Month: May 2016

Tested – Drift Ghost-S

Ghost S.jpg

There’s an awful lot to like about the Drift Ghost-S – it’s easy to use, it’s well-made, it’s well-specced and it shoots some pretty stunning footage.

It’s almost as if the Ghost-S has been designed with bikers in mind; it’s capable of shooting 1080p video at upwards of 60fps, and will also record 120fps video at 720p – a handy feature for any riders looking to shoot slow-motion footage.

This practicality extends to the camera itself. It has a generous-sized 2in LCD screen on the side, which can be used as a live video view and for playing back any recorded footage.

The Ghost-S is designed to be mounted horizontally, so that it sits flat against most surfaces. This is an important design feature as it keeps the camera’s centre of gravity low, which reduces vibrations and camera wobble. The camera uses Drift’s standard 1/4in-20 tripod mount in the base of the camera, which is a neat touch as it means you can also use third-party mounts. It also comes with a few mounts to get you started including a universal clip, goggle mount and some handy adhesive mounts for curved or flat surfaces. This stuff really works, and has allowed me to mount a rear facing camera on the bike’s tail section and a forward facing camera at the top of the lower fairing. And it’s not budged in the slightest.

The camera itself couldn’t be easier, or more intuitive, to operate. The controls are chunky and simple to use, and all the buttons are positioned on the camera’s side – power, to start and stop recording and to navigate the menu.

The back of the camera features Drift’s trademark removable screw-in panel that protects the Mini USB charging port as well as the Mini HDMI output, a function which allows you to connect the camera directly to an external display for playback. There’s also a 3.5mm connection for an external microphone. With the rear cover securely attached, the camera is waterproof to 3m, which keeps the camera dry, even in the grimmest of downpours.

Another neat feature is the rotating lens, which can spin through 300 degrees. This effectively allows you to mount the camera in any orientation and still have the video come out in the correct visual format. It’s worth pointing out here that the lens’ default position, when all sides are flush to the camera’s body, is oriented for when the camera is stood on its side instead of mounted with the screw on its base. This means you’ll need to remember to rotate the lens when the camera is mounted on top of something, such as a fuel tank, or a helmet.

We tested the Ghost-S over a four-week period in a variety of conditions, including a nine-hour round trip to Bristol, and we’re impressed. It feels secure when mounted, and its sleek, aerodynamic profile helps reduce any vertical camera wobble.

It will record for around three hours, and the footage is pin sharp, capturing beautifully rich colours and a high level of detail in the background, even at high speeds.

The camera’s apps are available for iOS and Android, and make the camera even easier to use. The apps allow you to adjust settings such as field of view, exposure and frame rate as well as triggering recording. The app also provides a live view of the camera’s sensor, and the camera’s Bluetooth capability mean it’s possible to copy photos and videos to your smartphone.

Yes, it’s more expensive than the already excellent Drift Stealth 2, but you’re paying for added functionality. That large screen is really useful for setting-up and previewing footage, and there is a greater choice of video recording modes.

We’ll be shooting some footage when we head over to the Isle of Man for the TT, both on-board and hedge side race footage on our YouTube channel. See for yourself why we rate it so highly.

Five stars



Object of desire – Arai RX-7V HRC

Arai has just announced that it’ll soon be accepting orders for a limited edition RX-7V HRC.

The lid features Honda’s famous HRC logo, along with the manufacturer’s iconic wings motif and Honda racing colours, and has been designed by legendary designer Aldo Drudi – the very same man who paints all of Rossi’s lids.

Honda Racing Corporation has taken the significant move of granting Arai permission to use its logo, but only for a limited time, meaning Arai will only be able to make a small quantity of these hand-made helmets.

The £649.99 RX-7V HRC LTD will be available for preordering from Why Arai, and will come from Arai in Japan; it’s not being stocked at Arai’s European warehouse.

For more information contact your local Arai dealer.

Used bike test – 2012 Kawasaki Versys 1000


Let’s start off with the elephant in the room – the Versys is one ugly bike, and I mean fugly. It looks a mess – there’s just too much strangely sculpted bodywork. Every single one of my friends were blunt about its styling. “It’s hideous”, “it’s ugly”, and “it’s a poor man’s Street Hawk” were some of the kinder comments. There’s no getting away from it – the Kawasaki’s looks divide opinion, with some saying the appearance puts them off considering the bike as a road-only alternative to the leading adventure bikes, the BMW R1200GS, the Honda Crosstourer and the Triumph Explorer. Which is a shame, because beneath all that plastic is a solid, if unspectacular, bike.

The first thing to say is that it’s a very physically tall bike. I’m 6ft 2in tall, with long limbs, and it was a struggle for me to swing a leg over the bike when wearing bulky textiles. It feels heavy too, especially when moving it around and at low speeds. However, once aboard it’s really comfy – the seat’s wide, thick and it’s spacious enough to let you find the right position.

Thumb the starter, twist the throttle and you’re confronted with a reassuring bark from the bike’s outstanding feature – its engine. The detuned ZX-10R four is an absolute hoot, full of grunt in all gears, and it responds well to being revved.

The riding position soon feels natural – the pegs are in the right place, my right foot doesn’t feel impeded by the large aftermarket Akrapovic can, my knees don’t feel cramped and the switchgear is reassuringly clunky and easy to use. The screen is easy and very quick to adjust, but it quickly becomes apparent that it’s too short for me, meaning it generates a lot of turbulence and noise. That said, it does a good job of keeping the weather off; the rear hugger is effective too. The headlight is also really good, projecting a strong, even beam.

Another thing that quickly becomes apparent is that despite its looks, this bike is definitely a road bike and has no off-road ability at all. It is just too heavy and ungainly for that. Yes, it may have long-travel suspension, and all the characteristics associated with adventure touring bikes, but its sheer bulk mean you really wouldn’t want to take it anywhere off road.

Riding the Versys on my favourite B-roads is an odd experience. Yes, the engine is powerful,

but all the power seems to be at the top end of the rev range and forces you to ride it like a sportsbike to get the most from it, which is at odds with its unsporting suspension. The front just isn’t up to being pushed hard, feeling vague and remote.

The problem is compounded by the rear suspension, which is too soft, sapping confidence in every bend. The brakes are superb, though, with loads of power and feel, and if things do feel like they’re getting out of control they stop you quickly, predictably and safely. it’s easy enough to fix the front – stop pushing so hard or bump the preload at the back – but if you do this the back becomes bouncier.

That short stretch of B-road heaven sums up the quandary presented by the Versys 1000. Its lack of clear identity isn’t merely about marketing or image – it goes to the very heart of what’s good, what’s bad and what’s frustrating about the bike.

Where it really excels is an everyday workhorse. It just gets on with everything, performing faultlessly – no dramas, nothing untoward, just business as usual. Unfortunately, there’s also no no excitement either.

What’s also good about the bike is the amount of equipment it comes with – traction control, ABS, and this bike has the optional heated grips fitted. The traction control is effective, but the riding modes are disappointing and I couldn’t detect any difference between the modes when the weather changed – for the better or worse – and so I simply left it in Sport mode.

The bike’s ABS was much more impressive, and allowed me to keep riding even when the conditions hinted that it might be wise not to.

But I wasn’t so happy with the performance of the heated grips – they have three settings, but to all intents and purposes they only have one (full on) as the other two as so ineffectual as to be pointless. Instead I got a pair of inner gloves in an effort to keep some feeling in my fingertips.

It’s practical too. That big, wide tank means you can fit a really large tank bag if you need to, and those big, wide bars have a lot of room for mounts for your sat nav, action camera etc. And that massive rack is ideal for strapping stuff too –– I managed to get two sets of tyres on the back with no issues at all. As always, the bike just got on with it in its own fuss-free way. It’ll easily take all the luggage you’d ever need for a fortnight away, with no effects on its handling. Impressive.

However, crack on and you’ll be filling up an awful lot. The Versys 1000 costs £26 to fill up and I only averaged 130 miles to a tank. And to make matters worse the trip computer doesn’t work. The dash says you have a full tank before it plummets like a stone at the last minute. On one trip I ran out of petrol, even though the display said I had 53 miles worth of fuel left. Nobody needs a trip computer, but for whatever reason this bike has one, and it’s a liability.

What is commendable is the finish. This bike has some 13,000 miles on the clocks, and the finish is holding up well. Only one fastener on the radiator has started to rust, and there is some discolouration on the header pipes and collector box, and a bit of paint had begun flaking off on the outside of the left-hand side of that massive rack, but that’s it – no scuffed paint and plastics, no stone chips and no scratches on the tank.

So, during the week in my tenure it’s proven itself as a capable, if uninspiring and thirsty, jack of all trades, It’s good two-up, it handles the daily commute in its stride and I even managed to do a trackday, although in all honesty I wish I hadn’t bothered – it wasn’t enjoyable in any way at Cadwell Park, but what did I expect? It’s not a sportsbike.

All this sounds like I’m picking fault with the Versys, but I’m not. Instead I’m telling you that it’s a capable, but flawed bike which allows you to ride big miles quickly, confidently and in total comfort. It will even hustle along nicely, if pushed. You just need to be prepared to ride around its shortcomings. And that sums up the bike – you get an awful lot of bike for your money, you just have to be prepared to compromise.

Used bike test – 2012 Kawasaki ZX-10R


Kawasaki’s litre bike may lack the desirability and looks of its rivals, but look beyond its bland styling and you’ll see a very capable weapon guaranteed to entertain.

This was the first Japanese bike to be fitted with a proper racing-type traction control system, and this one also has the optional high-performance ABS. But that’s not all – this 2012 bike is rammed full of rider aids including wheelie control and three power modes, although in reality the lowest mode is all but redundant.

Swing a leg over the bike and it feels tiny, mainly because it is, and although it’s very compact the ergonomics are surprisingly good – the low seat is comfortable, the controls fall easily to hand, and the adjustable pegs feel right in their standard position for my gangly legs. Even the low slung mirrors work, offering a decent view behind.

Twist the key, prod the starter button and the Kawasaki’s distinctive clocks spring into life. This is very much a digital affair, and the LED bars indicating the revs rise across the screen in chunky graphics, colour changing from orange to red as the revs rise.

And you’ll watch those bars race across the screen very very rapidly, thanks to the ZX-10R’s blistering performance. Kawasaki claim the engine produces 197bhp, some 7bhp more than the BMW S1000RR, and it feels like it. This is one very quick bike.

The bike sounds angry, and the power is usable and available from low down in the range. The real power first makes an appearance at 8,000rpm, then comes on stronger after 10,000rpm before peaking at 13,000rpm (although it could spin on to 14,500rpm).

On the move the gearbox feels slick, and in the 1800 miles we covered in our week together I never got a false neutral. In fact the engine feels bulletproof, and while it lacks the dizzying top end rush of the BMW, it’s still more than plenty quick enough without feeling intimidating.

Out on the road and the fully adjustable Öhlins steering damper, the

‘horizontally’ mounted single shock and Showa BPF forks do a good job of soaking up the worst of the bumps, although the front feels a little lively when really pressing on, and I mean really pressing on. On a smooth track surface it should be fine, and 95 per cent of the time on the road everything behave impeccably. But on the A169 across the North Yorkshie Moors it felt skittish at higher speeds, the front shaking its head, almost as a reminder not to get complacent as much as anything.

What is also clear on these glorious roads is that the Kawasaki’s traction control system is stunning. It relies on front and rear wheel speeds matched to rpm, throttle position, gear selected and other sensors to predict tyre slippage and alter ignition/fuel settings to balance acceleration against loss of traction.

The traction control system has three modes with Level One being the least obtrusive. Level Three sees the machine render wheelspin non-existent, while Level Two allows a comfortable amount of slip or slide without intervening too harshly. Level one permits some seriously sideways attitude and allows for throttle modulation of a slide, intervening only when things get alarmingly lurid. The three modes, which are mounted on the bars, can be selected on the move, and the power interruptions, when made, are much more subtle and smoother than the system on an equivalent S1000RR.

The ZX-10R is happy on its ear, gracefully carving lines through corner after corner as we tear through the stunning countryside, traction control occasionally cutting in to wrap a comforting arm around me as mud covers one deceptively tight corner. And the brakes are phenomenal, offering immensely powerful stopping power and plenty of feel. And despite what many riders say, the ABS allows me to brake much harder and smoother – it’s a refined system, and another tool in the ZX-10R’s impressively-equipped armoury.

The ZX-10R is equally happy cruising through town, that tall first gear being smooth and tractable, effortlessly coping with the stop-start flow of traffic. And it’s practical too…that wide tank is perfect for a tankbag and there are plenty of bungee points on its rear to strap a tailpack.

Unfortunately I didn’t get time to put the ZX-10R through its paces on track, but it’s won titles at BSB and WSBK level, and it’s proved a weapon in the hands of Ian Hutchinson on the roads, so I’d expect it to be a weapon at somewhere like Silverstone or Donington, where that engine would come into its own.

The only chink in the ZX-10R’s armour is the styling – this isn’t a pretty bike. It’s a bike borne of form over function, and if you can live with that you’ll discover a very, very capable bike at a very reasonable price. Try one, it might just win you over.



BSB – Cooper claims first race win in dramatic Oulton Park race

2016 BSB, BSB R02, Oulton Park, Cheshire, UK.

2016 British Superbike Championship, BSB R02, Oulton Park, Cheshire. 2nd May 2016. Richard Cooper, Nottingham, Buildbase BMW wins race 2 from Christian Iddon, Stockport, Tyco BMW and Leon Haslam, Smalley, JG Speedfit Kawasaki

BSB’s unpredictability continues to delight race goers as Leon Haslam claimed a Race One win before  Richard Cooper claimed a hard-fought debut win in the day’s second race to become the fourth different winner this season.

Kawasaki’s Haslam was forced to fight his way through to the front of the pack in the wet conditions, proving his determination to return to the top step of the podium for the first time since 2008 in the opening race. The Pocket Rocket instantly got stuck into the fight and first dispensed with Jack Kennedy at Lodge and then repeated the move just a few laps later on Linfoot with the pair almost inseparable.

Haslam then closed the advantage to the group ahead of him and when Dan Linfoot crashed out of the lead he had the opportunity he needed; that left him leading from Iddon and Ellison. The race winner would come down to the last lap and Haslam held the initial advantage, but Iddon was pressing hard and the pair almost collided at Island as they pushed to stay ahead.

The BMW-mounted Iddon tried everything possible but it was Haslam who held the slight advantage out of Lodge for the final time to score his first victory of the season by just 0.103s as Ellison completed the podium line up.

A rain shower before the start of Race Two left the teams and riders gambling on tyre choice and that would prove to be crucial with the track drying throughout the race. At the start Dan Linfoot had hit the front of the field, eager to make amends for crashing out of the lead in race one, with Jack Kennedy.

Cooper was then holding his position in the lead but Iddon was closing him down at a rapid rate with Kennedy holding third place until the JG Speedfit Kawasaki pairing hunted him after Haslam and Ellison had moved up the order when their choice of slick tyres paid off mid distance. Linfoot though had a double disappointment when he crashed out on the eighth lap.

Michael Laverty had also thrown himself into contention; moving up to third place, behind the leading pair of Cooper and Iddon, but ahead of the quarrelling JG Speedfit Kawasakis of Ellison and Haslam who were embroiled in their own battle of supremacy and by Lap 13 the pair were almost swapping paint in their quest to head the team charge.

At the front Iddon had hunted down Cooper and waited until the last lap to make his move; the Tyco BMW rider had taken the lead at Cascades and was desperately trying to defend as the pair both aimed for their first race victory in MCE BSB. A moment on the exit of Hizzys chicane didn’t stop Iddon from holding the lead, but he drifted marginally wide on the exit of Lodge and it was enough for Cooper to win the drag to the line.

The battle for third was equally intense with the JG Speedfit Kawasakis taking the fight all the way to the finish with Haslam emerging ahead as they crossed the line for the final time to return to the podium after securing his first race win of the season earlier in the day.

Iddon now leads the championship charge to Brands Hatch for the next round of the Championship on May 20/21/22.

 MCE Insurance British Superbike Championship, Oulton Park, Race One result:

Leon Haslam (JG Speedfit Kawasaki)

Christian Iddon (Tyco BMW) +0.103s

James Ellison (JG Speedfit Kawasaki) +2.644s

Jason O’Halloran (Honda Racing) +7.750s

Alastair Seeley (Royal Air Force BMW) +14.162s

Michael Laverty (Tyco BMW) +14.682s

Jack Kennedy (Team WD-40 Kawasaki) +19.710s

Shane Byrne (Be Wiser Ducati) +24.796s

Richard Cooper (Buildbase BMW) +26.506s

Billy McConnell (FS-3 Racing Kawasaki) +34.773s

 MCE Insurance British Superbike Championship, Oulton Park, Race Two result:

Richard Cooper (Buildbase BMW)

Christian Iddon (Tyco BMW) +0.135s

Leon Haslam (JG Speedfit Kawasaki) +7.639s

James Ellison (JG Speedfit Kawasaki) +8.062s

Michael Laverty (Tyco BMW) +8.183s

Shane Byrne (Be Wiser Ducati) +17.447s

Glenn Irwin (Be Wiser Ducati) +17.836s

Jason O’Halloran (Honda Racing) +25.634s

Jack Kennedy (Team WD-40 Kawasaki) +26.039s

Stuart Easton (ePayMe Yamaha) +34.027s

MCE Insurance British Superbike Championship standings after Oulton Park:

Christian Iddon (Tyco BMW) 72

Shane Byrne (Be Wiser Ducati) 58

Michael Laverty (Tyco BMW) 56

Leon Haslam (JG Speedfit Kawasaki) 52

Jason O’Halloran (Honda Racing) 44

Richard Cooper (Buildbase BMW) 41

For more information visit

Tested – Kriega R3


The Kriega R3 is the British company’s take on the bum bag, and as always they’ve done an excellent job.

Made from tough 1000D Cordura, the R3 is a one-stop carry-all for all your essential items – multi-tool, camera, phone, driving licence, passport, wallet etc. And when you’re off the bike it’s the ideal storage carrier for your bike’s action camera (s).

As its name suggests, the R3 has a three-litre capacity in its main pocket, and this is waterproof thanks to Kriega’s signature roll-top closure system. There’s also a smaller compartment which is sealed with a water-resistant zip.

The R3 comes into its own when wearing leathers, giving you the advantages of the pockets that come with textiles, with none of the bulk associated with wearing such suits.

It’s tough, unobtrusive and completely waterproof. What’s not to like?


Four stars

BSB – Pocket Rocket snatches pole in dramatic qualifying at Oulton


Leon Haslam will start from pole position for tomorrow’s opening BSB race at Oulton Park after snatching pole position on the JG Speedfit Kawasaki, just ahead of his team-mate James Ellison.

In a dramatic qualifying Haslam kept his cool in a hectic wet Superpole; with five different riders holding the top spot during the eight minute battle for the pole position. Initially Alastair Seeley had set the first flying lap on the RAF Reserves BMW, but before long Christian Iddon had gained the top spot on the Tyco BMW.

Ellison was relishing the wet conditions and recorded the fastest time in the final minutes, but it was short lived as Honda Racing’s Jason O’Halloran then carved his way to the top. Ellison instantly responded and he returned to the top with his next flying lap. However, Haslam wasn’t and in the final minute the Derbyshire rider stole the pole position.

Dan Linfoot will head the second row of the race one grid for the Honda Racing team after he climbed ahead of Iddon in the closing stages of the session, with the Tyco BMW pairing completing the second row with Michael Laverty.

Seeley will start from the third row ahead of Team WD-40 Kawasaki’s Jack Kennedy who had his best qualifying performance of the season so far in eighth with Lee Jackson completing the top nine.

It was a difficult session for Shane ‘Shakey’ Byrne; the four-time champion will start 18th on the grid after a tough Q2; the Be Wiser Ducati rider had a moment through the gravel at Lodge at the mid-way point of the second stage before crashing out unhurt a lap later at Hizzys.

It was also a tough session for the second Be Wiser Ducati; Glenn Irwin suffered a clutch problem on his first lap and was forced to miss the remainder qualifying; he will start on the back row of the grid.

Danny Buchan was also left disappointed after he was ruled out on medical grounds for the remainder of the weekend after suffering concussion in a crash at Knickerbrook during Q1.

MCE Insurance British Superbike Championship, Oulton Park, Datatag Qualifying:

1 Leon Haslam (JG Speedfit Kawasaki) 1m:43.633s

2 James Ellison (JG Speedfit Kawasaki) +0.452s

3 Jason O’Halloran (Honda Racing) +0.520s

4 Dan Linfoot (Honda Racing) +0.553s

5 Christian Iddon (Tyco BMW) +0.637s

6 Michael Laverty (Tyco BMW) +0.870s

7 Alastair Seeley (Royal Air Force BMW) +0.926s

8 Jack Kennedy (Team WD-40 Kawasaki) +1.425s

9 Lee Jackson (Buildbase BMW) +1.599s

For more information visit

WSBK – Rampant red dragon destroys the field in Imola


Imola is the home race for the red bikes from Borgo Panigale and another crushing performance from Chaz Davies gave the Ducatisti something to cheer about.

After dominating Race One, the Welshman was once again on the top step of the podium in Race Two, scoring an impressive double win for Ducati and closing the gap to series leader Jonathan Rea.

Thanks to another ‘holeshot’ at the start, Davies managed to impose his rhythm and quickly pulled away from the rest of the field, posting the race’s fastest lap with a 1:42.240 in Lap Six and then increasing his lead to five seconds, a margin he administered until the finish line, preceding Jonathan Rea and Tom Sykes.

He said: “It’s just been an incredible weekend, from start to finish. The latest upgrades Ducati brought for the Panigale R in Aragon allowed us to compete for the win in each race. To seize a victory here in Imola, Ducati’s backyard, is special. To do a double, is unbelievable.

“Today the conditions were different, but we were able to create a gap since the first few laps. I made a couple of mistakes in Lap Nine that made me lose a second, but also helped me stay focused until the checkered flag. We head to Sepang with confidence, as we have a more competitive package than last year, when we still left Malaysia with a second place and a win. Our goal is to keep the momentum and further cut the gap in the championship.”

The Ducati pilot now lies second in the overall standings with 186 points, 35 behind Rea who, thanks to his two excellent second place finishes in the Imola races, remains firmly at the top of the rankings with 221 points. The other Kawasaki Racing Team rider, Tom Sykes, is in third place with 154 championship points.

With Davies’ double, Ducati also closes the gap behind Kawasaki in the Manufacturer Standings: the manufacturer from Akashi leads with 230 points, but Ducati is close behind with 196.

In Race Two the two Ducatis ridden by Davies and Giugliano got off the line well, but already in the third lap the situation had changed. The Welshman stayed in the lead all the way to the chequered flag, whereas the Italian was forced to give way to the two Kawasaki riders, Rea and Sykes who, like yesterday, would finish in the exact same order behind Davies and ahead of Davide Giugliano.

Race 2 standings:

1) Chaz Davies ( Racing – Ducati)

2) Jonathan Rea (Kawasaki Racing Team)

3) Tom Sykes (Kawasaki Racing Team)

4) Davide Giugliano ( Racing – Ducati)

5) Leon Camier (MV Agusta Reparto Corse)

6) Alex Lowes (Pata Yamaha Official WSBK Team)

7) Jordi Torres (Althea BMW Racing Team)

8) Nicky Hayden (Honda World Superbike Team)

9) Michael van der Mark (Honda World Superbike Team)

10) Xavi Forés (Barni Racing Team)

WSBK – Davies dominates at Ducati’s backyard


Chaz Davies put in the perfect performance to give Ducati the Rac One win at their own backyard, dominating at Imola from flag to flag.

The Welshman led the race from the first until the last corner after topping all previous sessions between practice and qualifying, taking the holeshot from pole position and the first, historic victory for the Panigale R in Italy.

Davies also posted the fastest lap of the race (rewriting the circuit record) with a blistering 1:46.700 during lap three, pulling away from the group together with championship leader Jonathan Rea.

Rea continued to chase hard, but a mistake at Turn Seven on lap eight  allowed the race leader  to gain a five-second advantage, a margin he comfortably maintained until the checkered flag.

Davies said: “Today’s race was just perfect. I got a clean start and then I got my head down to push since the very first lap and make my own rhythm. At first, the gap between Jonathan and I was going back and forth, but after a few laps I tried to break away and then the pitboard signaled a five-second margin, but I kept pushing to stay in the high 1:47 mark as long as possible.

“To win here is different from any other track and simply special, Imola is Ducati’s backyard. From Aragon onwards, my Panigale R has always been competitive and in the ballpark. The latest engine upgrades allowed us to be on par with our rivals, and I want to thank Ducati for giving me a complete package. Now I hope we can repeat ourselves tomorrow. The forecast says it might rain, and we need to be ready no matter what.”

Team principal Stefano Cecconi said: “There isn’t a better place than Imola to celebrate a victory. The atmosphere here is just fantastic, and the passion of our supporters fills the air. With Chaz, we scored a ‘hat trick’ taking pole position, fastest lap and the victory. Davide recovered strongly since yesterday, both during Superpole and the race, where he managed to be consistent despite an issue. Tomorrow, our goal is to have both riders on the podium.”