The story begins in 1931 when designer Vittorio Jano was commissioned to create a worthy successor to the Tipo A, the manufacturer’s first successful racing car which debuted in 1924 and has become obsolete.

Jano returned to the drawing board and came up with a whole new design after an arduous development process. While the Tipo A had a complicated powertrain, consisting of two parallel in-line engines mated to a few gearboxes, the new car, originally dubbed Tipo B, featured an in-line eight cylinder consisting of two cast iron blocks with Fixed heads made of aluminum alloy, each with its own overhead camshaft. The unit was powered by two carburetors and propelled by two Roots compressors operated by a gear train mounted centrally between the two blocks. Initially, it displaced 2.6 liters (2,654 cc) and delivered a maximum power of 215 hp at 5,600 rpm.

The four-speed gearbox was mated to the front-mounted engine via a dry multi-plate clutch. Two drive shafts arranged in a V-shape protruded from the differential which was installed next to the transmission and drove the rear wheels through pairs of bevel gears.

This innovative design allowed Jano to place the driver’s seat centrally between the two drive shafts, a solution that exponentially lowered the center of gravity and improved weight distribution. Coupled with a total weight of just 1,543 pounds (700 kg), it could easily reach a top speed of 144 mph (232 km / h), but more importantly, it was much more agile than its predecessor.

With all these improvements, the car subsequently renamed P3 was introduced in the middle of the 1932 Grand Prix season. It made its home debut on the original Monza circuit, which at the time included the road track and the high-speed loop, for a total of 10 km per lap. In the five-hour race, Tazio Nuvolari dominated from the start, managing to overtake Fagioli’s new 16-cylinder Maserati V5, which finished second.

The resounding victory proved the P3 to be a successful design, but the victories didn’t end there, as Alfa Romeo won six more races that year, including all three major events in Italy, France and Germany.

In 1933, the Italian manufacturer was hit by financial difficulties and initially decided to withdraw his Alfa Corse team from the European Championship. This left the door open for Enzo Ferrari’s Scuderia to continue to compete as Alfa’s de facto factory team, albeit with older and less efficient cars.

In August, the team was finally allowed to use the P3s that had been locked in a garage for the first 25 events, and after receiving some minor tweaks along with a few Ferrari logos, the cars won six of the last eleven races in the season.

For 1934, new regulations brought greater body constraints, so to counter this, the powertrain displacement was increased to 2.9 liters (2905 cc), which led to a performance increase of 40 hp. .

That season, Louis Chiron won the French Grand Prix at Montlhéry, one of the most prestigious races on the calendar and the P3s crossed the finish line the first eighteen more times.

The following year, the complete management of the cars was entrusted to Scuderia Ferrari, which made several modifications to the suspension as well as to the now hydraulic brakes. Despite this, the P3s were definitely not competitive against the top Mercedes and Auto-Union racers.

However, for the German Grand Prix which took place on the legendary Nürburgring, the engine that powered Tazio Nuvolari’s car was bored to 3.1 liters (3,165 cc), resulting in an output of 265 hp. . The Italian driver managed to surprise the Germans at home after an incredible performance, despite a tire puncture at the start of the race. Although inferior to the more recent cars in the competition, the legendary Alfa Romeo still won fifteen other events that season.

Despite a tumultuous career that lasted only three years, the P3 notched 46 wins in total, earning its place among the greatest racing cars of all time. The innovations implemented by Vittorio Jano made it extremely agile and the first true single-seater, inspiring other engineers to do the same and paving the way for racing cars of the modern era.

Thirteen of the fifteen units built between 1932 and 1935 have survived to this day with chassis number 50006 auctioned by RM Sotheby’s in 2017 for well over $ 4,000,000. Other private chassis make occasional appearances at classic car events, such as the Chateau Impney Hill Climb where one of them was driven rough by Matt Grist several years ago, as you can see in the video below.

On the eve of the season-opening MotoGP Qatar Grand Prix, six riders were asked about their championship predictions at the Lusail International Circuit on Thursday.
While most of them, unsurprisingly, had put their money on themselves, Marc Marquez was also holding a sign in his name before saying it with a laugh: “I always bet on myself. Even if I’m hurt, I’ll bet on me!
The Spaniard has endured a nightmare for the past two seasons but chose to see the fun side of it. The Honda rider broke his arm following an accident, which cut short his 2020 season, before being forced to miss the last two rounds of 2021 and sit out for three months when a concussion suffered in a training accident left him with double vision problems due to nerve damage.
During a period of uncertainty – in which he took three wins from 15 races out of 32 possible starts – the 29-year-old also considered quitting. But after ample rest and successful pre-season testing last month, Marquez is ready to challenge for the crown, which was won by Frenchman Fabio Quartararo on Yamaha last season.
Marquez is also chasing retired Italian legend Valentino Rossi’s record of seven top-flight world titles. The Spaniard has six and if he can stay fit and avoid crashing his Honda often, he can challenge for the title.
“Yes, of course, I’m happy to be here,” Marquez said yesterday.
“It’s already better than last year and that’s important. After the winter it wasn’t clear but it was important to test in Malaysia and in Mandalika, after Mandalika I felt a step in my physical condition and that’s important. Let’s see how to start the first race, for 2022 I want to fight all these guys for the title of course, maybe for the Qatar GP I’m not ready, during the weekend we will understand where we are, “said he added.
Marquez will race for the first time since 2019 at Qatar, a track where he has traditionally struggled and won only once. Although he is unsure of his victory this weekend at the Lusail International Circuit, he hopes the revamped and much improved RC213V can put him among the title contenders.
“They took a big step on the bike,” Marquez said. “Honestly, I feel like I changed brands because it’s a completely different bike. Since I came to Honda there have always been improvements but the character of the bike was always similar, but now it’s a big change, in Malaysia I struggled a bit but I felt the potential because in one lap the time was coming, but in Mandalika I was already bringing the bike to my riding style. driving and I felt a step. During the first races we will find small things, but the base is nice, that’s good, and yes we will see in the qualifying and race conditions where we are, “a- he declared.
Meanwhile, defending champion Fabio Quartararo will enter the new season with a whole host of uncertainties. The 22-year-old became the first Frenchman to win the title last season but things were less than ideal in pre-season testing as he put on a downhearted figure due to the lack of pace in the new motorcycle.
Quartararo finished on the podium 10 times last year, with five race wins, to lift the title, but he worries about the Yamaha YZR-M1’s lack of top speed improvement.
The signs were there last season when Quartararo struggled to keep up with the acceleration of the Ducatis as Italian Francesco Bagnaia won four of the last six races. To add to his problems on the track, Quartararo is also out of contract with Yamaha at the end of this season as he chooses to keep his options “wide open”.
“To be honest, it’s great to be back and when the season is over the weeks go by quickly, but when you’re about to ride in Qatar, the last week has been long and it’s great. “to be here. I think the pre-season was good, we expected a bit more top speed. That’s how it is, you have to give 100% in any case. I’m ready and I can’t wait to start tomorrow,” Quartararo said.
As rivals, especially Ducati, show signs of improvement in pre-season testing, Quartararo prepares for the toughest challenge to defend their world title. “It’s so difficult. Last year you could say five or six riders, but now I can say anyone. Of course the guys who are here today, but it’s hard to say We will have to wait a little longer to see the opponents clear,” he said.
The strongest competitor in terms of speed on the bike is Ducati’s Bagnaia. Last year’s runner-up has just agreed a new two-year deal that will take Bagnaia and Ducati to the end of the 2024 season. The 25-year-old will be aiming for Ducati’s first Riders’ Championship title since Casey Stoner dominated the grid in 2007.
The Italian heads into round one at Lusail on Ducati’s all-new GP 22 bike boasting more power than its predecessor which was untouchable on the straights last year.
“It’s always Ducati looking the best, but the last time they won was in 2007. It’s very hard to say if any other bike is better,” Bagnaia said. “I’m not saying Yamaha was better last year because Quartararo won. I think my bike and the bike for the last part of the season was the best I’ve tried, but I don’t know if it’s the best because I haven’t tried Suzuki, Yamaha, KTM or Honda . For me it’s the best bike, but I don’t know if it’s the best (on the grid),” he said.
As for Suzuki, ever-consistent 2020 champion Joan Mir finished third last year and the Spaniard will be in contention for the title once again.

05/11/2021 at 06:25 PM CET

It is obvious that Pedro Acosta (Mazarrón, Murcia, May 25, 2004) is not too worried about having lost the opportunity, during the last Grand Prix of Emilia Romagna, to become the youngest world champion in history ahead of the Italian Loris Capirossi. If he is this Sunday, in Portimao (Portugal), at the Algarve Grand Prix, he will undoubtedly be the happiest boy in the world, probably all his life whether or not he adds all the successes that everyone announces to him .

The ‘Mazarrón shark’, as he likes to be called, will be the youngest Spaniard in history to win a title at 17 years and 263 days, as will the ‘rookie’, the most spectacular of all time. Believe it or not, and I know you believe it, the World Cup debut of Acosta was very, very, superior to that of Valentino Rossi or himself Marc Marquez.

Acosta, already on the podium of his first grand prix (second in Qatar behind Jaume Masia), won his second race in Dooha ahead of the South African Darryn Binder. But it is that Acosta did much more in front of the world admiration: he won six races in the following grand prix and he stopped. Or he started to take advantage. Or they stopped him. Often his team leader, the Finn Aki Ajo, loses the title and the advantage gained!

Acosta, who is due to beat Italy’s Dennis Foggia, this year’s other great and formidable Moto3 rider of this year, as well as the injured Sergio García, who was fighting for the throne until much damage was done on Sunday in Austin, Texas. , USA), has perhaps been excessively conservative in the last six races, where he has only been on the podium once, a fortnight ago in San Marino, where he lost the first “match ball” to be champion. That day, ‘Pacosta’, as it appears in the ranking lists, was to win and that Foggia was 12th or worse. And Foggia won, adding his fifth victory, and the “shark†had to settle for the bronze medal.

Acosta returns this weekend on one of the roads, the beautiful ascent and descent of Portimao, where he has already beaten Foggia in the last lap of the Portuguese GP. That day, Acosta was second throughout the race, furthermore, Foggia led 16 of the 21 laps of the grand prix and, in the last lap, the Murcian put the bike Italian-style at turn 13, a Heroically endured the whiplash as he gave him his KTM on the way down and crossed the line as a winner.

“It’s a track that I like and of course I’ll try to take the title by winning, although later in the race we’ll see what happens. I’m not going crazy. The points added, the points gained, the advantage we have is to manage it and, therefore, if I have to wait until Valencia is champion, I will wait, even if I want to close the championship as soon as possible & rdquor;, commented last Thursday Acosta in the press release of the candidates’ conference.

The truth is that the return of Foggia, who assures us that he has not yet finished the job “because as long as there is life, there is hope”, has been spectacular. . The Italian of the fast Leopard team, who still owns the fastest bike on the Moto3 grid, was 97 points behind. Acosta when the Murcian won his last GP, in Styria, and now, with two big prizes to win, he is only 21 points, that is to say in six races, Foggia he closed the gap by 76 points, or more than three wins.

It is obvious, as is almost always the case, that the champion is not always the one who wins the most but the most consistent. In this sense, Acosta, who yesterday was two tenths behind Foggia In the calculation of the first two sessions of the Algarve, he added only a zero (Aragon), while Foggia stopped scoring in six grand prix, to which he added no points: Qatar, Doha, Jerez, France, Barcelona. and Styria.

The British Grand Prix formed the second round of the 2021 MXGP and the spectacular sprawl of the Matterley Basin circuit saw Tony Cairoli of Red Bull KTM Factory Racing claim his first victory of the season.

The rough, sticky ground at Matterley Basin provided a quick and technical challenge for the three MXGP riders and three MX2 riders of Red Bull KTM for the first of six Grands Prix to be held over the next seven weeks. A cool, cloudy and rainy climate blanketed the southern England venue, drawing 4,000 noisy spectators to the facility.

MXGP

Timed practice saw a Red Bull KTM 1-2 with Tony Cairoli setting the fastest lap just ahead of Jeffrey Herlings, securing two KTM 450 SX-Fs first in the starting grid. Jorge Prado, 6th, seized the first holeshot but was overtaken by Cairoli in the first lap. With Herlings pushing for 3rd place at the halfway point (and keeping world champion Tim Gajser in his perch), Red Bull KTM went 1-2-3 with Cairoli winning his first checkered flag of the season. and his first since his triumph over at home last summer.

The second race provided fantastic entertainment with up to five riders vying for the lead and the overall podium. Cairoli secured 3rd place to ensure his overall triumph and Herlings finished 4th after being cautious when rains created slippery conditions around English soil. The Dutchman finished 3rd of the day for this second consecutive trophy. Jorge Prado was part of the group, but a poor assessment of his set-up forced him to return to 7th. The Spaniard finished the GP in 5th position, which means all three Red Bull KTM athletes have occupied the top five places in the UK.

Tony Cairoli: “In fact, I enjoyed the second run more because there were a lot of overtaking and it was nice to be back in this type of battle. The track was getting nice and it was a good race.

“I had two quick starts today. The first victory was nice, especially after the disappointment of being so close in Russia two weeks ago. We lost a lot of points back then, but today it was positive and I had a great time. I can’t wait to race in Italy now.

Jeffrey Herling: “Our goal this year is to get on the podium as much as possible. It has been proven in the past that if you do this almost every weekend you will be there or around the end of the season for the Championship.

“Both bikes were okay, nothing too impressive.

“I don’t have the speed yet. I can do it in the morning for one lap but I haven’t got it for the whole race yet. I’m not far off though and there are some good leads for me ahead.

Jorge Prado: “Today was good in some ways, but a bit negative with this second race. I had been struggling with the trail since morning and how flat it was. I knew the start would be important to me. I got the hole but I made a small mistake and Tony walked past. It was pretty good because he was driving very well: I could stay behind him and he led me.

“Physically, I felt strong in the second heat, which is positive for the next races, but I didn’t have the feeling with the bike or the settings. It was too difficult for me to turn, turn on the gas and go with the others when they were full. I was too slow, even taking a few risks. So, we have to look at this.

“We will continue to work. It will come. I am in the right place.

MX2

MX2 rookie Mattia Guadagnini was Britain’s top finisher. The Italian made his way to fourth in race one in an entertaining fight for the podium places. He then controlled the second race from the front. Guadagnini not only won what was only his fourth Grand Prix race, but also stepped onto the general stand in his second MX2 appearance in Red Bull KTM Factory Racing colors.

René Hofer finished ninth overall in a day of contrasting fortunes. The Austrian made a mistake at the start of the first heat and ended up riding with the leaders but with one lap late. He finished 30th and out of points. In the second heat, the 19-year-old was blazingly fast and fought for the podium, ultimately taking third place for a valuable 20 points.

MX2 world champion Tom Vialle attempted free practice but the pain in his right hand was too much for the Frenchman to consider both races at Matterley Basin. Vialle had suffered an abnormal and irreproachable training accident just five days before and will now be aiming for the third round for a return to action.

Mattia Gaudagnini: “I am so, so happy. I knew from Russia that I was driving well. My starts were good and I felt good with the bike and on the track during the first round. I had a lot of fun fighting for P2. My goal was to be at the forefront of the second race and I succeeded. I did my own race. I focused on the race like I was training and tried not to think about the GP. I couldn’t be happier than now.

René Hofer: “It was a bittersweet day. I missed the start of the first run and had a small crash on the second lap. Unfortunately, I was not able to restart the bike quickly. I still finished the race but all chances of getting on the podium have of course disappeared. It was a shame because I felt really good and I love Matterley. So for the second run I was really motivated and got a good start. I was in P2 for a long time and I had very good fights with the French. The track was amazing and had a lot of line choices so it was super fun and with P3 I took second in the top three of my career. I ended the day on a good note and that is why we will go with great confidence to the next round at Maggiora. Thanks to the team for all the effort: it’s good that we bounced back in the second round!

Tom Vialle: “I had a training crash on Wednesday with another driver who hit me hard. I’m pissed off because it wasn’t my fault. I’m a little hurt but it’s not that bad. I think I need a few more days. I was in pain and we wanted to play it safe. It was better to miss today and think of Italy instead.

The MXGP of Italy will see the World Championship rumble around the Maggiora Hills for the first time in five years with the third round of the series next weekend.

More from Matterley Basin

It quickly became clear at the start of the year that Mercedes would not have an easy road to the title in 2021.

After seven years of no serious competition for the drivers ‘or constructors’ title, the reigning world champions suddenly found themselves in the background. Red Bull emerged as the team to beat in pre-season testing as Mercedes struggled to adapt its 2020 car to regulatory changes aimed at slowing down the entire peloton to protect Pirelli’s tires.

The rule changes clearly impacted Mercedes’ design concept more than its rivals, but it had the benefit of creating one of the most competitive seasons to date, as Red Bull finally got its mark. car and engine together from the first race.

Hamilton strikes the first shots

Despite Mercedes’ early struggles, Hamilton still won the opening race in Bahrain before the two championship contenders began trading wins in the first third of the season. Hamilton’s biggest points advantage came after a dominant victory at the Spanish Grand Prix, but it was his last win in 11 races and was followed by his worst performance of the year in Monaco, where he finished disappointing seventh despite teammate Valtteri Bottas running in the top three before a pitstop problem.

A decisive point for both drivers came at the Azerbaijani Grand Prix in Baku. Verstappen looked set for a comfortable victory for most of the race until his right rear tire exploded to over 200 mph with just five laps remaining. The crash forced him to retire and resulted in the race being suspended as track workers cleaned up the mess, presenting a direct fight between Verstappen’s Red Bull teammate Sergio Perez and Hamilton for the win.

Hamilton escaped better on the restart, but left his car in the wrong brake setting before the first corner and deep into the second lap, dropping him to the back of the field. Just as Verstappen saw 25 points disappear in the blink of an eye with his tire failure, Hamilton did on restart, with Perez winning the race.

Verstappen quickly put Baku’s disappointment behind him and then gained momentum with a victory against the tide at the French Grand Prix and two dominant performances at the local Red Bull circuit in Austria. It looked like Verstappen and Red Bull had finally created the momentum to take a decisive lead in the championship, but that was when the British Grand Prix came at Silverstone.

The first major flash point

The battle between Verstappen and Hamilton was so close that it seemed inevitable that they would collide at some point in the season. The two had come close to clashing in Italy (Imola), Portugal and Spain, but Hamilton always backed up at the last minute to avoid a last-minute collision.

At Silverstone, Hamilton was the aggressor, coming from behind and having to make a move to stop Verstappen’s championship momentum. After the two fought for position for the first two-thirds of the lap, it became increasingly clear that the battle should be decided before or in the Copse Corner at 190 mph. The wide right-hand turn is just wide enough to accommodate two cars driving behind the wheel, but it requires impeccable judgment on the part of both drivers as well as a willingness to make room for space.

As Hamilton put his car inside, Verstappen showed no desire to give it more room and as the front of Hamilton’s car was wide on a tighter angle, the cars got tangled. In a split second, Verstappen’s car was in a four-wheel slip and on its way to a horrific accident.

The car came to a stop so suddenly against the barriers that 51 times the force of gravity was applied to both man and machine from 190 mph. Verstappen was fortunate enough to make it unaided, but he followed the circuit doctor’s advice to go straight to the hospital for further check-ups. Hamilton, meanwhile, continued on track and, despite a 10-second penalty for causing the crash, won the race.

From that point on, the nature of the championship battle changed. Hamilton won a much-needed 25-point swing in his favor in the standings, but Verstappen seemed more determined than ever to claim the title.

Collision two at Monza

The next time the two riders found themselves in a wheel-to-wheel battle it was in the first lap of the Italian Grand Prix at the Roggia chicane. Fighting for second, Verstappen again left Hamilton no room, forcing the Mercedes through the second lap and leaving Hamilton at the bottom of the order.

A slow pit stop for Verstappen later in the race put them back on a collision course at the first chicane on lap 26, but this time no driver was willing to give in. Hamilton, who had just come out of his own pit stop, appeared to have claimed the position, but Verstappen let his car’s nose into the turn and the two made contact, throwing the Red Bull over the Mercedes.

Verstappen’s right rear tire made contact with Hamilton’s helmet as he passed over the Mercedes and only the halo shield of Hamilton’s car cockpit kept his head from being crushed. Both pilots withdrew from the race following the collision and, once again, the battle lines were dug deeper thanks to media comments.

Hamilton eventually claimed his 100th Grand Prix victory at the Russian Grand Prix at the end of September, regaining the championship lead while Verstappen finished second despite starting from the back of the grid due to an engine penalty. Hamilton took his own engine in Turkey, losing it by 10 grid places, but was only able to come back to fifth place as Verstappen took second behind Bottas.

Hamilton comes back from the brink

But just as Mercedes looked set for a resurgence, Verstappen responded with back-to-back wins in the United States and Mexico. The victory in Mexico was particularly dominant and seemed to put Verstappen on the path to title glory, with the form guide suggesting he would make it a hat-trick in the next round in Brazil.

Verstappen’s chances only seemed to strengthen when the rear wing of Hamilton’s car failed a routine test after the session in Friday’s qualifying and he was sent to the back of the grid for the sprint race Saturday. But the disqualification seemed to start a fire under Hamilton, and armed with another fresh engine, he pushed his way through the field in both the sprint race and the grand prix to clinch a momentous victory on Sunday.

Chaos in Arabia

Hamilton gained momentum with a dominant victory in Qatar, taking him to the penultimate round in Saudi Arabia with the possibility of leveling the points with Verstappen if he wins the race ahead of Red Bull. This is exactly what happened, but the way the two pilots got there was almost unbelievable. In a two-man battle for the head in which Verstappen twice jumped Turn 2 trying to defend his position and was twice told to surrender the position, Hamilton ultimately came out on top, but only after another controversial collision.

This one was the weirder of the three this season, as Verstappen slowed down to let Hamilton pass only for the Mercedes driver to slow down behind him for fear of giving Verstappen the DRS advantage in the next straight. The collision damaged Hamilton’s front wing, and Verstappen was later blamed by flight attendants after it appeared he had braked just ahead of Hamilton.

The result left them level on points heading into the Abu Dhabi Grand Prix, but this remarkable season had yet one final twist in history.

An incredible finish

The first lap sparked controversy when Verstappen forced Hamilton to turn 6 to briefly take the lead, before Hamilton cut through turn 7 and rejoined the track in the first place. Red Bull was furious, calling on Hamilton to surrender the position, but the commissioners determined no investigation was necessary as any advantage Verstappen had gained by pushing Hamilton away was nullified by Hamilton skipping the second part of the chicane .

The Mercedes driver then extended his lead midway through the race, with Verstappen’s chances fading as he struggled to keep pace with Mercedes. Hamilton appeared to be chasing an eighth world title before things turned around on lap 53, when Nicholas Latifi crashed his Williams under the W hotel at turn 14.

The crash knocked out the safety car, allowing Verstappen to pit for new tires while Hamilton stayed on track. Red Bull had nothing to lose by making the late pit stop, while Hamilton risked giving up the lead when it was not yet clear whether the race would end under the Safety Car.

Latifi’s car was fully cleared on the penultimate lap, allowing the race to continue for a final lap. However, there were five overtaken cars on the route between Hamilton and Verstappen following the Verstappen pit stop and there was little time for the entire peloton to run according to normal car restart rules. security.

Under pressure from Red Bull team boss Christian Horner, race director Michael Masi agreed to let the five cars come undone while the rest of the field had to stay in position. The decision was hugely controversial and unprecedented, leading Mercedes team boss Toto Wolff to vent his frustration on Masi via the team’s FIA radio.

Despite Mercedes’ anger at the way the restart was handled, the race resumed with one lap remaining and Verstappen used his cooler tires to pass Hamilton for the lead in Turn 5. Hamilton fired back at Turn 6. , 7 and 8 but did not have quite the speed to attempt a move around the outside at Turn 9.

Verstappen won the race and, with it, his first world title. It remains to be seen whether the debate over the safety car period will end with the checkered flag, which means the longest season in F1 history may not be over yet.

Aprilia is no foreign name in the racing world. With accolades in the field of motocross and road racing, this brand has an important position in the world of speed and fast two-wheeled rubber burners. Founded after WWII, Aprilia began with the manufacture of bicycles. Over time, the brand finally turned to the production of small-displacement scooters and motorcycles. The modern era has highlighted the brand’s involvement in the making of super motorcycles, with models like the RSV Mille 1000cc V-twin and, of course, the RSV4 V4. The brand also has a strong position in the World Grand Prix Championship and in the World Superbike Championship.

The Italian two-wheeler brand has also contributed to the speed world with many technological firsts. Their bikes are the perfect combination of speed and precision. Its advancement in the categories of technology, engine dynamics and design speaks volumes about its experience, and with the likes of the Aprilia SL 750 Shiver having held the label of the first standard. motorbike to sport the now famous Ride-by-Wire technology, the brand drew a lot of attention to itself in the 2007-09 era.

Aprilia’s high-performance speed machine incorporated a ton of technological advancements. The overall construction of the two-wheelers was specifically aimed at providing a smooth and enjoyable driving experience for the potential buyer.

The SL 750 Shiver made headlines with its Ride-By-wire technology, and the buzz surrounding the Italian bike was exceptional. Here is a preview of the 2009 Aprilia 750 Shiver.

RELATED: Here’s Why the Ducati Multistrada V4 Is the Sportiest Adventure Touring Car

A sporting presence

The SL 750 was definitely a spectator. Its design was muscular, sporty and commanded respect from the viewer. It consisted of a lattice frame and a double parabola lighthouse in the front. Its tubular handlebars were functional and user-friendly, and the pleasant presence of the various exposed engine components gave the bike an aggressive stance. Muscular fenders, exposed shocks, and an aluminum alloy swingarm with a brace beam served both functionality and aesthetics.

In addition to the mix, big tires, a nice wheel design, and wavy-shaped brake discs, the bike certainly looked like a fast and powerful two-wheeler. The bike also housed a set of awesome looking dual exhaust units at the rear, which further added to the overall aesthetic and sporty appeal of this performance bike.

A powerful ride

The SL 750 impressed the masses with its high level of performance and technological prowess. The Italian monster was the perfect mix of speed, agility and was very light on the feet. The 90-degree V-Twin engine was compact and housed four valves per cylinder. The power output of this unit was 95 hp at 9,000 rpm, while the peak torque of 81 nm was 7,000 rpm. The performance of the SL 750 was quite remarkable, as it was comparable to most 4-cylinder engines and provided the same driving pleasure.

Technological achievements do not stop there. The SL 750’s powertrain was the first to be fully developed in-house by Aprilia, and the concept of Ride-By-Wire technology was used. This technology optimized the throttle opening based on various parameters such as engine speed, air temperature and pressure, gear selection, throttle grip position and travel speed.

With this kind of technology on board, the bike could provide excellent high-end acceleration and low-end pickup with its well-balanced low-end torque curve. Fuel consumption was also reduced and the overall driving experience was smooth and smooth for relaxed highway cruising and lightning-fast straight-line acceleration.

RELATED: Everything You Need to Know About the LiveWire One, and Why It’s Cheaper Than Before

An indestructible structure and foundations

The chassis configuration of the SL 750 consists of a composite trellis frame and aluminum plates. The mounted compact engine unit ensured the bike’s exceptional agility, and the side shocks were not only pleasing to the eye, but served to provide additional space for mounting the exhaust unit. The aluminum swingarm with stiffened brace gave high levels of stiffness and was designed to withstand the asymmetric stresses caused by the shock absorber positioned laterally.

The SL 750 housed an inverted fork with 43mm stanchions and cast iron caliper brackets, which allowed for 120mm of travel. This system ensured optimum smoothness and helped the rider tackle city roads and difficult terrain with ease. The side shock absorber was mounted directly to the rigid aluminum swingarm using a cantilever configuration and gave the rider 130mm of travel on the rear wheel, while spring preload and hydraulic rebound technology were adjustable.

A beastly braking system

The brake system of the SL 750 was truly commendable. The bike came with radial brake calipers and wavy brake discs which were pleasing to the eye and provided exceptional braking performance. The rear brake consisted of a 240mm disc with a single piston caliper and worked well to support the front brake setup, with a four piston caliper and 320mm brake disc.

The bike also came with an ABS option, which followed 2-channel continental system technology and offered maximum levels of confidence and safety when braking in all conditions. The piping system on the bike was also top notch and consisted of metal braiding. This technology has made it possible to eliminate the buffering effect felt on conventional piping systems and to have an accurate precision factor at all times. The bike sat on thick rubber, with the front wheel housing a 120/70 ZR 17 tire, while the rear wheel was fitted with a much larger 180/55 ZR 17 tire.

An Italian walk at good value for money

The SL 750 Shiver started at a price of $ 8,999 and back then came with a ton of top-notch features that improved its performance and overall bike dynamics. Competition was rare in the middleweight class, as this machine was in a class of its own. The effort, research and money spent to produce this beast by Aprilia has yielded exceptionally good results, and its overall performance and ownership experience has translated into a value for money proposition for the buyer.

The SL 750 Shiver ticked all the right boxes, with a distinctive look, jaw-dropping performance and cutting-edge technology beyond belief. The bike was a segment leader in almost every way, and the competition just couldn’t keep up with this full package. With the technological advancements of the SL 750 Shiver used even in modern times, the bicycle was a turning point in the world of two-wheelers. In everything from engine dynamics to the overall driving experience, the SL 750 Shiver was an untouchable monster.

Read more

About the Author

Watch updates

Sign up for myFT Daily Digest to be the first to know about watch news.

In the late 1980s, automotive nut Karl-Friedrich Scheufele tried to persuade his father, owner of the watchmaker Chopard, that the company becomes official timekeeper and sponsor of one of the most historic sporting events in the world – the Mille Miglia.

First staged in 1927, it was a 1,000 mile endurance car race from Brescia to Rome and back, winding through the Italian countryside. It is said that the two Italian counts who founded it did so in a fit of spite that the Italian Grand Prix was moved from Brescia to Monza. The race itself was fiercely contested – the 1955 version saw Stirling Moss take on Juan Manuel Fangio (Moss won) – and very dangerous. In 1957, Alfonso de Portago’s Ferrari 335S rolled off the road at 150 mph, killing nine spectators, and it was decided that the Mille Miglia should never race in competition again.

But that’s not the end of the story. The event was reborn in 1977 as the Mille Miglia Storica, a gentle jaunt along the same route for classic and vintage cars from before 1957. It has since become a magnet for some of the world’s finest vehicles. . Karl-Friedrich’s father is convinced of this new iteration: since 1988, Chopard has been one of its main sponsors, and each year the house launches limited edition watches inspired by it.

This year sees the first collaboration between Karl-Friedrich, now co-president of Chopard, and George bamford, another “car nut†whose personalization of iconic timepieces made him an outlaw in the watchmaking world and then, with the blessing of Jean-Claude Biver, former president of the watchmaking division of LVMH, his darling of non-conformists. Bamford’s point of view on Chopard’s Mille Miglia the chronograph (£ 7,020) adds an industrial touch to the sporty glamor of the watch’s la dolce vita (there is a limited edition of 33 pieces – one for each year Chopard is a racing partner). The case, microblasted using Bamford Diamond Like Carbon industrial technique, is dark gray and matt. The dial is orange speckled on the seconds and sub-dial hands (for easy reading), while the chronograph, as you would expect, is the real race. The watch’s stopwatch beats at 28,800 vibrations per hour, each of which its owner can observe through its sapphire crystal case-back – assuming he’s not behind the wheel.

Marc Marquez admits he is “not enjoying” his long recovery after breaking his arm in the Spanish MotoGP round last year, over a year ago now.

Marquez crashed violently on July 19, 2020 in Jerez and, after an aborted return attempt barely a week later, ultimately underwent three operations to correct his broken right humerus.

However, he continues to feel the physical effects of the spill, which now manifests as a lack of strength in his right shoulder.

Repsol Honda team manager Alberto Puig said after the final round, the Austrian Grand Prix, that the six-time champion “is returning to his real potential”.

Marquez, however, admits he’s still “in pain” but is determined to move on.

“In tough times you have to show your potential,†# 93 said in an interview with Britain The Guardian newspaper ahead of this weekend’s British Grand Prix.

“In the good times everyone is happy, smiling and quick, in the bad times you have to fight.

“The easiest way would be to quit and come back when I feel ready in a year or two. But that’s not my style.

“My style is to try to suffer to improve myself and come back. And to enjoy it on the bike.

“Now I’m not enjoying, now I’m in pain.”

Marquez has already admitted that he is considering suspending his comeback.

Speaking ahead of round six, the Italian Grand Prix, the 28-year-old revealed he spoke to medics about the possibility but was told riding a MotoGP motorcycle would be the best thing. for him.

Since then he has won the German Grand Prix, where the counterclockwise route lessened the impact of his physical problems, and is now the Honda leader in the championship despite missing the first two. sleeves of the season.

The performance led Puig, himself a former rider, to praise Marquez for the way he rode with only “an arm and a half”.

“I think for a while some people have forgotten who Marc Marquez is,” he said in a video posted to the official MotoGP website during the recent summer break.

“I’m not a guy who reads a lot – these newspapers and this news, I’m not so interested in it – [but] From what I hear from our press officer, there have been some strange comments in the past regarding his return, his possibilities …

“I don’t know if people really understand what a level of driver he is.

“Marc’s comeback is more difficult than expected, because of the injury and what happened, and what he’s doing right now with his situation, it’s really amazing.

“Because it rolls, I’m not saying with an arm, but let’s say with an arm and a half.

“He’s clearly not 100 percent in good shape, so I think only one guy can do that, and that’s him.”

Marquez is now 11th in the championship ahead of the 12th round at Silverstone, where practice begins on Friday evening (AEST).

The three-time race winner and 2020 runner-up endured a torrid campaign last year, in which he scored just one podium finish as he struggled for pace in the first half of the season on his two-year-old Yamaha in Petronas SRT colors.

He was sent off from the Dutch TT from June until the San Marino Grand Prix in September while recovering from surgery for a knee injury, by which time he was promoted to the squad. factory Yamaha on a two-year deal to replace ousted Maverick Vinales. .

Scoring just seven points in his last five races as a factory Yamaha rider in 2021, Meregalli believes Morbidelli’s return was “too soon” – but knows the Italian “matches very well” in the M1.

“What I expect from Franco is some kind of revenge after last season, because he had too many things [go wrong]”, Meregalli said.

“He started pretty well, then he got injured, he decided to have surgery, then he joined the factory team.

“He probably wanted to get back on the bike too early in the hopes of making the recovery shorter, but that was probably even worse.

“He took advantage of the last races to get used to the new crew, the new factory bike.

“But I’m really curious to see Franco in good shape, riding his bike like he used to before he got injured.

Franco Morbidelli, Yamaha Factory Racing

Photo by: Yamaha

“He’s used to riding his bike, we know he fits our M1 very well.”

Morbidelli showed solid form in pre-season testing in February of the 2022 M1, finishing the Indonesian test fifth overall.

However, he admits his riding style is even more “tied” to the 2019 bike he has ridden before.

“I still have to improve the feeling with the bike,” Morbidelli said when asked by Autosport what else he needed from the new Yamaha package.

“I just jumped on the bike in a good [physical] condition in Sepang, so we started our work with Patrick [Primmer, crew chief] in Sepang – and we started to build a base and finally we had a good base here [in Indonesia].

“And we managed to improve over the three days here, and we managed to squeeze the performance and see something interesting.

“So I still need more feeling on the bike, more knowledge on the bike.

“He behaves differently to ’19, I still feel like I relate more to ’19 than ’22. So, I have to blend in a bit better with ’22.

The 2022 MotoGP season kicks off this weekend in Qatar.