Grand Prix motorcycle racing
2012 Grand Prix motorcycle racing season
Category	Motorcycle sport
Country or region	International
Inaugural season	1949
MotoGP World Championship
Constructors	Ducati, Honda, Suzuki, Yamaha
Tyre suppliers	Bridgestone
Riders' champion	Casey Stoner
Constructors' champion	Honda
Moto2 World Championship
Constructors	Moriwaki, Suter, Speed Up, Motobi, FTR, Tech 3, Bimota, Promoharris, MZ
Tyre suppliers	Dunlop
Riders' champion	Stefan Bradl
Constructors' champion	Suter
125cc World Championship
Constructors	Aprilia, Derbi, KTM, Mahindra
Tyre suppliers	Dunlop
Riders' champion	Nicolás Terol
Constructors' champion	Aprilia
Official website	motogp.com

Grand Prix motorcycle racing

Road Racing World Championship Grand Prix is the premier championship of motorcycle road racing. It is currently divided into three classes: MotoGP, Moto2 and Moto3. All three classes use four-stroke engines. In 2010, 250cc two-strokes were replaced by the new Moto2 600cc four-stroke class. In 2012, 125cc two-strokes were replaced by the Moto3 250cc four-stroke class with maximum weight limit 65 kilos with gas, and the engine capacity for MotoGP increased from 800cc to 1000cc.

Grand Prix motorcycles are purpose-built racing machines that are neither available for purchase by the general public nor can be ridden legally on public roads. This contrasts with the various production-based categories of racing, such as the Superbike World Championship, that feature modified versions of road-going motorcycles available to the public.

Overview[link]

A Road Racing World Championship Grand Prix was first organized by the Fédération Internationale de Motocyclisme (FIM) in 1949. The commercial rights are now owned by Dorna Sports, with the FIM remaining as the sport sanctioning body. Teams are represented by the International Road Racing Teams Association (IRTA) and manufacturers by the Motorcycle Sport Manufacturers Association (MSMA). Rules and changes to regulations are decided between the four entities, with Dorna casting a tie-breaking vote. In cases of technical modifications, the MSMA can unilaterally enact or veto changes by unanimous vote among its members.^[1] These 4 entities compose the Grand Prix Commission.

There have traditionally been several races at each event for various classes of motorcycles, based on engine size, and one class for sidecars. Classes for 50cc, 80cc, 125cc, 250cc, 350cc, and 500cc solo machines have existed over time, and 350cc and 500cc sidecars. Up through the 1950s and most of the 1960s, four-stroke engines dominated all classes. In part this was due to rules which allowed a multiplicity of cylinders (thus smaller pistons, thus higher revs) and a multiplicity of gears (thus narrower power bands, thus higher states of tune). In the 1960s, two-stroke engines began to take root in the smaller classes. In 1969, the FIM — citing high development costs for non-works teams — brought in new rules restricting all classes to six gears and most to two cylinders (four cylinders in the case of the 350cc and 500cc classes). This led to a mass walk-out of the sport by the previously highly successful Honda, Suzuki and Yamaha manufacturer teams, skewing the results tables for the next several years, with MV Agusta effectively the only works team left in the sport until Yamaha (1973) and Suzuki (1974) returned with new two-stroke designs. By this time, two-strokes completely eclipsed the four-strokes in all classes. In 1979, Honda on its return to GP racing made an attempt to return the four-stroke to the top class with the NR500, but this project failed, and in 1983, even Honda was winning with a two-stroke 500. The 50cc class was replaced by an 80cc class, then the class was dropped entirely in the 1990s, after being dominated primarily by Spanish and Italian makes. The 350cc class vanished in the 1980s. Sidecars were dropped from World Championship events in the 1990s (see Superside), reducing the field to 125s, 250s, and 500s.

Yamaha YZR-M1 MotoGP bike (2006)

MotoGP, the premier class of GP motorcycle racing, has changed dramatically in recent years. From the mid-1970s through 2001, the top class of GP racing allowed 500cc with a maximum of 4 cylinders, regardless of whether the engine was a two-stroke or four-stroke. Consequently, all machines were two-strokes, due to the greater power output for a given engine capacity. Some two- and three-cylinder two-stroke 500s were seen, but though they had a minimum-weight advantage under the rules, typically attained higher corner speed and could qualify well, they lacked the power of the four-cylinder machines. In 2002, rule changes were introduced to facilitate the phasing out of the two strokes, probably influenced by what was then seen as a lack of relevance: the last mass-produced 500cc 2-stroke model had not been available to the public for some 15 years.^{[original research?]} The rules permitted manufacturers to choose between running two-strokes engines (500cc or less) or four-strokes (990cc or less). Manufacturers were also permitted to employ their choice of engine configuration. Despite the significantly increased costs involved in running the new four-stroke machinery, given their extra 490cc capacity advantage, the four-strokes were soon able to dominate their two-stroke rivals. As a result, by 2003 no two-stroke machines remained in the MotoGP field. The 125cc and 250cc classes still consist exclusively of two-stroke machines. In 2007, the MotoGP class had its maximum engine displacement capacity reduced to 800cc for a minimum of 5 years. For the 2012 season the capacity has increased again to 1000cc.^[2]

A typical MotoGP season.

The 2008 racing calendar consisted of 18 rounds in 16 different countries (Spain which hosted 3 rounds, Qatar, Turkey, China, France, Italy, Great Britain, the Netherlands, Germany, Czech Republic, San Marino, Portugal, Japan, Australia and Malaysia). Exclusive to the MotoGP class, there was also a USA round at Mazda Raceway Laguna Seca in Monterey, California for the 800cc class only, this is because the paddock is not large enough to also include the other 2 classes. In 2008 a MotoGP event was held at the Indianapolis Motor Speedway for the first time on a newly prepared track, and observers noted that the Speedway had hosted motorcycle racing before cars raced there. All three classes were scheduled to race but severe wind and rain prevented the 250cc class from racing. MotoGP racing at Indianapolis is counterclockwise, with a new Snake Pit complex past the start-finish line before heading down the Turn 1 short chute and into the infield section.

The grid is composed of three columns (four for the 125cc and 250cc classes) and contains approximately 20 riders. Grid positions are decided in descending order of qualifying speed, the fastest on the 'pole' or first position. Races last approximately 45 minutes, each race a sprint from start to finish without pitting for fuel or tyres.

In 2005, a flag-to-flag rule for MotoGP was introduced. Previously, if a race started dry and rain fell, riders or officials could red-flag (stop) the race and either restart or resume on 'wet' tyres. Now, if rain falls a white flag is shown, indicating that riders can pit to swap the motorcycle on which they started the race for an identical one, as long as the tyres are different (that is, intermediates instead of wets, or slicks instead of wets)[1]. Besides different tyres, the wet-weather bikes have steel brake rotors and different brake pads instead of the carbon discs and pads used on the 'dry' bikes. This is because the carbon brakes need to be very hot to function properly, and the water cools them too much. The suspension is also 'softened' up somewhat for the wet weather.

When a rider crashes, track marshals upstream of the incident wave a yellow flag, prohibiting passing in that area; one corner farther upstream, a stationary yellow flag is shown. Passing in an area of the track covered by a yellow flag is prohibited; if a fallen rider cannot be evacuated safely from the track, the race is red-flagged. Motorcycle crashes are usually one of two types: lowside, with the rider initially following his upended bike, and the more dangerous highside, with the rider ejected ahead of the machine. Increased use of traction control has made highsides much less frequent.

According to one estimate, leasing a top-level motorcycle for a rider costs about 3 to 3.5 million dollars for a racing season.^[3]

As a result of the 2008–2009 financial crisis, MotoGP is undergoing changes in an effort to cut costs. Among them are reducing Friday practice sessions; banning active suspension, launch control and ceramic composite brakes; extending the lifespan of engines; and reducing testing sessions.^[4]

Chronology[link]

• 1949: Start of the world championship in Grand Prix motorcycle racing.
• 1957: Gilera, Mondial and Moto Guzzi withdraw at the end of the season.
• 1958: MV Agusta win the constructor's and rider's championships in all 4 solo classes.
• 1959: MV Agusta retain all eight solo titles. Honda enter the Isle of Man TT for the first time.
• 1960: MV Agusta retain all 8 championships again.
• 1962: First year of 50cc class.
• 1966: Honda win the constructor's championship in all 5 solo classes.
• 1967: Final year of unrestricted numbers of cylinders and gears.
• 1968: Giacomo Agostini (MV Agusta) wins both 350cc and 500cc titles.
• 1969: As 1968.
• 1970: As 1968.
• 1971: As 1968.
• 1972: As 1968.
• 1972: Death of Gilberto Parlotti at the Isle of Man TT, leading ultimately to the loss of its championship status.
• 1973: Deaths of Jarno Saarinen and Renzo Pasolini at the Italian round at Monza.
• 1974: The Suzuki RG500 is the first square-4 in the 500cc class.
• 1977: The British Grand Prix moves from the Isle of Man TT to the British mainland.
• 1980: Patrick Pons (Yamaha 500cc) and Malcolm White (passenger Phil Love) (sidecar) are both killed in the British GP at Silverstone.
• 1982: The Yamaha OW61 YZR500 is the first V4 in the 500cc class.
• 1982: Jock Taylor (passenger Benga Johansson)(Windle-Yamaha) is killed at the Finnish sidecar GP. Imatra is subsequently removed from the GP calendar.
• 1984: Michelin introduces radial tyres in GPs.
• 1987: Push starts are eliminated.
• 1988: Wayne Rainey wins the first 500cc race using carbon brakes, at the British GP.
• 1988: Alfred Heck (passenger Andreas Räcke) is killed in during free practice in the French sidecar GP.
• 1989: Iván Palazzese (Aprilia) is killed in 250cc German GP at Hockenheim.
• 1990: 500cc grid switches from 5 to 4 bikes per row.
• 1992: Honda introduces NSR500 with big bang engine.
• 1993: Shinichi Itoh and fuel-injected NSR500 break the 200 mph (320 km/h) barrier at the German GP at Hockenheim.
• 1993: Nobuyuki Wakai (Suzuki) is killed during the practice session of the 250cc GP in Spain.
• 1994: Simon Prior, passenger of Yoshisada Kumagaya, on an LCR-ADM, is killed in a crash involving seven outfits in the Sidecar GP at Hockenheim.
• 1998: 500cc switch to unleaded fuel.
• 2002: MotoGP replaces 500cc class, allowing 990cc 4-strokes to race alongside 500cc 2-strokes.
• 2003: Daijiro Kato is killed in the first race of the season; Suzuka is folded because of safety issues at 130R (there had been a serious Formula One crash at the 2002 Japanese Grand Prix in the same section).
• 2004: MotoGP grid switches from 4 to 3 bikes per row.
• 2004: Makoto Tamada earns Bridgestone their first MotoGP victory at the Brazilian GP.
• 2005: MotoGP adopts flag-to-flag rule, allowing riders to pit and switch to bikes fitted with wet- weather tyres and continue if rain begins to fall mid-race.
• 2007: MotoGP engine capacity is restricted to 800cc 4-strokes.
• 2008: Dunlop drops out of MotoGP.
• 2009: Michelin drops out of MotoGP and Bridgestone becomes the sole tyre provider.^[5][6]
• 2009: Kawasaki suspends MotoGP activities for 2009 and considers privateer team.
• 2010: Moto2 rider Shoya Tomizawa is killed in Misano.
• 2010: Moto2 engine capacity is restricted to 600cc 4-strokes.
• 2011: MotoGP rider Marco Simoncelli is killed in Sepang.^[7]
• 2011: Suzuki withdraws from MotoGP at the end of the season.
• 2012: Moto3 250cc 4-stroke single-cylinder class replaces the 125cc 2-stroke class.
• 2012: MotoGP raises the maximum engine capacity to 1000cc^[8] and introduces Claiming Rule Teams.

Tyres[link]

Tyre selection is critical, usually done by the individual rider based on bike 'feel' during practice, qualifying and the pre-race warm-up laps on the morning of the race, as well as the predicted weather. The typical compromise is between grip and longevity—softer compound tyres have more traction, but wear out more quickly; harder compound tyres have less traction, but are more likely to last the entire race. Conserving rubber throughout a race is a specific talent winning riders acquire. Special 'Q' or qualifying tyres of extreme softness and grip were typically used during grid-qualifying sessions until their use was discontinued at the end of the 2008 season, but they lasted typically no longer than one or two laps, though they could deliver higher qualifying speeds. In wet conditions, special tyres ('wets') with full treads are used, but they suffer extreme wear if the track dries out.

In 2007 new MotoGP regulations limited the number of tyres any rider could use over the practice and qualifying period, and the race itself, to a maximum of 31 tyres (14 fronts and 17 rears) per rider. This introduced a problem of tyre choice vs. weather (among other factors) that challenges riders and teams to optimize their performance on race day. This factor was greeted with varying degrees of enthusiasm by participants. Bridgestone had dominated in 2007 and Michelin riders Valentino Rossi, Nicky Hayden, Dani Pedrosa, and Colin Edwards all acknowledged shortcomings in Michelin's race tyres relative to Bridgestone. Rossi, disappointed with and critical of the performance of his Michelin tyres, switched to Bridgestones for 2008 and won the World Championship in dominant fashion. Pedrosa switched to Bridgestones during the 2008 season.

In 2008 the rules were amended to allow more tyres per race weekend—18 fronts and 22 rears for a total of 40 tyres. The lower number of tyres per weekend was considered a handicap to Michelin riders. The only MotoGP team using Dunlops in 2007, Yamaha Tech 3, did not use them in 2008 but switched to Michelin.

For 2009, 2010 and 2011, a 'spec' tyre supplier, Bridgestone, was appointed by the FIM (Michelin no longer supplying any tyres to MotoGP). For the whole season Bridgestone provided 4 different specifications of front tyre, 6 of rear, and a single wet specification—no qualifying specification. For each round Bridgestone provided only 2 specifications for front and rear. Tyres will be assigned to riders randomly to assure impartiality.^[9] Jorge Lorenzo has publicly supported the mono tyre rule.^[10]

Riders[link]

Top riders travel the world to compete in the annual FIM World Championship series. The championship is perhaps most closely followed in Italy and Spain, home of many of the more successful riders early in the 21st century. As for the 2011 season, 25 riders of eight nations participated in the premier class of the championship.

Specifications[link]

The following shows the key specifications issues for each class. It was also introduced for the 2005 year, that under rule 2.10.5: 'No fuel on the motorcycle may be more than 15K below ambient temperature. The use of any device on the motorcycle to artificially decrease the temperature of the fuel below ambient temperature is forbidden. No motorcycle may include such a device.' This stops an artificial "boost" gained from increasing fuel density by cooling it.

Moto3 Class[link]

The 125cc class was replaced in 2012 by the Moto3 class. This class is restricted to single-cylinder 250cc 4-stroke engines with a maximum bore of 81 mm.[2] The minimum total weight for motorcycle and rider is 148kg.[3]. Riders in the Moto3 class cannot be older than 28 years, or 25 years for new contracted riders participating for the first time and wild-cards.

Moto2 class[link]

Moto2 is the new 600cc 4-stroke class to replace 250cc 2-stroke class. Engines are produced by Honda;^[11] tyres by Dunlop and electronics will be limited and supplied only by FIM sanctioned producers with max cost set at 650 EUR. Carbon-fibre brakes will be banned and only steel brakes will be allowed. However, there will be no chassis limitations. From 2010 onwards, only 600 cc four-stroke Moto2 machines are allowed.^[12]

MotoGP class[link]

MotoGP is (from 2012) the 1000cc class. The FIM has altered the specification for the class at several points in its history. At the beginning of the new MotoGP era in 2002, 500cc two-stroke or 990cc four-stroke bikes were specified to race. The enormous power advantage of the larger displacement four-stroke engine over the two-stroke eliminated all two-strokes from competition; the following season no two-stroke bikes were racing. In 2007 the maximum engine capacity was reduced to 800cc without reducing the existing weight restrictions.

MotoGP-class motorcycles are not restricted to any specific engine configuration. However, the number of cylinders employed in the engine determines the motorcycle's permitted minimum weight; the weight of the extra cylinders acts as a form of handicap. This is necessary because, for a given capacity, an engine with more cylinders is capable of producing more power. If comparable bore to stroke ratios are employed, an engine with more cylinders will have a greater piston area and a shorter stroke. The increased piston area permits an increase in the total valve area, allowing more air and fuel to be drawn into the engine, and the shorter stroke permits higher revs at the same piston speed, allowing the engine to pump still more air and fuel with the potential to produce more power, but with more fuel consumption too. In 2004 motorcycles were entered with three-, four-and five-cylinder configurations. A six-cylinder engine was proposed by Blata, but it did not reach the MotoGP grids. Presently four-cylinder engines appear to offer the best compromise between weight, power, and fuel consumption as all competitors in the 2009 series use this solution in either 'V' or in-line configuration.

In 2002, the FIM became concerned at the advances in design and engineering that resulted in higher speeds around the race track. For purposes of increasing safety, regulation changes related to weight, amount of available fuel and engine capacity were introduced. The amended rules reduced engine capacity to 800cc from 990cc and restricted the amount of available fuel for race distance from 26 litres in year 2004 to 21 litres in year 2007 and onwards. In addition, the minimum weight of 4-cylinder bikes used by all participating teams was increased by 3 kg.

The highest speed for a MotoGP motorcycle in 125cc category is 249.76 km/h (155.193 mph) by Valentino Rossi in 1996 for Aprilia and the top speed in the history of MotoGP is 349.288 km/h (217.037 mph), set by Dani Pedrosa riding a Repsol Honda RC212V 800cc during Free Practice 1 at the 2009 Italian motorcycle Grand Prix.^[13]

On December 11, 2009, the Grand Prix Commission announced that the MotoGP class would switch to the 1000 cc motor limit starting in the 2012 season. Maximum displacement will be limited to 1000 cc, maximum cylinders would be limited to 4, and maximum bore would be capped at 81 mm.^[14] Carmelo Ezpeleta, the CEO of Dorna Sports indicated that the projected changes were received by the teams favorably.^[15]

From 2012, teams not entered by one of the major manufacturers may seek Claiming Rule Team (CRT) status. CRT is intended to allow independent teams to be competitive at a lower cost and increase the number of entries in MotoGP. CRT teams will benefit from less restrictive rules on the number of engines that may be used in a season, and the fuel allowance during a race will be larger. Under the 'Claiming Rule', CRT teams agree to allow up to four of their engines per season to be claimed, after a race, by one of the major manufacturer teams at a cost of €20,000 each including transmission, or €15,000 each for the engine alone.^[16]

Weights[link]

• In 2005, fuel tank capacity was reduced by 2 litres to 24 litres
• In 2006, fuel tank capacity was reduced by a further 2 litres to 22 litres
• From 2007 onwards and for a minimum period of five years, FIM has regulated in MotoGP class that two-stroke bikes will no longer be allowed, and engines will be limited to 800cc four-strokes. The maximum fuel capacity will be 21 litres.

Engine Specifications[link]

• Configuration: V2, V4 or Inline-4 (MotoGP class), Inline-4 (Moto2 class), 1-cylinder (Moto3 class).
• Displacement: 1000 cc (MotoGP class), 600 cc (Moto2 class), 250 cc (Moto3 class).
• Engine Cycle: Four-stroke (all classes, from 2012).
• Valves: 16-valve (MotoGP, Moto2), 4-valve (Moto3).
• Valvetrain: DOHC, 4-valves per cylinder.
• Fuel: Unleaded (no control fuel) 100 Octane.
• Fuel Delivery: Fuel injection.
• Aspiration: Naturally aspirated engine.
• Power Output: 240 bhp (MotoGP class), >150 bhp (Moto2 class).
• Lubrication: Wet sump.
• Maximum Revs: 17500 - 18000 rpm.
• Max Speed: 217 mph / 349 km/h (MotoGP).
• Cooling: Single water pump.

Champions[link]

The Riders' World Championship is awarded to the most successful rider over a season, as determined by a points system based on Grand Prix results.

Giacomo Agostini is the most successful champion in Grand Prix history, with 15 titles to his name (8 in the 500cc class and 7 in the 350cc class). The most dominant rider of all time was Mike Hailwood, winning 10 out of 12 (83%) races, in the 250cc class, in the 1966 season. Mick Doohan, who won 12 out of 15 (80%) of the 500cc races in the 1997 Grand Prix motorcycle racing season also deserves an honourable mention. Valentino Rossi is the most successful contemporary rider, having won 9 titles including 7 Moto GP titles, and 1 each at 500cc, 250cc and 125cc levels^[17] . The current (2011) champion is Casey Stoner.

Scoring system[link]

In media[link]

An editor has expressed a concern that this article lends undue weight to certain ideas, incidents, controversies or matters relative to the article subject as a whole. Please help to create a more balanced presentation. Discuss and resolve this issue before removing this message. (November 2011)

• Fastest, a documentary film about MotoGP, was released in 2011 and is now available on DVD.
• Faster, a documentary film about MotoGP, was released in 2003 and is now available on DVD.
• The Doctor, The Tornado and The Kentucky Kid, a documentary on the 2005 United States motorcycle Grand Prix
• SNES games: GP-1 and GP-1: Part II (Atlus)
• GP500 (Microprose)
• MotoGP (THQ), MotoGP 2 (THQ), MotoGP 3 (THQ), MotoGP '07 (THQ), MotoGP '08 (Capcom)
• MotoGP:Ultimate Racing Technology series (THQ/Climax)
• MotoGP '08 (Capcom/Milestone), MotoGP 09/10 (Capcom/Monumental), MotoGP 10/11 (Capcom/Monumental)
• MotoGP (Namco)
• Moto Grand Prix (BGG) - http://www.boardgamegeek.com/boardgame/35438/moto-grand-prix
• Moto Grand Prix (FFG) - http://www.fantasyflightgames.com/edge_minisite.asp?eidm=61&enmi=Moto

See also[link]

• Outline of motorcycles and motorcycling
• MotoGP.lap.hu Hungarian MotoGP link collection

References[link]

External links[link]

Wikimedia Commons has media related to: Grand Prix motorcycle racing

• Official website

v t e Grand Prix motorcycle racing seasons 1949 1950 1951 1952 1953 1954 1955 1956 1957 1958 1959 1960 1961 1962 1963 1964 1965 1966 1967 1968 1969 1970 1971 1972 1973 1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013

Marco Simoncelli
Simoncelli during post-season testing at Valencia in 2009.
Nationality	Italian
Born	(1987-01-20)20 January 1987 Cattolica, Italy
Died	23 October 2011(2011-10-23) (aged 24) Sepang, Malaysia
Bike number	58
Website	marcosimoncelli.it
Motorcycle racing career statistics MotoGP World Championship Active years 2010–2011 Manufacturers Honda Championships 0 2011 Championship position 6th (139 pts) Starts Wins Podiums Poles F. laps Points 34 0 2 2 0 264 250cc World Championship Active years 2006–2009 Manufacturers Gilera Championships 1 (2008) Starts Wins Podiums Poles F. laps Points 64 12 22 10 8 701 125cc World Championship Active years 2002–2005 Manufacturers Aprilia Championships 0 Starts Wins Podiums Poles F. laps Points 50 2 7 3 1 290 Superbike World Championship Active years 2009 Manufacturers Aprilia Championships 0 Starts Wins Podiums Poles F. laps Points 2 0 1 0 0 16

Marco Simoncelli (Italian pronunciation: [ˈmarko simonˈtʃɛlli]; 20 January 1987 – 23 October 2011) was an Italian motorcycle racer. He competed in the Road Racing World Championship for 10 years from 2002 to 2011. He started in the 125cc class before moving up to the 250cc class in 2006. He won the 250cc World Championship with Gilera in 2008. After four years in the intermediate class, he stepped up to the MotoGP class with the Honda Gresini Team. Simoncelli died after an accident during the 2011 Malaysian Grand Prix at Sepang on 23 October 2011.

Career[link]

Early career[link]

Marco Simoncelli was born in Cattolica but grew up and lived in Coriano with his family since childhood.^[1][2] He started racing minibikes at the age of seven in his hometown of Coriano,^[3][4] moving on to the Italian Minimoto Championship in 1996 at the early age of nine. He won the Italian Minimoto Championship in 1999 and 2000 while also became the runner-up in the 2000 European Minimoto Championship. The following year, he stepped up to the Italian 125cc Championship and he won the title in his rookie year. In 2002, he competed and won the European 125cc Championship.^[5]

125cc (2002–2005)[link]

After a successful European 125cc campaign, in August 2002, Simoncelli made his first Grand Prix appearance with Matteoni Racing, replacing Czech rider Jaroslav Huleš who stepped up to the 250cc class.^[6] Simoncelli, riding an Aprilia bike with the number 37, managed to finish in 27th place in his first race at Brno.^[7] In the following race at Estoril, he scored his first championship points by finishing in 13th place.^[8] However, he failed to score any points in the next four races and finished the season with three points from six races.^[9]

He continued with the Matteoni Racing Team for his first full season in 2003. That season, he also started to use the iconic number 58 on his bike.^[10] He managed to score points in six races with a best result of fourth at Valencia, the last race of the season.^[11] Overall, he scored 31 points and ranked 21st in the final championship standings.^[12]

In the 2004 season, Simoncelli switched to WorldwideRace team under the name of Rauch Bravo, which also run an Aprilia bike.^[13] In the second race of the season at Jerez, Simoncelli recorded his first pole position.^[14] In the race, which was held in wet conditions, Simoncelli was in second place when race leader Casey Stoner crashed out with three laps remaining, handing Simoncelli his first victory.^[15] However, the victory was his only podium finish for the season. He managed to score points in seven other races with a best result of sixth. He ended in 11th place in the final standings with 79 points.^[16]

Simoncelli continued to ride for WorldwideRace in 2005, this time under the Nocable.it Race banner.^[17] In the opening race at Jerez, he qualified first and then won the race for his second successive win at Jerez.^[18] Despite failing to add another win that season, Simoncelli finished on the podium on five other occasions. His consistency earned him 177 points and a fifth place in the final standings.^[19]

250cc (2006–2009)[link]

Simoncelli at the 2008 Japanese Grand Prix at Motegi

In 2006, Simoncelli stepped up to the 250cc class, becoming the only rider from the top eight in previous year's 125cc class to make the step up.^[19][20] He joined the Metis Gilera team, an Italian motorcycle manufacturer who returned to the intermediate class after a lengthy absence.^[21] His first season saw him finish most races he finished between 7th and 10th place. His best result was 6th place in the Chinese Grand Prix at Shanghai. He fought for the "Rookie of the Year" title until the end, finally losing to Shuhei Aoyama by seven points, finishing 10th overall.

In 2007 he continued with the same team. His season was similar to the previous one and he was again 10th in the final standings, without a podium finish.

He had his first 250cc win at the Italian Grand Prix held at Mugello on 1 June 2008 in controversial circumstances when, with one lap to go, he leaned to the left on the long straight, possibly to block off Héctor Barberá. Barberá then crashed into him and Simoncelli won the race by 3 seconds. Barberá was lucky to emerge unscathed. Some people called for sanctions but Simoncelli escaped without penalty: on 7 June he received a verbal warning from the MotoGP Riders Safety Commission.

Simoncelli at the 2009 British Grand Prix at Donington Park

On 8 June 2008 he followed up his Italian victory at the Catalan Grand Prix after overtaking Álvaro Bautista on the last lap after Bautista ran wide with 5 corners of the race left. Simoncelli obtained his third 250cc GP victory at the Sachsenring in the Gran Prix Deutchland on 13 July 2008 when he beat Bautista and Barberá by approximately 2.5 seconds. He also won in his class at the 2008 Australian motorcycle Grand Prix held on 3–5 October 2008, narrowly defeating Bautista.

On 19 October 2008 he clinched the 2008 250cc World Championship after finishing 3rd in the Malaysian Grand Prix at Sepang.

He made a one-off appearance for Aprilia in the World Superbike round at Imola in 2009. He qualified on the second row and was one of three riders to crash out of race one at Tosa while running fifth, before fighting through to third in race two, making a forceful move to overtake team-mate Max Biaggi to get onto the podium.

On 25 June 2009, it was confirmed that Simoncelli would move up to premier class racing for 2010 MotoGP championship after agreeing to ride with the San Carlo Gresini Honda team.^[22]

MotoGP[link]

2010[link]

Simoncelli at the 2010 United States Grand Prix at Laguna Seca

Simoncelli got off to a slow start to the 2010 season, having suffered two preseason testing crashes at Sepang; the second of which cracked his helmet.^[23] After finishing eleventh on début, Simoncelli improved over the rest of the season, finishing 16 of the 18 races in the points en route to eighth place in the championship with 125 points. His best finish was a fourth place in Portugal, missing a podium by 0.06 seconds to Andrea Dovizioso.^[24]

2011[link]

Simoncelli at the 2011 Australian Grand Prix at Phillip Island

In the 2011 season, Simoncelli was predicted to be the surprise package of the season.^[25] He finished fifth in the season opening race in Qatar, before falling from the lead of the wet race at Jerez.^[26] He secured his highest starting position to that point of 2nd, before falling on the first lap of the Estoril race.^[27] During the French Grand Prix at Le Mans, Simoncelli collided with Dani Pedrosa while they were battling for second. The resulting crash saw Pedrosa break his collarbone and Simoncelli received a ride-through penalty, eventually finishing fifth.^[28] Simoncelli initially rejected blame for the crash, claiming he braked no later than normal, and that he left Pedrosa room.^[29] Before the next race, however, he accepted that he needed to reflect on his riding style.^[30]

Simoncelli was required to meet with race direction before the start of the racing weekend at Catalonia.^[30][31] On the track, Simoncelli secured his first MotoGP pole position, 0.016 seconds ahead of Casey Stoner.^[32] However, a poor start saw him drop to seventh managing only to recover one position to finish sixth. Simoncelli earned his first podium in the premier class, with a third place in the Czech Republic.^[33] His best MotoGP finish was second place in the Australian GP at Phillip Island.

Death[link]

Simoncelli, with a towel on his head, on the grid at the 2011 Malaysian Grand Prix, his incomplete final race.

On 23 October 2011, Simoncelli was involved in a collision with Colin Edwards and Valentino Rossi during the Malaysian Grand Prix at the Sepang International Circuit. In fourth position during lap two, Simoncelli's bike lost traction in Turn 11 and it started to slide towards the gravel, but the tyres regained traction and his bike suddenly veered across the track into the path of Edwards and Rossi, with Simoncelli hanging down on the right side.^[34]

Simoncelli was struck in the head and neck by Rossi, in the course of which Simoncelli lost his helmet and Edwards was catapulted from his bike. The race was immediately red-flagged. Edwards suffered a dislocated shoulder; Simoncelli suffered much more severe injuries and was taken by ambulance to the circuit's medical centre, and at 16:56 local time, less than an hour after the accident, it was announced that he had died from his injuries.^[35][36][37] Later, at a press conference involving members of the MotoGP Race Direction, Medical Director Michele Macchiagodena said that Simoncelli had sustained "a very serious trauma to the head, to the neck and the chest", and was administered CPR for 45 minutes.^[38]

His body was flown home to Italy, accompanied by his father Paolo, his fiancée Kate Fretti, and Valentino Rossi. The family were greeted by Italian Olympic Committee president Giovanni Petrucci, before the body was transported to a theatre in Coriano, Rimini, where it was placed in an open coffin. Fans and visitors were then allowed to pay their respects, in a walk-through memorial that included his 250cc World Championship winning Gilera, plus his 2011 MotoGP Honda.^[39] An estimated 20,000 people attended his funeral^[40] at the Santa Maria Assunta parish church in Coriano on 27 October 2011, which was broadcast live on Italia 1 and Rai 2.

Legacy[link]

On 3 November, the Misano World Circuit announced plans to rename itself in honour of Simoncelli.^[41] At the final Grand Prix of the 2011 season in Valencia, Spain, a tribute lap on race morning was held in honour of Simoncelli, with riders from all three Grand Prix classes taking part along with 1993 500cc World Champion Kevin Schwantz, who rode Simoncelli's bike.^[42]

Tributes were made in Formula One with Jenson Button dedicating his performance in the 2011 Indian Grand Prix to Simoncelli and IndyCar Series driver Dan Wheldon, who died at the Las Vegas Motor Speedway, the weekend before, during the 2011 IZOD IndyCar World Championship.^[43] A minute's silence was held at the Grand Prix in memory of Wheldon and Simoncelli. At the 2012 Malaysian Grand Prix, Ferrari drivers Felipe Massa and Fernando Alonso, along with other members of the team paid tribute to Simoncelli by returning to turn 11 and having a group photo with a banner in remembrance.^[44]

On the same day of the accident, all Serie A football matches in Italy held one minute of silence in remembrance of Simoncelli as instructed by the Italian National Olympic Committee President Gianni Petrucci.^[45]

On 20 January 2012, the anniversary of Simoncelli's birth, it was announced at a ceremony in his home town Coriano that the town's sports area would be renamed "Palazzetto dello Sport Marco Simoncelli", and that one of the town's tram routes would be re-numbered 58 in his honour.^[46]

Career statistics[link]

Grand Prix World Championship[link]

By season[link]

Races by year[link]

(key) (Races in bold indicate pole position, races in italics indicate fastest lap)

Superbike World Championship[link]

(key)

References[link]