THE 1000HP 4-ROTOR, TURBO, NITROUS, LEXUS GS300

If there’s a fine line between genius and insanity, when it comes to building cars, New Zealander Carl Thompson walks that line. Need proof? Then look at his latest creation, because this built-to-drift Lexus GS300, is both brilliant and at the same time borderline crazy.

If you’re social media savvy then there’s a pretty good chance you’ve already seen – and heard – the car in question; albeit via a short, off-the-cuff YouTube clip walk-around shot by Speedhunters’ own Mad Mike Whiddett. Within the space of just one week it had generated over quarter of a million views. If you haven’t done so already, turn up your speakers and watch it, then you might understand why.

I first laid my eyes on the car back in 2011 when it was nothing more than a bare, rolling shell having its roll cage sorted at M3 Racing after some serious chassis modification courtesy of M3 and Rolling Addiction. I chanced upon it again last year when it was in the throes of having its engine fired up at CBR. Now, three years on since Carl and his father Jamie set out to build what is quite possibly the craziest Lexus drift machine the world has ever seen, we meet again – this time on its own turf.

The Thompson compound is a very cool place, and while the guys did some last minute detailing I took a walk around what is essentially Jamie’s private auto museum. I’ll show you a little more later in the post…

Amidst a large collection of old school classics, I found the car that started it all off for Carl. He got the Corolla when he was just 13, and within five years it had gone from stock 4K-powered to pushing close to 450hp to the rear wheels through a built 1.6L, turbocharged 4A-GZE. And that was without factoring a large shot of nitrous oxide at the ready should the need for even more power arise. Which, for Carl, it did.

In many ways this rabid (and rapid!) little Toyota was the catalyst for the Lexus build. Having owned three GS300 (aka JDM-spec Toyota Aristo) road cars previously, Carl had his mind made up on exactly where he wanted the drift project to start. Engineering the car with a similar power-to-weight ratio and the same questionable demeanor as the Corolla is where he wanted end up.

To that end the Lexus was essentially built as a “scaled up” version of the Corolla, but with pure race car functionality and absolute high-end build quality in mind.

On the flip side, Carl had clear intentions about what the car should look like too; and in this respect wheel type, ride height and fitment all shared the number one spot on his priority list. Of course, there are two ways you can go about achieving perfect stance: the right way, and the wrong way. This one’s had custom chassis work including a 7″ body drop and tubbing for the cause, so I don’t think I need to spell out which route was taken.

Meticulous attention to detail is common theme throughout the car, and absolutely no corners were cut, or compromises made, during the intensive build period.

When I was talking to Mike about the car a few months ago, he suggested that it might just be the best drift build he had ever seen. I don’t think he’s wrong either, because the more you look, and the deeper you delve into the car, the better it gets. Take the 18×12.5″ Work Meister wheels, custom full floating Endevor Engineering hubs and dual Wilwood 4-pot calipers (one pair exclusively for the e-brake) on the rear end for example.

And that said, there was absolutely no questioning the fact that it needed a limited edition Speedhunters #MAXIMUMATTACK sticker stuck on it!

The one detail that did change during the build is actually its defining factor. Initially a Toyota 2J-GZE was destined to give the big car the big power it needed – four digit horsepower output the required goal. Although started that engine build was never completed, at by which time Carl had his sights set on a less conventional approach.

And the flame-throwing and subsequent metal-warping result of that idea is nothing short of spectacular.

At the heart of the GS300 is one of the angriest rotary engine packages you’re likely to find outside a methanol-guzzling drag motor. It’s the handiwork of Curran Brothers Racing – or more specifically the man behind the Auckland-based operation – Brent Curran. In it’s simplest form you’re looking at four-rotor peripheral-ported motor built from a quartet of CBR race-prepped 13B rotors and housings, wrapped around a Precision Engineering (NZ) four-rotor crankshaft. Even without pushing the ignition switch it’s a work of automotive art. When it fires into life it’s nothing short of mind-numbing.

A four-rotor engine on its own is cool enough, but for the task at hand the motor required a little extra motivation. That’s come about through a custom BorgWarner turbocharger of substantial size, and a greater system that features dual 600x300x75mm intercoolers with custom aluminum pipework and a TiAL 60mm V60 wastegate employed to control boost pressure. With 1.5kg/cm (22psi) dialed up, 900hp at the rear wheels – an easy thou’ at the crank – is the result.

To meet the engine’s high RPM demands there’s an equally serious ancillary system. For spark, eight MSD coils are employed…

…Powered up through of pair of MoTeC Capacity Discharge Ignition System (CDI) modules. This photo also shows one of four D2 Racing air jacks on board.

A custom-built 80L fuel cell in the trunk supplies a strict diet of E85 to the engine through large braided lines via a mechanical pump, an Aeromotive adjustable fuel pressure regulator, and eight 1600cc/min fuel injectors. The cell shares space in the truck with an oil tank – one part of the Peterson dry sump system – along with shroud (complete with electric fan) that draws heat through…

…A rear-mounted Griffin oil cooler. Ducting from both rear side glass-coated Lexan polycarbonate windows to channel cool air towards the core is still to be fitted. It’s mounted here mainly through a lack of available space at the front end of the car, but also because of the safety factor in case of a frontal impact.

Meanwhile, a MicroTech engine management system tuned by CBR looks after fuel control.

As it stands the engine is making good numbers but the turbo has proven to be the limiting factor, especially in regard to whereabouts in the rev range maximum boost is produced.

Installed but not yet employed is a big ol’ shot of nitrous, which like in the Corolla will be used mainly to bolster performance through the low and mid-RPM rev range.

And when that happens, an extra 200hp will be available, and right where the engine needs it.

Before that happens though, there’s a larger BorgWarner turbo to be fitted, and more boost – 2.0kg/cm (30psi) – to flow from it. For the time being, however, Carl can only imagine what kind of hell will break loose when the package is full sorted and the nitrous switch is tripped. When that happens I’ve been promised a ride, but I’m not entirely convinced that accepting it would be a good idea…

Another important aspect of the car, but one you can’t see, is the rear-end set up. Some serious work has gone on in this region including the fitting of a Strange Engineering 9″ differential (currently running 3.75:1 gears) in a Moroso Competition Racing housing. Local company Endevour Engineering supplied a pair of race-ready axles and the aforementioned full floating hubs. Suspension-wise Koni custom-valved dampers and platform-adjustable King Springs coils hold up all four corners. Revised arms allow for alignment adjustment and roll center adjusters are also used. And just in case you’re wondering – no, the current ride height, which was wound low for the car’s official unveiling at the 2013 4&Rotary Nationals in Auckland this weekend, is not the height it’s driven at. Low – yes, but not this low.

In the cockpit you’ll find pair of Sparco Evo Plus seats and Sparco harnesses. From this angle you can also see some of the custom steel work inside the car; the revised tunnel – part of an entirely replaced custom floorpan – and the enlarged rear wheel tubs, which happily accommodate 285-section wide tires, at a very low ride height.

The suspension set up also features adjustable blade sway bars front and rear by M3 Racing, which can be tightened up or softened off depending on requirements and track conditions. The gear lever drives a Roltek 4-speed straight-cut dog box via a Direct Clutches twin-plate clutch, although using the clutch to make shifts is not required once the car is moving.

Remote reservoirs allow fluid levels to be monitored from within the cabin, while an array of Auto Meter Pro-Comp gauges keep an eye on the engine’s operating condition.

The battery is one of many components specifically positioned in the car to improve weight distribution. Furthermore, the GS300 has been subject to a session of corner weighting.

Along with the performance focus, the car has plenty of personality too. Mr. Mad Mike Whiddett can be credited with all the vinyl and pin-striping work.

The body on the other hand is mostly factory-spec fare. Carl’s not big on body kits, instead relying on subtle enhancements – in this case cut and boxed front steel fenders to allow the 18×10.5″ wheels to fit – to pull the look together.

To line-up with the fenders, the front bumper was cut though the middle and widened to suit.

At the rear the fenders have been massaged outwards, but they’ll soon be sliced up to make way for removable fiberglass over fenders that will run to the taillights.

Having such a competitive package at his disposal, the only thing left for Carl now is to gather as much seat time as possible. At its first private track shakedown a month back it showed stacks of promise straight off the trailer, and according to Carl, felt exactly as he hoped it would –  just on a slightly larger scale than he’s become accustomed to with the Corolla.

Crazy or brilliant? In my mind this might just be the perfect combination of both…

Before I wrap up this post, I thought I’d include a few more photos from inside one of the coolest garages I’ve had the pleasure of spending a day in.

The iron clad shed doubles as an office for Jamie, but at the same time houses a collection of old oil tins and cans.

The collection is predominantly Ford-based, but there’s still room for Carl’s Toyotas, of course.

Gas bowsers and model cars are well represented in the collection, and perfectly displayed to boot.

If you saw my post on the 2013 NZ Festival of Motor Racing you might have seen the actual Cologne Capri this model was scaled from.

Big thanks to Carl and Jamie for letting Speedhunters drop by!

Brad.

SPEC

Engine: Curran Brother Racing (CBR) custom-built 26B four-rotor Mazda rotary; Precision Engineering four-rotor eccentric shaft; 8x MSD coils; 8x 1600cc fuel injectors (E85); CBR-spec BorgWarner turbocharger; TiAL 60mm external wastegate; TiAL 50mm blow-off valve; 2x 600x300x75mm front-mount intercoolers; custom aluminum intercooler pipes; 5″ exhaust from turbo, 2x 3.5″ side-exit pipes;  2x MoTec CDI modules; custom engine mount plate; Peterson dry sump pump; Peterson dry sump tank; Griffin rear-mounted oil cooler; Griffin aluminum race radiator; 90mm throttle body; Aeromotive adjustable fuel pressure regulator, Aeromotive mechanical fuel pump; custom 80L fuel cell; custom fuel surge tank; custom header tank, catch can and power steering reservoir;  XRP steel braided lines & fittings, Nitrous Oxide Systems 200hp kit; custom wiring

Engine Management: MicroTech, tuned by CBR

Driveline: Roltek 4-speed straight-cut dog box; Direct Clutches twin-plate clutch; custom 2-piece driveshaft; Strange Engineering differential; 3.75:1 gears; Moroso Competition Racing 9″ diff housing; Endevour Engineering full floating rear hubs; Endevour Engineering custom-built axles;

Suspension: Front/Rear – custom-built Koni adjustable dampers; King coil-over springs; M3 Racing adjustable blade sway bars front/rear; modified arms, custom castor arms, performance bushes; adjustable roll center

Brakes: Front – Wilwood 365mm rotors, Wilwood 6-pot callipers; Rear – Wilwood 330mm rotors; twin Wilwood 4-pod calipers; Wilwood adjustable bias; hydraulic e-brake

Wheels/Tires: Front – 18×10.5″ -14 Work Meister alloys; 245/45R18 Nitto NT05 tires; Rear – 18×12.5″ -14 Work Meister alloys; 285/35R18 tires

Body: Factory Aristo; widened front bumper; cut/widened front fenders, Lexan glass-laminate door and rear windows

Interior: Custom-chassis rail modifications & 7″ body drop; front & rear wheel tubs; MSNZ-spec roll-cage; Sparco Evo 2 seats; Sparco harness belts, custom dash panel; Auto Meter gauges; Sparco suede steering wheel; D2 Racing air jacks; Sparco plumbed-in fire suppressant system; custom floorpan

Thanks: Colin @ Rolling Addiction, Kerry @ M3 Racing, Brent @ Curran Brothers Racing, Karl @ Elite Automotive, Mike @ CRE8GRFX

from SPEEDHUNTERS

memory : Lamborghini LM002 - 1992

The Lamborghini LM002 is a creature of automotive folklore, the four-wheeled equivalent of Bigfoot (and if you've seen the tracks left by its nutty 345/60VR17 Pirelli Scorpions, that comparison is even more apt). Only a handful of people have spotted an LM in action, even fewer have driven one, and the masses would probably be shocked to learn that Lamborghini even built this 6780-pound, V-12–powered origami monster. Fortunately one of the finest examples of the 60 LM002 sold in America — one so excellent that Lamborghini President Stephan Winkelmann declared it "better than the one in our museum" — lives in Woodstock, Illinois, not far from our editorial offices. We've even got the (un-doctored) pictures to prove the sighting.

But first, a bit of history. The first LM002 American, as U.S. models were called, arrived midway through 1987, but the history of the "Rambo Lambo" began a decade earlier, back in Sant'Agata Bolognese, where its story interweaves with that of BMW's ill-fated M1. The two unlikely bedfellows wound up in Lamborghini's boudoir at the same time. The M1 was proposed as a marriage of BMW's inline-6 and Lamborghini's mid-engine chassis expertise. Meanwhile, the LM was beginning life as its earliest iteration, the open-cockpit 1977 Cheetah. Construction of an early prototype for military supplier Mobility Technologies International distracted Lamborghini from the BMW deal, causing it to go sour at about the same time the Pentagon threatened legal action against MTI and Lamborghini for stealing design elements from a U.S. government project code-named XR311. The XR311 would become the military HMMWV, or High Mobility Multipurpose Wheeled Vehicle — the antecedent of today's Hummer. After losing both contracts, cash-strapped Lamborghini nearly reverted to farming fields as a small tractor company.

Fortunately, Lamborghini lived on — and so did the LM. A concept named LM001 made its debut at the 1981 Geneva auto show. A year later, the LMA002 took a step closer to production, eschewing the previous two concepts' mid-mounted American V-8s for a front-mounted Countach V-12. In 1986, Lambo produced the first LM002, retaining the Countach-sourced V-12 up front, four-wheel independent suspension, and a steel tube frame wrapped with fiberglass and aluminum panels. All of it sat atop the aforementioned Pirellis, which also featured a large lip on the sidewalls to allow for better sand surfing.

The timing was perfect, with the LM002 arriving on our shores just as Range Rovers, Grand Wagoneers, and Land Cruisers evolved into the ultimate man-mobiles of wealthy sportsmen types. After driving the first U.S. model, Car and Driver declared it, "The most sensationally outré vehicle to hit the road since the Bugatti Royale. . . Whatever it takes, you simply must have this Lambo, because it has suddenly consigned all other automotive status symbols — Porsches, Ferraris, Countaches, Rollers, you name it — to the trash heap of social obsolescence." Not everyone agreed. Time would later include the LM in its list of the fifty worst cars of all time, while Top Gear's Jeremy Clarkson quipped that, "If you can find a soldier small enough to fit in this driver's seat, he's not going to be strong enough to push the clutch pedal down."

Interior space isn't actually that terrible, it's just that Lamborghini managed to build a truck with the cabin volume of a Cadillac Fleetwood but the usable seating area of a Honda Civic. And honestly, what would engineers used to designing Countaches have done with that extra space — upped the number of bucket seats to six? Then there wouldn't have been room for some of the most wonderful details, like the wood on the center console. The large expanse of oak looks like a dining room table screwed down at each corner. Then there's the gold grandfather-style clock on the dash, a $15,000 option when the truck was new. Or the check engine lights — yes, there are two of them, one for each cylinder bank — that light up dice-sized red blocks identifying which side of the massive V-12 has a problem. As outrageous as the LM002 might look from outside, it's these details that ultimately make one question what's in the Sant'Agata water supply.

For the majority of its production run, the LM002 used a 5.2-liter V-12 with six Weber carburetors. While the 444 hp that engine produced was plenty to outrun the fiercest enemy, Lord help you if the carbs drift out of tune. That's why for 1992, the last year of LM production, the then-new Diablo's injected 5.7-liter was fitted under the hood. Larry Forbes, owner of the red LM you see here, owns one of the few with the Diablo's 492-hp engine, mated to a 5-speed manual with a dogleg shift pattern.

Performance numbers weren't published for the updated engine and the idea of slapping a performance box to the windshield and asking Larry to wring the thing out right into the red fades quickly after he informs me that, "Last I checked, a replacement Diablo engine was running for just around $90,000." The earlier cars would run up to 60 mph in 7.7 seconds before clearing a quarter mile in 16.0, and this one doesn't feel any faster. Oh, what a feeling it is hearing an Italian V-12 at full bore as you watch a V-6 Camry nose by in the next lane.
No, the LM doesn't breathe fire and shake the ground like a Panzer tank as I'd anticipated. It goes against everything I've ever known about V-12 Lamborghinis, producing more engine noise than exhaust noise. The cacophony, which evolves from a coarse low-end grunt to a high-pitched wail over 5000 rpm, is louder for passengers than for bystanders. But of course, this is a pseudo-military vehicle. Good luck conquering your neighbor's villa when he can hear you ramming his front gate. "Ready my hunting rifle, Jeeves."

This isn't to say that the LM002 is a rational, practical purchase, but only that rare Italians like this benefit from myth and hyperbole. "I owned a Hummer H1 Alpha for two days," Larry tells me while we pass the Woodstock Opera House, where Orson Welles got his start and outside of which Groundhog Day was filmed. "That thing was too big — I almost clipped a highway construction worker because it's so wide. But I think I'd sell my Diablo before this."

The LM does share one key element with the Hummer, and that's its flat, fully covered underbody. A stout and complicated four-wheel drive system shares space with passengers, resulting in the deceptively small cabin space and sprawling center console noted earlier. Underneath, all the suspension components seem three-halves scale and inside the front coil springs you'll find more coil springs. At the rear, two coils sit side-by-side in each corner. How else but with such liberal overbuilding could Lamborghini squeeze over three and a half tons of steel into the footprint of a BMW X6?
Those slab sides, high ground clearance (11.6 inches, to be exact), and wild bulges make the LM002 look huge in photos, but you read right — while it's a half-foot taller than the new X6, the LM measures just tenths of an inch wider and longer even as its front and rear wheels are 2.6 inches further apart. What seemed as big as shoulder pads and Stryper's hair in the '80s is just another mommymobile-size conveyance today — provided your mom is Linda Hamilton.

More than anything, the LM002 is an outrageous time capsule of '80s excess. Visually, it does so much with little more than a simple block. Mechanically, it does so little with so much. It's $120,000 price tag, corrected for inflation, would buy two Porsche Cayenne Turbos today, each producing more power while weighing 1600 fewer pounds, using half the fuel, accelerating to 60 mph three seconds quicker, and holding an extra passenger. But that isn't the point, is it? Only 301 LMs were produced worldwide and that number is falling. Twenty years on, this Bigfoot of automotive history can still push other status symbols to "the trash heap of social obsolescence."

from motivemag

24H DAYTONA, H+15,5 : LE BROUILLARD NEUTRALISE LA COURSE.

Le jour se lève sur la Floride et les concurrents des 24 Heures de Daytona sont sous régime de neutralisation à 7 heures du matin, non pas pour une sortie de piste mais bien pour du brouillard. Cela fait deux ans que le brouillard n'avait plus ralenti la progression des concurrents. Cette 51ème édition en est à 11 neutralisations (63 tours). Rien n'est joué pour la victoire puisque les neutralisations rythment les changements de leaders. Alors en tête, Ryan Dalziel (Ford-Riley/Starworks) vient de profiter de cette neutralisation pour s'arrêter pour changer les plaquettes avant et l'aileron arrière. Max Angelelli en a profité pour prendre la tête sur la Corcette DP/Velocity avec à ses basques la Ford-Riley/Ganassi de Juan Pablo Montoya, l'écart étant de 17 secondes. Une autre Corvette DP pointe dans le tiercé de tête, avec celle de Mike Rockenfeller (Action Express Racing). Ryan Dalziel (Ford-Riley/Straworks) et Richard Westbrook (Corvette DP/Spirit of Daytona) sont eux aussi dans le même tour que le leader, ce qui promet une belle fin de course. Les Daytona Prototype connaissent une belle fiabilité puisqu'ils trustent encore les 11 premières places. La seconde BMW-Riley/Ganassi est encore en course, mais elle est descendue au 9ème rang. Lors d'un restart, Charlie Kimball est allé à la faute en tentant de prendre l'ascendant sur Dario Franchitti. Quant à Simon Pagenaud, sa BMW-Riley/Team Sahlen est elle aussi toujours là, à la 7ème place à trois tours. Après ses déboires de début de course, la Corvette DP/8 Star pilotée actuellement par Nicolas Minassian est remontée en 31ème position.

En GT, Porsche, Ferrari et Audi sont en pleine lutte avec un avantage à la Ferrari 458 Italia/AIM Autosport de Nick Longhi. Une autre Ferrari suit à 11 secondes, avec la #63 d'Olivier Beretta (Scuderia Corsa). La première Porsche est troisième, John Potter (Magnus Racing) étant dans les échappements de la Ferrari. Peu avant le cap de 7 heures du matin, Sean Edwards (Porsche 911 GT3 Cup/MOMO NGT) était aux commandes, mais un ravitaillement l'a fait chuter en 4ème position. Deux Audi R8 GRAND-AM sont dans la même boucle que le leader avec Markus Winkelhock (Rum Bum Racing) et Filipe Albuquerque (Alex Job Racing).Suivent Marco Holzer (Porsche 911 GT3 Cup/Alex Job Racing) et Romain Dumas (Porsche 911 GT3 Cup/TRG). Tous ces pilotes sont dans le même tour. Sur la seule BMW M3 en course, Maxime Martin et ses compères sont en 21ème position. La Porsche/Mühlner de Kévin Estre a pour sa part rendu les armes.

by Laurent Mercier(Endurance-Info.com)

GREAT ! JOHN PLAYER NORTON PETER WILLIAMS DOCUMENTARY

Documentary film originally made for the BBC by award winning filmmaker, Paul Watson, following two motorcycle racers competing at the 1973 Isle of Man TT. One rider is the professional works rider, Peter Williams, and the other is amateur, Graham Bentman. 

Paul Watson is one of the great observational documentarians and who has been attributed with being the 'father of reality TV'. This is one of earliest films. I am sorry the quality is not that great but it the only copy in existence... as far as I know. 

Peter Williams is my father. This copy is made from a video believed to have been from Dave Croxford, Peter's team mate, who I think is wonderful in this film.

I had a very pleasant lunch with Paul Watson a few years back and he hadn't seen this since it was broadcast. I was glad to be able to get him a copy.

I hope you enjoy it. It's the best documentary about motorcycle racing that I have seen.

by Paul Williams

Aniba #1

Racing Legends: Groovy Historic Motorsport Gear

Racing Legends is a business built by people for whom motorsport is a way of life, and they’ve made it their mission to source and stock clothing and accessories for people who are passionate about motorsport. Like us!

They draw from motorsport’s marvelous history, feature brands like Martini Racing, Gulf Racing, Retro Formula 1, Aston Martin racing and more, and stock stylish, well made clothing that’ll have you looking groovy while wearing your historic motorsport heart on your sleeve.

Read on and check out out some of their gear from Gulf Racing, Martini Racing and Aston Martin Racing, and make sure to check out their full range on their website here and follow them on Facebook here.

The shirt featured above, from the Gulf Le Bleu Series comes, with a button-down collar, appeals by its look and colour combo. The contrast stitching, two stripes, orange-stitched button holes and the “007 – Speed Club France” application on the back all add to its sporty look. Racing Legends love the great fit and premium cotton, giving you everything you ever wanted in a shirt.

For those who prefer to wear a polo shirt rather than a T-Shirt, Racing Legends can offer this classic looking Aston Martin polo shirt (below) with a modern twist – as opposed to a button down neckline we have a quarter zip. All of the logos feature as a high quality print and we’ve also added a small zipped chest pocket. Part of the iconic Gulf racing brand.

MARTINI RACING, without doubt one of the greatest motor sport-sponsors ever, had always dressed their drivers and team-members in style. Racing Legends are proud to offer an officially licensed replica 1975 Team jacket in the legendary MARTINI RACING colours. Complete with wide zippers, adjustable arm width and original embroidered patch on the chest, this jacket brings back the real pit lane-look of the seventies. The short-cut blouson-type jacket is produced in Europe and officially licensed.

Via Racing Legends

Images thanks to Racing Legends

via motorsportretro

Valentino Rossi: I see myself on the podium in Qatar

from TWOWHEELSBLOG 

Valentino Rossi is currently in Indonesia for a PR tour with Yamaha and Italy’sgazzettadellosport.it caught up with Italy’s most famous and talked about rider.

In the interview, Rossi comes across as more mature and seeking ‘redemption’ after his two uncompetitive and winless years in Ducati, but despite his age (he’ll turn 34 next month) - which can be construed as a negative factor in a young man’s game (even Jorge Lorenzo believes it) - and against younger, faster and hungrier rivals out to prove or confirm themselves, Rossi believes he’ll be ready for the season opener.

Here is a few excerpts from the lengthy interview:

Rossi, how did you wake up on January 1st?
“Relieved? (laughs). No, seriously the first of the year is always particular… I can say excited.

An opionion on Rossi the rider?
I’m reaching a certain age, but I feel good, motivated, and eager. I know it will be difficult after two negative years, but I’m ready. With Yamaha I’ll be better.

Will you and your team need an adjustment period?
For them it will be easier. I’ll need it more.

What Yamaha do you expect to find?
When I tested at the end of the season, I was immediately comfortable. It has improved a lot in acceleration. The engine is now 1000, but you can feel the progress. It’ll be difficult, Honda is motivated and in the last races was strong, but the M1 is competitive.

Valentino Rossi, 33, Jorge Lorenzo, 25. Lorenzo is an uncomfortable team mate. Is it better that you know each other or would have a new team mate been less problematic?
Better to know each other. We’re both older now and know what to expect. He has an uncomfortable team mate, but so do I. Even if we had problems sharing a garage last time, we won everything.

Now that he’s an expert how can you beat him?
“It’ll be hard. His strongest point is that he understands the positive aspects of the Yamaha. He’s the one that rides it the best. I’ll have to take it slowly and more than looking at him, I’ll have to set-up the bike, my team has to be ready, and I have to get on the podium. It will take time to beat Lorenzo: at the start he’ll be faster.

And, Ducati? Can you tell us what really happened?
With the team we weren’t able to adjust the bike to my style and I couldn’t adapt.

And the relationship with Engineer Preziosi - from love to chilliness?
I’m sorry that it went that way, both for me and for him, but more for him. The MotoGP project was the most important thing. We got on pretty well, like with others in Ducati. The problem were the results. I’d go to dinner with Filippo. I’m sorry that he was removed. In these cases a head has to go under the axe. Two were axed, I left and they moved him away.

There was talk of requests not listened to, of broken promises about changes …

Filippo came to me saying that they would have been ready to modify the Ducati according to my indications, to make the bike competitive and easier to ride. But in their heads the idea was, if we put Vale on the bike who makes less mistakes than Stoner, then we can win this way. It didn’t work out that way.

You, but more your crewchief Burgess accused Ducati of not working enough, which was unfair considering the amount of materials they produced.
Exactly. It’s not true that we didn’t work. The problem was that we weren’t able to solve the initial issues.

What bike did you leave?
I left a bike that is always difficult to take to the limit, it never gives you the feeling that it’s under control. But they have good riders and they can do well. We’ll have to see what road Audi will take to make the bike better.

Will it be hard to have the same pace as the frontrunners?
It will be difficult to be as fast as Pedrosa and Jorge, Not once, but constantly. I’ll have to work a lot. I don’t know my potential. With the M1 I’ll be competitive, but for what place? Fourth, a podium, a victory? I don’t know.

Better second behind Jorge or third behind the two Honda’s?
Second behind Jorge.

I you don’t win a GP race will it be a big let down? 
“Yes. The objective is that victory that I haven’t had since 2010. Even if I don’t win, but I’m on the podium every Sunday would be still fine. But a victory is the game changer.

Position at the end of the championship? 
“Difficult to say. I’d like to have a lot of podiums … at least 10 and finish in the top three.

Where do you see yourself in Qatar?
On the podium. Even if I’m not competitive against Lorenzo and Pedrosa, we can’t be far behind. And then we have to see what Marquez does.