bikes and the spare parts were snapped up and the formation of Everquip Racing was underway. A Michael Dunlop engine was snapped up and now it was finally happening. Along with the purchase of the parts required to actually go racing, branding became important. Racking up the views on Facebook and Twitter, the team was gaining respect and presence in the paddock. Their launch was made in front of over 500 people in Hornsea, where it all began in 2015, from a local businessman wanting to do good for his community.

Then, the real racing began. Testing in Cartagena was far from a lads holiday. A fuel leak almost caused a major disaster for the team but thankfully they avoided the calamity. Bjorn then arrived at the first race of the season where he crashed the bike straight away. However, it would be more pressing circumstances that would act as a wake up call for the rookie team.

But the frightening prospect is overcome by Bjorn’s passion and drive to succeed. “The inspiration that Bjorn carries with him makes the whole team pull together to do well”, said Everard, as we now arrived back on the English side of the border. “I’m not into bikes but I’m passionate about Bjorn. The thrill of racing and excitement to the point where you feel sick compared to wanting to do well and get podiums is the best. The sheer balance is incomparable”.

Not many riders have been given the massive opportunity that Estment has. But, that said, he doesn’t take that for granted at all. A life long supporter of MotoGP superstar Valentino Rossi, Estment always has a spec of fluorescent yellow on his leathers. If you’re privileged enough to experience the Everquip Racing Hospitality Unit, then you will notice a yellow piece of flooring surrounded by grey and orange. The yellow is Bjorn, whilst the grey and orange around him is the team. Estment is incredibly grateful for the team but also for the backing that saved his career. He is a real team player. So many riders have struggled with sponsorship over the years that has restricted their efforts to grow, like Luke Jones for example. You just need a break and Estment has got that. Likewise, the team have got Estment, one of the biggest stars in motorcycle racing to come.

Here is what Bjorn had to say about working with the team and the opportunity he has been given:

As a rider you literally grow up hoping, dreaming and believing that one day you will get the opportunity so many strive for and few are fortunate enough to be given. Few are presented with an opportunity to achieve success and greatness in ones given passion!

My said ‘passion’ is motorcycle racing and at the the back end of 2016 (arguably one of the toughest seasons) I was thrown a life line of great proportion with the chance to run with the full backing of market leading inspection pit and garage equipment company, Everquip Garage Equipment ltd. This chance/opportunity that I have been given is a remarkable turn of events after previous campaigns and seasons where due to many limiting factors, I could only show flashes of skill and potential that many believe I posses. After years of hard work, dedication, desire and a relentless will to achieve and get to where I believe I should belong, Everquip Racing have given me a much needed chance and I am eternally thankful to them. I will not let them down! Also, a massive shout-out to Total Building Services, Pro Air conditioning and pulse engineering – my loyal personal sponsors who have supported me through the tough times and the good times.

Looking back at what seems like a whirlwind season already, I believe we have achieved so much in such little time. We as a team can be proud of our debut effort in British Supersport, and we’ve delivered a number of solid results which potentially, could’ve been even better had Lady Luck been on our side at moments along the way.

We have made our presence known and felt as a team and provide consistent entertainment to many friends, fans and followers. I believe we are well liked as a group and an asset to the British Superbike paddock! I certainly believe we will be a force to be reckoned with in the very near future with a run of circuits that play right into our strengths.

My father once said and continues to say to me, “We see so far because we stand on the shoulders of giants”. Everquip are mine and my boys giants and together, as a unit, we will dream. We do believe and we will certainly achieve.

We hope you all come along for the ride, support us and enjoy the roller coaster that is Motorsport, motorcycle racing and more specifically, British Superbikes

The team have a great working atmosphere however. Having experienced the whit and banter of mechanics Derek Rhodes (lead mechanic) and Mark Hill when they gave me lifts from Dunfermline to Knockhill and back throughout the weekend, the team oozes drive and positivity. Mark is also a sponsor of the team, with MHP Exhausts. The food is all cooked by Stuart’s wife Andrea, alongside Jane Gough and Sarah Kennedy, who, after spending sometime with them both and other members of the team on Sunday evening, really pushes for success and strides for the best. The team is everyone’s first concern. Ryan Estment, Bjorn’s brother, is Team Manager, whilst Joe Bolton is a third mechanic. James Grantham is a loyal sponsor of Bjorn’s, who attends all rounds with the team. The only thing Stuart believes is missing, is a data technician.

Sponsors besides Everquip are Michael Barraugh Steel, Pneumatic Engineering, Watts Mix and Total Building Services. Without these sponsors, racing would not be made possible and it goes again, down to the will to give Bjorn and the Everquip Racing Team a big break.

The team have massive plans. There’s discussion of buying a the new Yamaha 600cc machine, as well as progressing through the British Superbike paddock, remaining with Bjorn. Everard admitted that it is a steep learning curve and that he “wishes he knew more about bike racing”. He said he “regrets not getting into bikes sooner, but I always wanted to work in F1 driving the trucks”.

“When he wins, there will be a huge party! We believe in becoming successful so much that we will keep going until we achieve that goal. Resilience is so important. The risk and the stress is far greater than I had imagined but it’s that edge-of-the-seat aspect that makes us want it more”.

From not knowing much about motorcycle racing to being fully immersed in it, Stuart Everard hasn’t just embraced the BSB culture with welcome arms but he’s allowing someone to go all the way. The transformation of the team is absolutely remarkable. They could never have imagined being so successful, so soon – with 6th place at Oulton Park being their last result following Bjorn’s frightening accident in Knockhill qualifying.

It’s an inspirational journey. A journey that has seen tears of joy and moments of anger unite a team together for them to set off in achieving one, end goal. In the words of Stuart Everard coming through Newcastle on Monday morning after the Knockhill weekend: Allowing someone to fulfil their dreams is one of the most amazing and satisfying experiences and it is an honour to do something for a lad who simply wants to ride his bike and win.

 

Kiko Giles @MotoGPKiko

Josh Brookes Evaluates his TT Return

Image courtesy of Martyn Wilson, of Pitlane Photography

Having had two years away from the Island, Josh Brookes returned to Snaefell Mountain Course, achieving his best finish to date with 6th in both the Lightweight TT and the Senior TT, for Kawasaki and Norton respectively. Besides the results, the Australian sensation spoke to me about his experience whilst over on the Isle of Man, particularly with how he adapted to riding such a vast range of machinery. He also talks about how mental and physical strength can be pushed to the limit when track time is limited.

How would you sum up your Isle of Man TT experience?

It was a frustrating couple of weeks. The weather wasn’t very kind. I kept thinking that the top guys such as Hutchy and Dunlop wouldn’t be too bothered because they’ll use their experience and they’ll only need 6-8 laps. After that, they’re in their rhythm, they’re in the groove, they know the track and the bike is sweet. However, I think they were spending a lot of time trying to set their bikes up the way they wanted them so they probably wanted more laps too.

In any case, for me, I wasn’t really looking to make a lot of changes to the bike because I was happy with the way it was working. I just needed laps for myself and get calm within the circuit. Having two years away meant that it was very difficult to remember how deep you went into each corner at what speed to make it through, not necessarily which corner was up next. It’s very difficult to explain to people who haven’t ridden the bike or the circuit. Even if you have done either of them, it is still very hard to grasp exactly what it is that you lose. Lots of people think that you’ve forgotten the track so you go slower.

However, although you might know the corners coming up and the sequence, the problem is that you’re trying to remember from the last time. You may get into a corner at 150 km/h but when you arrive and brake a little bit too late, that’s because you thought you could get to a certain point that you were at last time. You have to ride slower and then build up to it; obviously, it’s a long way round and a lot of corners so it takes a long time to remember the whole circuit and the succession of approaches and exits. It’s a little bit like a new CD. You won’t know what song is coming up next but once you’ve listened to CD over and over again, you anticipate the song coming on and sing word for word when the song does come on.

As the week goes on and you get more practices, you know what’s next and feel relaxed and kind of prepared for what is coming next. Having so few laps in practice determined my success I think. Considering all that, I had a really good race and to come 6th in the Senior TT with the bike and the first time I’ve ridden it and after all the problems regarding the weather, it was a great finish. I’m pleased and proud with everything I’ve done.

It’s not just knowledge either, you do adjust too. Your body acclimatises to the experience. At the Sulby Straight, you know that on a Superbike, you can go flat out right to the end on any bike. However, it takes about eight laps before you dare do it. Even though you know it can be done, things are going passed your head at that speed and your self-preservation kicks in. Even if the bike isn’t much better and you’re not much better, it makes it easier to ride at that speed than what it did before.

Was returning to the TT harder than when you first went?

It was harder when I first went, for sure. Don’t get me wrong this year was still hard and I was surprised. It did give me a lot more respect about what I was able to achieve in the first year. The first year wasn’t actually a very good year either. The first day was wet. The second day, my teammate was killed. The third day was wet. We was quite late into the week getting any form of practice then as well, which emphasises even more the success of this year and of my debut year. Even then, I set my fastest lap during the race, which at the time was the newcomers lap record. I didn’t realise at the time what I had done. So, coming back this year was almost like being newcomer all over again. When I was building the feeling up again, I thought ‘wow’, because I must have been going through the same feelings I went through as a newcomer because it’s very difficult to learn. It wasn’t as hard as learning it for the first time but it wasn’t an awful lot different.

In the 2013 Superstock race, I pitted with a chain issue which forced me to retire. In the Senior TT, there was a fault with the electronics and I didn’t carry on. The only full race I got was after three days of practice and a condensed load of laps. I didn’t recognise it was such an achievement until now, having had two years off, where I can really appreciate that year because it was my first time. Coming back this year felt like I was re-living that same process. I felt completely at ease with my knowledge and feeling of the track by the Senior TT.

It must have been hard to adapt to so many different bikes around one of the most difficult circuits in the world?

No, not really. The Honda that I raced wasn’t too bad. I had rode the CBR 600cc bike to third in the World Supersport championship behind Andrew Pitt and Jonny Rea, with a win at Donington Park that year and because the bike is relatively similar to how it was then, it wasn’t too difficult. What realistically should’ve been three new models hasn’t worked out. I hopped on a bike that felt like my own.

Also, the difference between a Supersport, Superstock and Superbike, as varied as they are, isn’t too much. Therefore, it isn’t too hard to adapt. It feels different but it is something that riders have to be able to do. To be a good rider, you have to have a certain amount of adaptability. I found it more difficult with the lightweight. The speed, the weight and the gears were so different. It was also a bike that I’d never ridden before – I only had two laps to qualify it and then raced it. I think I rode the bike well. Again though, the start of the race was slow because I just needed more time with the bike. It’s the kind of bike where you need to use every single inch of road to really make it work. It’s not physically difficult to ride because the engine in the bike is lighter.

One thing many people don’t understand about motorcycle racing in general is weight. The weight of a 1000cc bike on scales may be the same as a 600cc, however, the gyroscopic weight is massively different. Therefore, as a rider you have to adapt and try and control that gyroscopic weight so then, a 600cc feels really easy to ride. However, the 650cc is on weight, heavier but the gyroscopic weight makes it easier to ride than a 600cc bike because it had a two cylinder crank, so it’s narrower and feels so much better to ride.

These elements of the bike make it feel easier to ride but you have to take more risks, because to make it work. It was a bit of a rock and a hard place really. As I was learning the bike and willing to push the limits with the track, I got quicker but unfortunately, you need to go from the first lap. As soon as you get the tap on the shoulder, the quick guys are off and that’s when experience, skills and track knowledge comes into play. I feel I’ve always been stereotyped as a risk taker but actually, I think that’s inaccurate. I feel more reserved and calculated than most other people; my riding style in earlier years may have promoted the idea from a spectator point of view as, “Wow! He’s on the edge!”, whereas I’d look at that and think that’s how that bike needed to be ridden at the time. A bit like Marc Marquez with the Honda. I feel like I only take risks when I’ve calculated them and I believe that it is that approach that keeps me safe on the roads.

Did the difficult weather make it more physically and mentally demanding?

The problem was that when I did get laps, it was all on one day. Instead of doing five laps, having a night to sleep it off and coming back the next day to talk about it and let it all sink in and digest the information before having another go, I was like “missed yesterday, missed the day before, missing tomorrow” and suddenly, I had 9 laps in one day. After that, my head was absolutely fried. I needed the laps, yes, but I didn’t dare do another one! I was physically fatigued, my mental ’data’ was completely maxed out. There’s no more room for information. Even if I did another lap, I wouldn’t have gained anything. This year, the TT was a fight against time.

Does skill alone win you a TT or do you need a lot of experience?

My riding skill is as good as everyone above me and my learning skills is pretty strong – being fastest newcomer in 2013 proves that. Riding different bikes means that I can also adapt and that has been a consistent trend throughout my career. At the end of the day, it does come down to experience. That’s what I needed more of.

 

Kiko Giles @MotoGPKiko

Reid Joins Tyco BMW in Superbike Deal

Image courtesy of Bournemouth Kawasaki 2016

 

Andy Reid has joined Tyco BMW following a test at Kirkistown on Monday.

Reid has been out of a ride in 2017, having won races in British Supersport for the previous two seasons, firstly with Keith Flint on the Team Traction Control Yamaha and then on Pete Extance’s Bournemouth Kawasaki.

The hard-charging tattoo artist from Belfast will make his debut in the British Superbike championship at the Snetterton 300 circuit this weekend, hopefully alongside his new teammate Christian Iddon, who is still recovering from a nasty arm injury sustained at Knockhill.

“I’m just delighted to have been give this opportunity by TAS Racing and Tyco BMW to finally join the British Superbike grid, said Andy, making his first British Superbike racing appearance of the year.

“I’m coming in as a rookie with a clean slate, so I’m coming with an open mind and ready to learn from an experienced team. They are a team I have always admired and yeah, I’m pretty excited if I’m honest.

“It will be a steep learning curve, but again I have confidence in my ability to learn, but I also know it’s not all about week one; this is a work in progress and I can’t wait to get started, explained the 23-year-old.

Reid was runner-up in the 2014 National Superstock 600 championship behind World Supersport rider, Kyle Ryde.

Kiko Giles @MotoGPKiko

 

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