Dutch TT at Assen 23, 24, 25 June 2005

HONDA TRIO NEED CHAMPIONSHIP BOOST IN ASSEN

The 2005 MotoGP World Championship is only six races old but if a Honda rider is to catch current runaway points leader Valentino Rossi (Yamaha) then one of the chasing three; Marco Melandri (Team Movistar Honda RC211V), Max Biaggi (Repsol Honda RC211V), or Sete Gibernau (Team Movistar Honda RC211V), need nothing less than a win here on Saturday.

Rossi is currently 58 points ahead of Melandri who is second overall, 68 points in front of Biaggi in third and 72 points clear of Gibernau who lies fourth overall. This means the reigning World Champion can now afford to drop points where any further DNFs for any of his pursuers would be disastrous.

Melandri is proving the most consistent challenger so far, scoring points at every race and not finishing outside the top four at any track. But the young Italian knows he needs to notch a maiden win soon and then build on that if he is to stand any chance of reeling in Rossi.

Marco scored his debut GP victory at Assen, the 125cc in 1998, and has won here on a 250, in 2002, his title-winning year in that class. He also came home third here in the MotoGP class last year on a Yamaha and it is by no means inconceivable that Assen might be the place where he puts his marker firmly down with a win here.

Max has triumphed here on a 250 in 1994 and 1995 and won here on a 500cc two-stroke in 2001. His talent is never in doubt but he is struggling for consistency on his factory RC211V this year and two podiums from six races is not quite the form of a World Championship challenger. The Roman needs nothing less than a win here to get his season going.

Which leaves Sete, who has failed to finish two races this year already. The Spaniard knows he has the speed to challenge Rossi, having beaten both Max and Rossi here in 2003. If he can muster the belief that he is once again the strongest challenger to Rossi, then this could be the place where he revitalises his World title campaign.

And what a place. One hundred miles north of Amsterdam, Assen is a fearsomely demanding track. A former ‘road’ circuit, with some of the old track layout retained, the track is narrow in parts and the camber, essential for drainage on a highway, gives the track a significant crown. Camber is one of the elements of this classic track that catches many riders out.

The track can ‘drop away’ owing to negative camber on entries to turns, and perhaps more significantly, many exits are plagued with the same condition. Just as a rider needs maximum drive – the asphalt conspires to deprive him. And this is only one element that makes Assen so challenging. The turns almost merge into one here and riders are painfully aware that one small mistake can have severe repercussions in terms of overall lap time.

Much will depend on how the teams and riders wrestle with getting these 250bhp machines adapted to the specific demands of the Circuit van Drenthe. A certain amount of stability is vital for the swooping turns, yet quick-steering is essential for the ultra-fast back section where rapid changes of direction at 170mph are the requirement.

Marco said, “This track is definitely different from the others because there are no long straights. Assen is one of the best tracks of the Championship, very quick and a lot of hard work when riding a MotoGP bike because there is no one point which is completely straight, yet you’re always going really fast. It is because of the multiple corners and series of variations that this track is so difficult and so easy to make a mistake on. Errors are not allowed. If you make a mistake on one corner, it will have repercussions on your entire lap.”

Sete said, “Considered the ‘Cathedral of Motorcycles’, Assen is among the quickest and most technical of the Championship. The rider must always keep a very high level of concentration as just one simple distraction can make him pay. The track doesn’t really have a straight, but the corners and the variations are very quick. The best point to overtake is definitely the last chicane before the main straight. The secret of a good lap? The track is made up of and joined by many different points, so it’s fundamental not to make a mistake. If you mess up one corner, it throws you off balance for the rest.”

“Assen is one of my favourite circuits,” said Max. “The track is very technical and you are always going in and out of a corner, never really in a straight line. I hope to find the right set-up with my team from Thursday free practice. We need to do well. Barcelona was frustrating. Now our goal is to find the good feeling with the bike that I had at Mugello and to be competitive”

Nicky Hayden (Repsol Honda RC211V) is ready for the challenge. “Assen is one of my favourite circuits of the Championship,” he said. “I haven’t qualified well there in the past but I had a good race there last year where we made up a lot of places. Like always we need to get a good grid slot and make it all count on race day. We had a positive wet test after the last race in Barcelona and we found some stuff that seemed to work in the rain. It always seems to get damp sometimes at Assen so I hope we’re in better shape than we would have been without the test.”

Alex Barros (Camel Honda RC211V) knows what it takes to win here, having scored a victory here in 2000 on a 500cc two-stroke. “I love tough, technical circuits, and this is one of those ‘par excellence’,” he said. “It’s tight, there aren’t many reference points and there are off-camber bends, so you need to be precise because you’re not going straight at any point. It’s just a sequence of curves and changes of direction all linked to each other.”

Troy Bayliss (Camel Honda RC211V) said, “I was disappointed to not be able to use the test day after the Grand Prix in Barcelona due to the rain, because I would have liked to have continued to work on the bike’s set-up. In the race weekend we did some good things, but I need to make further progress so I can ride as I want. We’ll try and get this at Assen, a physically challenging track, which has the sort of characteristics that most of us riders really appreciate.”

Makoto Tamada (Konica Minolta Honda RC211V) said, “Now is the time to make a mark on this World Championship after an unfortunate beginning. We have the expertise to shine at this demanding track and the team is, as ever, 100% behind me in this endeavour. I cannot wait to ride now that my fitness is approaching what it should be.”

Dani Pedrosa (Team Movistar Honda RS250RW) currently leads the 250cc point’s table ahead of Casey Stoner (Aprilia) and red-hot rookie Andrea Dovizioso (Scot Racing Team Honda RS250RW) and the young Spaniard is prepared for a hard weekend.

“The races in Holland are always tough,” he said. “Because the weather is very changeable and it’s never easy to find good race setting for the dry or the wet. It is a technical circuit with the highest average speed in the championship, although it will always be a very special Grand Prix for me because I won my first race at Assen in 2002 on a 125.”

And his teammate Hiroshi Aoyama (Team Movistar Honda RS250RW) is looking forward to another chance to establish himself as a regular front-runner, “I missed out on a good chance to make the podium at Catalunya,” he said. “So hopefully I can make up for that by fighting for it again at Assen. It’s a very difficult circuit where you need a lot of reference points. It’s also important to get a good grid position here because it’s the longest circuit on the calendar and the race can be never-ending if you’re riding alone.”

Reigning 125cc World Champion Andrea Dovizioso survived a painful high-speed crash in qualifying for the Catalan GP but despite the pain and discomfort raced to a fine third place. The Scot Honda RS250RW rider is in confident mood. He said. “I am Ok now, still a bit bruised but I like the Assen circuit and my bike is really good. I had a good race there last year but lost the podium on the last corner. If everything goes well in qualifying we will be OK in the race.”

Dovizioso’s teammate, Yuki Takahashi in his debut GP season has never raced at Assen. The diminutive Japanese rider will be determined to make up for his disappointing experience at Catalunya last time out where he crashed in practice and finished seventh in the race.

The 125cc class is tight at the top with Aprilia rider Mattia Pasini leading Thomas Luthi (Elit Grand Prix Honda RS125R) by just one point. He, in turn, heads third-placed man Mika Kallio (KTM) by a single point.

This Assen race could be critical in terms of the World Championship as no man can afford a slip-up here, yet all three will be anxious to score maximum points as much for the psychological edge at this stage of the season as for the numerical advantage.

Thomas Luthi (Elit Grand Prix Honda RS125R) said, “Sure I like Assen it’s a super track. I was seventh in the rain in 2003 but I missed the race last year because of a broken collarbone. Now I have a good bike I’m really looking forward to racing there again. It will be tough, but I am much better prepared now.”

Alvaro Bautista (Seedorf Racing Honda RS125RW), currently 16th in the World Championship points table, said, “I wasn’t happy in Catalunya, but it was a positive weekend. It seems that we have found a definitive solution to the problems we’re having so far this year. I like Assen very much. It’s a fast, difficult track and we have a lot of work to do from Thursday.”

More, from another press release issued by Honda Racing:

THE DUTCH TT WITH ALEX BARROS

Brazilian Alex Barros contests the 75th Dutch TT on Saturday it will be his 16th consecutive 500cc – MotoGP race at the 6.027km circuit. The 34-year old near veteran from Sao Paolo has retained a great respect for the circuit and undiminished enthusiasm to do well there.

“I love to race at Assen because the crowd is so passionate and pure, they love the sport. They have great respect for riders and we all feel respected when we race there.” Said Barros.

But it is the track itself that provides the real thrill and one of the most demanding challenges of the 17 circuits on the MotoGP calendar. “I like it because it’s a very difficult and technical circuit. Assen is narrow and you have to be very precise, a circuit where you need a lot of physical strength, especially in your arms as you are off the throttle often at Assen.”

“Assen has no uphill or downhill sections, but it does have a cambered surface that you have to cross, which makes precision vital. The track it has no real straight line there’s off-camber bends, so you need to be precise in your riding, because you’re not going straight at any point. It’s just a sequence of curves and changes of direction which all link in to each other you are always moving the bike around. It’s a place where you can’t open the throttle hard, not like say Mugello where you jump on the throttle really hard.” Concluded the Brazilian.

Barros is one of racing’s true gentlemen with an open and friendly personality and is popular with rivals and fans alike. The ever cheerful Brazilian can look back on his Dutch TT record with satisfaction he has one win and four additional podium finishes to his credit at Assen. The most memorable, on paper, his victory in 2000. Barros, however, prefers to name his second place in 2002 as his best race at Assen.

“The MotoGP race in 2002 was incredible. I was racing a 500cc NSR500 2-stroke Honda against Rossi on the RC211V 4-stroke. It was a very hard race and I held Valentino for a long time. I don’t think I ever rode better than that at Assen.”

The Brazilian has raced an impressive range of equipment at Assen, both two and four-stroke machinery Four-cylinder 500cc 2-strokes at Cagiva and Suzuki, twin and four-cylinder 500cc Honda’s, and the 990cc Yamaha four-cylinder M1 and the Honda RC211V 5-cylinder 4-strokes.

Barros has reserved judgement on the two minor changes to the classic circuit since last year. “I don’t know yet if they changes have resulted in short straights. You cant really know until you race on it. But II don’t understand why they changed the layout of such a great track!”

He goes into Saturday’s anniversary race with high hopes of a repeat of his 2000 success. With his track knowledge and the Camel Honda RC211V as fast as anything it faces he will be favoured to take a podium place. He won the Portuguese GP in April and took a fighting fourth place at the last round in Catalunya he now holds fifth place in the point’s standings a position he hopes to improve upon this Saturday.

“I want to enjoy myself in Assen and have a good race at the front for a crowd who love our sport profoundly.”

Assen career highlights – Alex Barros.

1990: 10th 500cc – Cagiva. 1991: 7th. 500cc – Cagiva. 1992: 3rd. 500cc – Cagiva. 1993: dnf – crash – Suzuki. Fastest lap in race. 1994: 2nd 500cc – Suzuki. 1995: 5th.500cc – Honda. 1996: 3rd 500cc – Honda. 1997: 6th.500cc – Honda. 1998: 4th 500cc – Honda 1999: 10th.500cc – Honda. 2000: 1st 500cc – Honda. 2001: 4th 500cc – Honda. 2002: 2nd 500cc – Honda. 2003: 8th MotoGP – Yamaha. 2004: dnf – crash – Honda.

More, from a press release issued by Team Suzuki:

Team SUZUKI MotoGP goes Dutch this weekend

Team SUZUKI MotoGP will be joining in the 75th Anniversary celebrations at the Gauloises TT Assen in The Netherlands this weekend during round seven of the MotoGP World Championship.

The Dutch TT is the only Grand Prix that has been continually on the GP calendar since the commencement of the FIM World Championship in 1949 and it will remain at Assen for a further 10 years following a recent deal agreed between the circuit and Dorna, the organisation behind the MotoGP Championship.

The race will be held on the last Saturday of June and fans will be able to see a futuristic new stand for the first time. The all-new Geert Timmer Grandstand has been built on pylons to convey a floating image and it provides fans with a fantastic panoramic view, while also creating a larger run-off area for increased rider safety.

For this year’s race the circuit length has been reduced by 30 metres to 5997 metres, so a new lap and race record could be achievable – given good weather.

The fast and twisty nature of the Circuit van Drenthe should suit the nimble and sharp handling of the Suzuki GSV-R prototype GP bike. Kenny Roberts Jr qualified in seventh place and team-mate John Hopkins in 10th for last season’s race and since then the GSV-R has undergone many upgrades to improve power and controllability, so both racers will be aiming for an improvement on recent results.

Team SUZUKI MotoGP Manager Paul Denning is hoping that Assen will kick start the season: “After so much pre-season promise we have not had the opportunity to deliver during the races. The Dutch TT circuit should suit the agile GSV-R and it is known as a rider’s track, so this will be a chance for both Kenny and John to show their talent.

“After the difficulties that we experienced at Barcelona we are hoping that Bridgestone find a good race compound for Assen and that Team SUZUKI MotoGP can join in the Assen celebrations by achieving our potential.”

Team SUZUKI MotoGP will start free practice on Thursday morning before the qualifying session gets underway on Friday Afternoon. The Gauloises TT Assen commences at 14.00hrs on Saturday 25th June.

More, from a press release issued by Camel Honda:

TRACK FACTS – DUTCH TT – 25/06/05 ASSEN

ASSEN – TRACK FACTS

The Van Drenthe circuit at Assen has rightly earned the title of ‘The Cathedral of grand prix motor cycle racing’, having hosted the Dutch TT every year since the start of the World Championship in 1949. Racing actually started in the area 80 years ago on farm tracks and the Dutch TT celebrates its 75th anniversary this weekend.

This year the circuit,which is situated south of Gronigen in north Holland, has been slightly reduced to 5.997 kms. For many riders the track and it’s unique banked curves is the ultimate challenge. Although there are no long straights the average speed for a lap is still the fastest of all grand prix venues.

Vast crowds have been attracted over the years to watch the riders race through the succession of fast flowing bends such as Haarbotch and Ramshoek. The circuit and facilities have constantly been updated. This year a new ‘floating’ grandstand has been built over the gravel trap at the chicane leading into the start and finish straight.

World Champion Valentino Rossi won the race last year after a tremendous battle with Sete Gibernau in which they touched on the last lap. Gibernau won the previous year with Rossi victorious in 2002. Max Biaggi won for Yamaha a year earlier but it was the Honda Pons team who dominated in 2000. In a race which was run in two parts because of the rain, current Camel Honda rider Alex Barros won a superb victory riding the NSR Honda, with his team-mate Loris Capirossi third, despite competing with a broken hand.

Troy Bayliss, Camel Honda team-mate to Barros, also has happy memories at Assen, with a winning double in 2001 clinching the Australian the World Superbike Championship.

Assen is the last classic grand prix venue remaining on the MotoGP calendar. Fans from all over Europe will flock to ‘the Cathedral’ on Saturday.As for the last 80 years the only thing that could spoil their ultimate enjoyment of such a unique event , could be the weather.

FROM THE SADDLE

Alex Barros: “Assen is one of the tracks I like best, for lots of reasons. I love technical and tough circuits, and this is one of those ‘par excellence’. It’s tight, there aren’t many reference points, there’s off-camber bends, so you need to be precise in your riding, because you’re not going straight at any point. It’s just a sequence of curves and changes of direction which all link in to each other and it requires a lot of physical effort, especially in your arms. I’m happy to be getting back into form after the Le Mans crash because I want to enjoy myself in Assen and have a good race at the front for a crowd who love our sport profoundly.”

Troy Bayliss: “I was disappointed to not be able to use the test day after the Grand Prix in Barcelona due to the rain, because I would have liked to have continued to work on the bike’s set-up, In the race weekend we did some good things, but I need to make further progress so I can ride as I want. We’ll try and get this in Assen, a physically challenging track, and has the sort of characteristics that most of us riders really appreciate.”

CIRCUIT – DUTCH TT – 25/06/05 ASSEN

Track data:

Length: 5.997 kms Pole Position: Left. Width: 10m Right corners: 14. Left corners: Nine Longest straight: 0.603 km Constructed 1955: Modified: 2002.

Lap record: Valentino Rossi (Yamaha) 1m59.472s – 181.609 km/h Pole time 2004: Valentino Rossi (Yamaha) 1m58.758s – 182.701 km/h. Race winner 2004: Valentino Rossi (Yamaha) 38m11.831s – 179.877 km/h 2004 results Alex Barros and Troy Bayliss. Barros DNF Bayliss DNF.

TECHNICAL INSIGHT – DUTCH TT – 25/06/05 ASSEN

The Assen circuit one of the longest in the MotoGP World Championship and it also has the highest average lap speed. The average lap speed recorded last year was an impressive 181.157 km/h. This average speed is three km/h more than the next fastest circuit, the Australian track of Phillip Island, with an average speed of 177.785 km/h. Hard rear suspension settings are commonplace at the Assen circuit. The track surface has been built to evacuate surface water as efficiently as possible and as a result the camber on the track is extremely pronounced; in other words there is a significant height difference between the centre and the edges of the track. Since there are various sections of the circuit where a series of corners are taken as if it were in a straight line, the rider must travel from one edge of the track to the other and this action means that the bike travels at great speed from the lower edge of the track, up and over the camber and back down to the other edge, rather like a roller-coaster ride.

Since the bike is travelling at high speeds, the rear suspension moves through nearly all its full movement and so hard springs must be used. This can often lead to serious crashes particularly due to the high speeds reached. The choice of rear suspension is conditioned by a series of fast, banked corners that make the rear springs work a lot. To give an idea of the pressure on the rear shocks at this circuit, in certain corners there is as much as 650 kg of pressure exerting through the corner on the shock absorber.

However, the front suspension, which is normally conditioned by the sharp braking, is set to very soft. This circuit is probably the one where the brakes are least used and practically all the braking points are preceded by open corners that the rider approaches by softly braking and easing off on the throttle. Since the carbon discs of standard size normally used do not reach an optimum working temperature in Assen, many teams prefer to fit much smaller discs so that they reach the desired temperature more quickly and work more efficiently. The only relatively sharp braking point is the chicane coming onto the main straight, and even though it is not particularly sharp, it is one of the most spectacular points on the track since the outcome of many races are decided at this last passing point before the finish line.

Another important factor at the Dutch circuit is the weather. A high percentage of recent Grands Prix have been rain-affected. One advantage however at this circuit is that it has good levels of grip, even in wet conditions, and the pronounced camber on the track stops puddles being formed.

Regarding gear settings in Assen, all the gears are used so ensuring the right ratio setting is vital to achieve a good race result. The first gear is only used in the De Strubben corner and it is very important to pick up speed onto the rear straight. However, the second gear is used in practically all other slow corners like the Haarbotcht, Madijk, Ossebroeken, Stekkenwal, De Bult, Mandeveen and the famous chicane before the straight called the Geert Timmer Bocht. The third gear ratio is the only one that can be modified since the fourth is also used in the Meeuwenmeer and Ramshoek corners. Sixth must be set bearing in mind that it is used in the two straights and although the top speeds reached are very similar on each straight, we must always sacrifice one of them to optimize the maximum speed on the other.