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

Casey Stoner
Stoner at the 2011 Australian Grand Prix.
Nationality	Australian
Born	(1985-10-16) 16 October 1985 (age 26) Kurri Kurri, New South Wales, Australia
Current team	Repsol Honda
Bike number	1
Website	caseystoner.com.au
Motorcycle racing career statistics MotoGP World Championship Active years 2006–present Manufacturers Honda, Ducati Championships 2 (2007, 2011) 2011 Championship position 1st (350 pts) Starts Wins Podiums Poles F. laps Points 104 35 63 35 28 1643 250cc World Championship Active years 2002, 2005 Manufacturers Aprilia Championships 0 2005 Championship position 2nd (254 pts) Starts Wins Podiums Poles F. laps Points 31 5 10 2 1 322 125cc World Championship Active years 2001, 2003–2004 Manufacturers Honda, Aprilia, KTM Championships 0 2004 Championship position 5th (145 pts) Starts Wins Podiums Poles F. laps Points 30 2 10 2 3 274

Casey Stoner (born 16 October 1985) is an Australian professional motorcycle racer, best known for being a two-time MotoGP World Champion, in 2007 and 2011.

Born in Kurri Kurri, New South Wales, Australia and raised in Southport, Queensland, Stoner raced from a young age and moved to the United Kingdom to pursue a racing career. After first competing internationally in 2002, Stoner became MotoGP World Champion in 2007 for Ducati Corse and won a second world championship title in 2011 for Repsol Honda. Prior to the 2012 French Grand Prix, Stoner announced that he would retire from Grand Prix racing at the conclusion of the 2012 season.^[1][2]

Career[link]

Early years[link]

He competed in his first race was when he was four years old, in an under-nine years old race at the Mike Hatcher's dirt racing track on the Gold Coast of Australia. Between his very first race win at the age of nine and the age of fourteen, Stoner won 41 dirt and long track titles and 70 state titles.^[3]

One feat he achieved that illustrates his passion and "need" for racing was at age twelve. Over one weekend he raced in 5 different categories in all 7 rounds of each capacity; a weekend consisting of 35 different races. Not only did he compete in all these categories and different engine capacities, the young Casey Stoner went on to win 32 out of the 35 races. There were five Australian titles to be won that weekend, Stoner won all five.

The legal age to enter into road races in Australia is 16. At the age of 14 years, Stoner and his parents agreed he was ready to move up onto road racing so they packed up and moved to England – where the legal age for road racing is 14.^[3]

From 2000 to 2002, he contested the national 125cc GP championships in Britain and Spain, winning the English 125cc Aprilia Championship in 2000, before moving fulltime to the 250cc GP World Championships in 2002. His season on an Aprilia under the guidance of Lucio Cecchinello was turbulent, with no podium places from 15 race starts.

125cc[link]

In 2003 Stoner moved to the 125cc GP category. Here, working again with Cecchinello and Aprilia, he met with considerable success, scoring his first GP race win and three second places, finishing 8th overall at the season's end.

In 2004 Stoner joined the Red Bull KTM factory team in 125cc class and continued to improve, with another race win, two second places, three thirds, and a final championship position of fifth.

250cc[link]

In 2005 he rejoined the 250cc world championship class, racing once again for Lucio Cecchinello' team on an Aprilia. Onboard a factory Aprilia, Stoner emerged toward the season's end as a serious threat to championship leader Dani Pedrosa; a threat that only dissipated with a crash at Stoner's home Grand Prix of Phillip Island, allowing Pedrosa to establish an insurmountable points lead. Stoner went on to claim a solid second place in the overall championship standings, with an impressive five race victories for the season.

MotoGP[link]

2006[link]

Stoner during the MotoGP pre-season test session at Sepang International Circuit in Malaysia in January 2007.

In October 2005, Stoner, along with Lucio Cecchinello's team, reportedly had an agreement to move to the MotoGP class in the upcoming season with support from Yamaha.^[4][5][6] After the season ended, he received an offer from the Honda Pons team and tested the Honda RC211V bike with them at Valencia.^[7] However, in December 2005, Stoner re-signed with Cecchinello's team after Honda Pons failed to secure sponsorship for the upcoming season.^[8] The team then made an agreement with HRC to run the RC211V for Stoner in 2006.^[9]

He took pole in just his second MotoGP race, but crashed several times during the season. He finished in 8th position in the championship, with his best result being a 2nd place at the Turkish Grand Prix, where he was leading until overtaken on the final corner by Marco Melandri.

2007[link]

Stoner secured a ride with the factory Ducati team for the 2007 season,^[10] joining Loris Capirossi on the new 800cc Ducati Desmosedici GP7. 6 poles and 10 race wins (including three of the first four^[11]), took him to his first GP title, by a margin of 125 points (equivalent to five victories) over Dani Pedrosa, which he built during the second half of the season.^[12] His worst finish was a 6th place at Motegi, which was all he needed to clinch the title that day.^[13]

2008[link]

Stoner opened the 2008 season with a victory at Qatar, before a run of two races without a podium. He returned to the podium with a second place at Mugello, before starting a run of seven successive pole positions.^[14] He turned three of them into successive victories – a lights-to-flag win at Donington,^[15] leading every lap at Assen six days later,^[16] and recovering from a huge Friday crash at Sachsenring^[17] to win in the wet after Dani Pedrosa crashed,^[18] moving to within 20 points of the championship lead. However, successive crashes while fighting for the lead at Laguna Seca (where he remounted to finish second to Valentino Rossi),^[19] Brno and Misano ensured that he could not defend the title successfully.^[20][21] Stoner finished the 2008 season as runner-up to Rossi with 280 points, the highest amount of points ever gained without taking the title.^[22] Stoner was named Young Australian of the Year for his 2008 performance.

2009[link]

Stoner's bike in Brno

Stoner remained with Ducati for the 2009 season with new team mate Nicky Hayden, with a further option for a 4th season in 2010.^[23] A strong start to the season left Stoner in a three way battle with the Fiat Yamaha duo of Rossi and Jorge Lorenzo, before he was struck by a mystery illness which caused him to feel tired long before the end of races, leaving him 16 points behind Rossi and 7 behind Lorenzo after the US Grand Prix at Laguna Seca on 5 July.

Stoner was subsequently diagnosed with anemia and an inflammation of the stomach lining.^[24] Stoner later disputed the diagnosis however and, after continuing to struggle with the condition, he announced on 10 August 2009 that he would miss rounds 11, 12 and 13 in Brno, Indianapolis and Misano respectively in an attempt to recover from the illness.^[25] Mika Kallio was chosen as Stoner's replacement for the three races.^[26] Stoner returned to racing late in the 2009 season, placing second in the Portuguese Grand Prix and an emphatic first in the Australian Grand Prix, which he led throughout. At interview following the Australian Grand Prix, Stoner said that he experienced none of the premature tiredness that had dogged him earlier in the 2009 season. He followed this up with another first place in the wet at the Malaysian Grand Prix.

At the last round of 2009 at Valencia, Stoner dominated all practice and qualifying sessions to take pole, only to crash on cold tyres on the warm-up lap and miss the race.

2010[link]

At the test held immediately following the Valencia round, Stoner was once again fastest while testing the new 2010 version of the Desmosedici. However, Rossi was fastest in five of the six pre-season tests.

Stoner qualified on pole for the season opener in Qatar, and was leading the race when he crashed out, later acknowledging that this was his own mistake.^[27] He also crashed out of round 3 at Le Mans, this time attributing the crash to the front of the bike unloading when not running at maximum pace.^[28] His first podium of the year came at Assen, despite struggling with arm pump late in the race.^[29]

For 2011 Stoner has joined Honda Racing Corporation after four years at Ducati Corse,^[30] where he has been replaced by Valentino Rossi.

2011[link]

Stoner at the 2011 Czech Grand Prix

Stoner raced with the Repsol Honda Racing Team in 2011, with team mates Dani Pedrosa and Andrea Dovizioso. In preseason testing in Malaysia, Stoner was quickest in all three sessions,^[31] closely followed by Pedrosa and reigning world champion Jorge Lorenzo. Stoner won the season-opening race in Qatar from pole position,^[32] and had been quickest in each of the free practice sessions held before qualifying. Stoner won three out of the first five rounds of the season, with victories in Le Mans and Catalunya to add to his Qatar victory. Stoner added victories at Silverstone in damp conditions, and Laguna Seca, to hold a 20-point lead over Jorge Lorenzo with eight races to go in the season.

Stoner proposed boycotting the Japanese Grand Prix out of fears for his health from radiation from the Fukushima Daiichi Nuclear Power Plant^{[citation needed]} even though all the independent scientific experts including the World Health Organization and Australian Radiation Protection and Nuclear Safety Agency stated that it is safe to live permanently 80 km (50 mi) or more from the plant.^[33]

Stoner won the World Championship for the second time at his home round at Phillip Island, Australia.^[34] On his 26th birthday, Stoner won his ninth race of the season from his eleventh pole, and with his only challenger Jorge Lorenzo ruled out of the race due to a hand injury suffered in warm-up, Stoner finished the weekend with an unassailable 65-point lead. His victory in the Australian MotoGP was his fifth in succession in his home race dating back to 2007 making him the only rider to have won at Phillip Island during the 800cc era of MotoGP.

2012[link]

Stoner started the season with wins at Jerez and Estoril, both tracks he had not won a MotoGP race at before; his victory in Estoril allowed him to take the championship lead.

Retirement[link]

On 17 May 2012, during the pre-event press conference at the French Grand Prix, Stoner announced that he would retire from MotoGP at the end of the 2012 season.^[1][2] Stoner stated that he was no longer enjoying competing in the series, which was one of the contributing factors to his retirement.^[35]

Status and personality[link]

The podium after the 2010 Australian Grand Prix, with Stoner flanked by Jorge Lorenzo and Valentino Rossi.

Stoner has showed signs of feeling underappreciated by the general public. He was angered by consistent suggestions that the bike and tyres had a bigger role in his success than he did,^[36] and unhappy at being booed at Donington in both 2007 and 2008.^[37]

In August 2008 he was criticised for his team's association with tobacco company Philip Morris.^[38]

Stoner has stated that he would prefer to shun the limelight and would prefer to let his riding style do the talking. In a recent interview with Australian Motorcycle News, he was quoted as saying that he would prefer a return to purer form of racing from the 500cc days, stating that "Back in those days, it was just racing – Doohan, Rainey, Schwantz, Gardner, Lawson – not half as much bullshit as now. That was the life." compared to the racing that he participates in.

Personal life[link]

Stoner met Adriana Tuchyna from Adelaide when she approached him at Phillip Island in 2003 and asked him to sign her stomach.^[39] A relationship began in 2005 when she turned 16,^[40] and they were married in Adelaide on 6 January 2007.^[41]

Following his experience of tiredness and sickness during 2009, Stoner was ultimately diagnosed as lactose intolerant.^[42]

At the Czech Republic Grand Prix in August 2011, Stoner announced that his wife was pregnant with their first child.^[43][44] The baby, named Alessandra Maria, was born on 16 February 2012,^[45] the same birthday as Stoner's long-time rival Valentino Rossi.

Career statistics[link]

By season[link]

• * Season in progress.

By class[link]

Races by year[link]

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