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

Nicky Hayden
Hayden in 2009.
Nationality	American
Born	(1981-07-30) July 30, 1981 (age 30) Owensboro, Kentucky, USA
Current team	Ducati Team
Bike number	69
Website	nickyhayden.com
Motorcycle racing career statistics MotoGP World Championship Active years 2003–present Manufacturers Honda, Ducati Championships 1 (2006) 2011 Championship position 8th (132 pts) Starts Wins Podiums Poles F. laps Points 155 3 28 5 7 1419

Nicholas "Nicky" Patrick Hayden (born July 30, 1981 in Owensboro, Kentucky), nicknamed The Kentucky Kid, is an American professional motorcycle racer, who won the MotoGP World Championship in 2006.

Biography[link]

Beginnings and AMA Championship[link]

As a youth, racing others twice his age in CMRA, Hayden would often start the race from the back of the starting grid while a family or crew member held his bike upright because he could not touch the ground. Later, at age 17, he was racing factory Honda RC45 superbikes while still in high school. In 1999, he won the AMA Supersport championship on board a privateer Honda. In 2001, his first full season as an AMA superbike racer, he came within 40 points of winning the championship, finishing behind only champion Mat Mladin and runner-up Eric Bostrom. The 2002 season, however, would see Hayden answering the bell: he won the Daytona 200 on a Honda Superbike en route to becoming the youngest ever AMA Superbike Champion, defeating reigning treble champion Mat Mladin, among others. He also entered the World Superbike round at Laguna Seca, making a solid 4th in the first race before colliding with Noriyuki Haga in race two.

Grand National Championship[link]

Hayden is one of a long line of American road racers to come from the American dirt-track scene. In 1999, Hayden won his first Grand National Championship race (Hagerstown Half Mile) and took Rookie of the Year honors. He was also declared the AMA's athlete of the Year. In 2000, Nicky Hayden won the Springfield Short Track. In 2002, despite racing in just a handful of dirt-track events, Hayden was able to win four races: Springfield Short Track (twice), Springfield TT Steeplechase, and Peoria TT Steeplechase. At the Springfield TT race, the three Hayden brothers took the first three places (Nicky 1st, Tommy 2nd, and Roger Lee 3rd).^[1] The win at the 2002 Peoria TT came after beating thirteen-time Peoria winner, Chris Carr, despite starting from the penalty line. Hayden only lacks a win at a mile track to join Dick Mann, Kenny Roberts Sr., Bubba Shobert, and Doug Chandler in the prestigious "Grand Slam Club."

MotoGP[link]

First years[link]

Immediately after winning his AMA Superbike championship, Hayden was tapped to join not only Honda's MotoGP racing efforts, but what was arguably the premier team in MotoGP racing: Repsol Honda. Hayden also became teammate to the defending series champion Valentino Rossi. Hayden was seemingly unfazed, and in his first year of MotoGP racing (2003), he finished fifth in the championship points standings while riding Honda's RC211V, an achievement that won him the Rookie-of-the-Year award. In 2005, Hayden finished third in the MotoGP championship points standings behind Marco Melandri and series winner Valentino Rossi. In 2004, however, Hayden had a difficult year and was widely critiqued, luckily he answered critics with his first win in 2005.

2006 Championship season[link]

For 2006, Hayden was charged with spearheading Repsol Honda's championship aspirations, and was the only rider to be handed the full 2006 Honda bike during pre-season testing. He led the championship from the third race and looked set to break Valentino Rossi's championship-winning streak. Capturing the championship was not without peril: in the second to last round at Estoril in Portugal, teammate Dani Pedrosa lost the front-end while trying to pass Hayden. The resulting lowside accident took out both bikes. This left Hayden eight points behind Rossi in the championship with one race left to go. In the last race of the season on October 29, 2006 Rossi crashed on lap 5 trying to make up for a poor start. Hayden won the 2006 title that day by finishing 3rd (9.3s) behind race winner Troy Bayliss and Loris Capirossi.

Nicky Hayden later commented on the difficulty of having to test parts for the 2007 season whilst simultaneously battling for the 2006 Championship.

2007 and 2008[link]

Nicky Hayden with number 1 on his motorcycle for the 2007 season

On September 22, 2006, Hayden signed a two-year agreement that allowed for him to race for and develop with the factory Honda Racing Corporation (HRC) team for the 2007 and 2008 MotoGP seasons.^[2] He has already begun testing the new 800 cc Honda RC212V. His MotoGP racing number changed from 69 to 1 for the 2007 season.

2007 started and finished badly for him, with Nicky struggling with performance, and team-mate Dani Pedrosa having showed what the Honda was able to do. A crash at Le Mans dropped him to eleventh in the standings at this stage. However, during testing before Donington, he requested that most of the electronics be switched off and his times improved. His subsequent performance in a wet Donington and a dry Assen showed a slight return to form, challenging for fifth with his trademark sliding and tail-out non-standard lines. However, he ultimately kept crashing, with a pole and 3 podiums but no victories proved to be the 2nd worse defence of a championship ever recorded after Kenny Roberts Jr. The 2007 season also saw the release of an authorized biography on Nicky and his brothers--The Haydens: Nicky, Tommy, & Roger, from OWB to MotoGP--timed to coincide with his return to the Red Bull U.S. Grand Prix at Mazda Raceway Laguna Seca.

In 2008, Nicky ran his old number 69 since Casey Stoner earned the right to run the number 1 plate after winning the MotoGP title in 2007.

2008[link]

Donington Park marked the race debut of Honda's pneumatic-valve engine, which only Hayden was using initially. In the next round at Assen, Hayden ran 3rd from the start and was set to finish there until he ran out of fuel at the final corner, due to an electrical system problem which prevented accurate fuel monitoring. Colin Edwards captured Nicky's 3rd place podium moments before Hayden coasted over the line with no power, to finish 4th place. [1]. A heel injury sustained in a motocross crash put him out of two rounds [2]. Relations within the team had already deteriorated, and there was further friction when Pedrosa switched tyre suppliers midseason (from the struggling Michelin to the dominant Bridgestone) without Hayden being consulted. Nicky stated "I've never been put in the conditions to choose. Once they told me that I would have just wasted my time had I even only thought about asking for Bridgestone tyres...I'm not surprised they've given them to him. Besides, at Misano I didn't even have the same fork Dani had... No way would I think they'd let me try the new tyres." [3]

This incident lent weight to the rumours that Hayden and Honda would part ways for the next season [4]. The rumour was confirmed on September 12, 2008, when Hayden stated during a Dorna press conference, "It's no secret. Everybody knows where my next stop is going to be...But officially we're waiting to do it the right way, until the releases come out, because there's teams and stuff..."[5]

By the middle of 2008 it was strongly suspected by fans, media, and the MotoGP paddock already, and later supported by Hayden's own admission during a press conference that he would be leaving Honda, that Hayden would be joining the Ducati Marlboro Team to ride alongside Casey Stoner for the 2009 MotoGP season. This was confirmed on 15 September 2008^[3] thus ending his ten year relationship with Honda.^[4]

2009[link]

During preseason testing, Hayden was plagued with problems and routinely finished mid-pack or lower. His major complaint was that the GP09 was "pumping" during corner exits leading to problems with grip. These problems continued throughout preseason testing.

During qualifying at the season opener Qatar GP, Hayden suffered back and chest injuries in a major crash. Battered and bruised, Hayden finished 12th in the rain-delayed race just behind former team mate Pedrosa.^[5] Despite the setbacks, Hayden seemed optimistic about the results saying "I'm leaving here in a really positive mood and looking forward to Motegi."

However, only further disappointment lay in wait for Hayden at Motegi. The Ducati rider had never ridden the bike in the rain and qualified 12th.^[6] Then, during the opening lap of the race Hayden was taken out by rookie Yuki Takahashi who plowed through Hayden from the rear. As a result Hayden did not finish the race and slipped further down the standings.^[7]

The Jerez GP saw Hayden qualify 16th and finish 15th.^[8] On August 30, 2009, Hayden finished 3rd at Indianapolis.

Hayden finished the 2009 MotoGP championship in 13th place (out of 18), his worst result in 7 years of racing MotoGP. His championship campaign was marked by remarkable misfortune, being speared off the track on three different occasions, resulting in no point scoring races. Yuki Takahashi, Alex De Angelis and Jorge Lorenzo crashed into him at Motegi, Misano and Phillip Island respectively.

2010[link]

On 3 September 2009, it was confirmed that Hayden had signed a one year extension of contract with Ducati for the 2010 MotoGP season, ending speculation of a move away from the team.^[9] He will partner Casey Stoner once again at the team.

During the off-season, Hayden had surgery on his right arm, having been suffering from compartmental syndrome or more commonly known as arm-pump.^[10]

Early in the 2012 season, Hayden noted that there is pressure from the American audience for one of the three frontrunning American riders (himself, Factory Yamaha's Ben Spies and CRT rider Colin Edwards) to win a race.

MotoGP Overall[link]

Nicky has won 3 races, finished 2nd in 6 races, and 3rd in 18 races. Throughout his MotoGP career he has earned 5 MotoGP pole positions^[11] and has achieved the fastest lap in a MotoGP race 6 times.

Trivia[link]

• Hayden has two brothers, Tommy and Roger Lee, both professional motorcycle racers, and two sisters, Jenny and Kathleen. In 2010 Tommy is racing in the AMA, and Roger Lee is competing in the Superbike World Championship.

• His traditional racing number, 69, was the same number his father used. His father jokes that the number was selected because it could still be read when he frequently ended up upside down in the dirt.

Racing history[link]

MotoGP[link]

• Team(s): Repsol Honda, Ducati Marlboro
• Motorcycle(s): Honda RC211V, Honda RC212V, Ducati Desmosedici
• First MotoGP Race: April 6, 2003 – Suzuka – Seventh Place
• First MotoGP Podium: October 5, 2003 – Motegi – third Place
• First MotoGP Win: July 10, 2005 – Mazda Raceway Laguna Seca
• Number of MotoGP Wins: 3
• Number of MotoGP Podiums: 28
• Highest Championship Position: First (2006)

AMA Superbike[link]

• Team(s): American Honda, HRC
• Motorcycle(s): Honda RC51, Honda RC45
• First Superbike Race: April 18, 1999 – Willow Springs International Raceway – Twelfth Place
• First Superbike Win: June 11, 2000 – Road America
• First Superbike Podium: September 19, 1999 – Pikes Peak International Raceway – Third Place
• Number of Superbike Wins: 17
• Number of Superbike Podiums: 30
• Highest Championship Position: First (2002)

AMA 600 Supersport[link]

• Team(s): American Honda, Erion Honda, HyperCycle Suzuki
• Motorcycle(s): Honda CBR600F3, Honda CBR600F4, Suzuki GSX-R600
• First 600 Supersport Win: April 26, 1998 – Willow Springs International Raceway
• Number of 600 Supersport Wins: 6
• Highest Championship Position: First (1999)

AMA 750 Superstock[link]

• Team(s): HyperCycle Suzuki
• Motorcycle(s): Suzuki GSX-R750
• First 750 Supersport Win: April 19, 1998 – Mazda Raceway Laguna Seca
• Number of 750 Supersport Wins: 5
• Highest Championship Position: Fourth (1998)

AMA Formula Extreme[link]

• Team(s): Erion Honda
• Motorcycle(s): Honda CBR900RR
• First Formula Extreme Win: April 17, 1998 – Willow Springs International Raceway
• Number of Formula Extreme Wins: 7
• Highest Championship Position: Second (1999)

Career statistics[link]

Superbike World Championship[link]

By Seasons[link]

Races by year[link]

Grand Prix motorcycle racing[link]

By Seasons[link]

• * Season in progress.

By class[link]

Races by year[link]

(key) (Races in bold indicate pole position)