IT'S DUCATI

If there’s one man in motorcycle racing who needs no introduction, it’s Valentino Rossi, one of Grand Prix racing’s most successful and popular riders in history. A nine-time World Champion and a household name all over the world, “The Doctor” has a long list of accomplishments including: fifteen years with at least one win in one of the Grand Prix classes; only rider to win consecutive premier-class races with different manufacturers; seventy-nine premier-class Grand Prix victories entering the 2011 season; 105 Grand Prix wins across all classes entering 2011, second only to Giacomo Agostini; most consecutive Grand Prix starts (230); most podium finishes across all classes in Grand Prix history (174 entering the 2011 season); longest sequence of Grand Prix podium finishes (twenty-three, between 2002 and 2004).

Valentino was born to Graziano and Stefania on February 16, 1979, in Urbino, Italy, about a half-hour from where he grew up, in Tavullia. When one considers that Graziano was then beginning the second season of his own Grand Prix career (he earned his first win that same year), it comes as no surprise that Vale took up motorcycles as a child, first riding a mini dirt bike in his family’s backyard before he was even 3. That said, in part because Graziano’s career was cut short at just five years by an injury, his parents weren’t initially enthusiastic about the idea of their son racing motorcycles. His first competitions were in 60cc go-karts, with which he won a regional title in 1990. Nonetheless, Valentino had received a mini road racer for Christmas of 1989 (when he was 10), and he began racing it with some regularity, immediately demonstrating his considerable talent: in 1992, he earned a regional minibike championship.

After trying out a friend’s Aprilia 125 at Misano, he decided to leave karting for real motorcycle road racing, a choice his parents eventually supported. Valentino’s new career direction became possible in 1993, when Rossi turned 14—the minimum age to race a 125 in Italy. Valentino was placed on Cagiva’s Claudio Lusuardi-run team for the Sport Production 125cc class, and his first race was a regional event in Magione. It was an unfortunate debut, as Rossi crashed on the first lap, remounted, and crashed again six laps later, but he still managed to finish in ninth place. Improving steadily over the course of the season, Rossi qualified for the series finale at Misano, where he qualified on pole—ahead of the title contenders. Despite a botched start in the race, he finished on the podium.

Valentino’s performance in the ’93 season finale earned him a factory Cagiva the next year, and Graziano also entered him in the Italian GP series aboard a Sandroni 125. In the second Sport Production race—again at Misano—Rossi posted the first victory of his career, and he would go on to earn the national title in that class. Meanwhile, campaigning the Italian GP series allowed him to also learn the ropes on real race bikes, experience that would prove valuable in ’95. That’s when Vale signed a three-year deal with Aprilia in a Mauro Noccioli-run team and advanced to the European championship, which at the time ran concurrently with the Continental rounds of the world championship Grand Prix series. Valentino easily won the crown in the Italian series, which he continued to compete in, and although he crashed often on the international stage, he still managed to take third in the final points of the European championship, virtually guaranteeing him a move to world championship racing.

Rossi made his Grand Prix debut in 1996 aboard an Aprilia RS250, still in Noccioli’s squad. He finished an impressive sixth at the season opener in Malaysia, and by the fourth round, in Spain, he was fighting for the podium, an objective he eventually achieved at the tenth round, in Austria. Vale took his first pole position at the very next race, in Brno, and followed that up the next day by climbing the top step of the podium. Valentino completed his rookie year ninth in the final points.

Still with Aprilia, Valentino dominated his sophomore year: he collected eleven victories in the fifteen races, in all kinds of conditions (in the other four, he crashed out of one, finished on the podium in two, and finished sixth in the other. Gathering four pole positions along the way, Rossi earned his first world championship in the 125cc class with an eighty-three-point margin.

For 1998, Rossi advanced to the 250cc class, riding for the Aprilia team run by Rossano Brazzi. He collected three second-place finishes in the first six races before notching his first victory, at Assen. His wins at the last four races of the year—Imola, Catalonia, Phillip Island, and Argentina—left him just short of the title, three points behind compatriot Loris Capirossi.

Rossi showed his competition no mercy the next year, and with nine race wins and three additional podium finishes, he collected the quarter-liter class title, confirming his dominance and growing his popularity even further.

The 2000 season brought Valentino Rossi’s passage to the 500cc class, along with the start of what would prove to be a long partnership with the Australian crew chief Jeremy Burgess. It took the 21-year-old some time to come to terms with the power delivery of the four-cylinder “screamer,” but he nonetheless earned ten podiums that year (including wins at Donington Park and Rio) and finished runner-up to Kenny Roberts Jr. in the final points standings. That same year, Valentino made his debut in the Suzuka 8 Hours with Colin Edwards, but after both riders crashed, they pulled out of the race.

Continuing his established routine of learning a class for one season before topping it the next, Rossi added the prestigious 500cc crown to his résumé in 2001 by notching no fewer than eleven race wins, plus a further two podium finishes. It was a fantastic season, made even better by a victory at the Suzuka 8 Hours, again teamed with Colin Edwards.

For 2002, the inaugural year of the MotoGP era, Honda fielded Rossi on a 990cc factory RC211V. Now running inside HRC’s factory team, the Italian won the new platform’s first round and at eight of the first nine races. By season’s end, he had amassed eleven wins in sixteen events, taking the crown by a commanding 140 points.

The 2003 season was similarly lopsided, as Valentino climbed the top step of the podium on nine occasions, earning the fifth world championship of his career.

The 2004 season was historic: Valentino decided to leave the most dominant motorcycle of the time to ride for Yamaha, which hadn’t won a title in twelve years, taking Burgess and his crew along with him. After completely changing the bike during winter testing Valentino wrote another page in the history books, winning his very first race aboard his new YZR-M1, in South Africa, and becoming the first rider ever to win two consecutive premier-class races aboard bikes from different manufacturers. That win was followed by a further eight throughout the course of the season, and Valentino beat Spaniard Sete Gibernau for the title.

The 2005 season once again saw the MotoGP world championship go to Rossi. With eleven victories and just one result off the podium, Valentino earned his seventh title, with 147 points to spare over compatriot Marco Melandri.

The 2006 season saw the Italian plagued by a number of technical problems, but he still managed to post five wins—more than any other rider that season. In the end, Valentino lost the championship to the more consistent Nicky Hayden by just five points.

In the first year of the 800cc MotoGP era, Rossi once again faced daunting competition, this time mainly from new Ducati rider Casey Stoner. Once again plagued by a few too many technical problems, Valentino topped four of eighteen races and scored an additional four podium finishes, but he finished the season third behind the Australian and—by just one point—Spaniard Dani Pedrosa.

The ’08 season marked a return to glory: having switched from Michelin tires to Bridgestone, the incomparable Italian won nine races on his way to world championship number eight (six in the premier class), enjoying other successes along the way, such as his seventh consecutive win at Mugello, his first win of his career at Laguna Seca, and victory at legendary Indianapolis Motor Speedway’s inaugural Grand Prix, in challenging weather conditions.

The 2009 season would see Rossi’s title count extended to nine, thanks to six victories and a further six podiums, giving him a 45 point margin over teammate Jorge Lorenzo.

That teammate rivalry wouldn’t continue in 2010, except for the very first part of the season, which Valentino started off with a win at the Qatar night race. Shortly after that—on April 15, to be specific—Rossi suffered a shoulder injury while practicing on a motocross bike. When, during practice for his home race at Mugello, he crashed and suffered an exposed fracture of his right tibia, Rossi lost any chance of a successful title defense. Nonetheless, after undergoing an operation to repair the fracture, he worked hard on his rehabilitation, with the objective of returning as quickly as possible. Initially, optimistic guesses had The Doctor coming back at the Brno round, a little over two months after his injury, but after undergoing intensive therapy (including time in a hyperbaric chamber) and doing two status-confirming tests aboard a superbike, Valentino returned to action at the Sachsenring, just forty-one days after his crash. Rossi rode to a heroic fourth-place result in his comeback race, then finished on the podium in the next round, at Laguna Seca. Still plagued by both of his injuries, Valentino nonetheless climbed the podium six more times, including a win at Sepang, and finished third on the year behind new champion Lorenzo and Pedrosa.

Immediately after the Brno Grand Prix in the Czech Republic, it was announced that Valentino Rossi would be moving to Ducati MotoGP for 2011, with a two-year agreement. Thanks to special permission from Yamaha, he was allowed to take part in the post-season test at Valencia. The next Sunday, Valentino underwent an extensive operation to the shoulder injured in the motocross crash. The procedure was carried out at Cattolica’s Cervesi Hospital, by Dr. Alex Castagna, from Milan’s Humanitas Institute, and Dr. Giuseppe Porcellini, from the Shoulder and Elbow Surgery Unit at Rimini’s Azienda USL.

During the two-hour arthroscopic surgery, the surgeons repaired the supraspinatus tendon and the long head of biceps tendon, as well as cartilage in the Glenoid Labrum.". Over the winter, the Italian once again underwent an intensive rehabilitation program in the gym and swimming pool in preparation for the off-season tests on the Ducati GP11, scheduled for February 1-3 at the Sepang circuit in Malaysia.
RACING CAREER

Bike:
Ducati MotoGP Team Desmosedici GP11
Racing Number:
46
First GP:
Malaysian GP, 1996 (125cc)
First GP Victory:
Czech Republic GP, 1996 (125cc)
First Pole:
Czech Republic GP, 1996 (125cc)
World Titles:
9 (1X125cc, 1X250cc, 1X500cc, 6XMotoGP)

2011:
Ducati MotoGP Team Rider - MotoGP World Championship
Bike:
Ducati Desmosedici GP11

2010
3rd in the MotoGP World Championship (Yamaha)
2009
MotoGP World Champion (Yamaha)
2008
MotoGP World Champion (Yamaha)
2007
3rd in the MotoGP World Championship (Yamaha)
2006
2nd in the MotoGP World Championship (Yamaha)
2005
MotoGP World Champion (Yamaha)
2004
MotoGP World Champion (Yamaha)
2003
MotoGP World Champion (Honda)
2002
MotoGP World Champion (Honda)
2001
500cc World Champion (Honda)
2000
2nd in the 500cc World Championship (Honda)
1999
250cc World Champion (Aprilia)
1998
2nd in the 250cc World Championship (Aprilia)
1997
125cc World Champion (Aprilia)
1996
9th in the 125cc World Championship (Aprilia)
1995
125cc Italian National Champion (Aprilia),
3rd in 125cc European Championship

Come along to Ducati Manchester Xmas Classic open day on Sunday 5th December and meet up with WSB legend Carl Fogarty. He will be joining our party from 10am-1pm. We also have an exhibition of classic Ducati's in store to see the Ducati heritage. There will be food and refreshments, the all NEW 2011 CLOTHING RANGE on sale and a huge parts clearence... Come down for a fun filled day at Ducati Manchester

With the CBR1000RR, Honda literally rewrote the rules for the sporting literbike class. Rated best by one magazine after another, the revolutionary Honda CBR1000RR has established new standards for light weight, superlative handling, remarkably compact dimensions and exceptional performance. Also available with our high-tech electronically controlled Combined ABS for the ultimate in sophisticated sportbike braking performance, the CBR1000RR remains the yardstick to which all others are compared.

You want performance? You want style? Then you want a Honda CBR1000RR. Designed to be the ultimate streetbike, it’s been refined to perfection on World Superbike tracks across the globe. In addition to its powerful engine and refined chassis the CBR1000RR showcases state-of-the-art features no other sportbike can match, like our electronically controlled Combined ABS and the revolutionary Honda Electronic Steering Damper (HESD). The result is one of the most awesome literbikes on the planet, but also one that’s so refined it’s a joy to ride. And after all, isn’t that exactly what you’d expect from a Honda?

The new 2011 Kawasaki Vulcan 1700 Vaquero bagger is all that – and much more. Kawasaki engineers and designers didn’t just throw custom paint and a blacked-out motif on a Vulcan 1700 and call it done. They digested valuable owner and market research, and scrutinized every system – engine, chassis, features, bodywork and appearance – to ensure that the bike being developed squared nicely with what cruiser buyers wanted.

Speaking of just cruisin’ along; the Vaquero offers true touring-bike convenience in the form of its electronic cruise control system, conveniently operated from the right handlebar and usable at any speed between 30 and 85 mph in any of the top four gears. The cruise system can be disengaged in any of the following ways: usage of the brake lever, clutch lever, rear brake pedal, or manually turning the throttle grip past the “closed” position.

Ducati Manchester is pleased to announce the launch of a unique 6 month deferred payment campaign commencing on the 1st October 2010. Customers will be able to buy any new bike from Ducati’s award winning range whilst beating the 2.5% VAT increase due to be implemented on the 1st January.

From the 1st October models such as the legendary Monster 696, the acclaimed Multistrada 1200 or any of Ducati’s glorious Superbikes will be available to purchase at 2010 prices with deferred payments for 6 months and then payable over 3 or 4 years with a minimum deposit of 30%*.

14.1% APR Typical


The new campaign will run until the end of 2010 and apply to new models registered before 31st December 2010.

** Offer applies to all new unregistered Ducati motorcycles. Interest is chargeable throughout the term of the loan including the payment holiday.
End date of offer - 31st December 2010. Finance available subject to status. Indemnities may be required. Finance available through Ducati Finance which is a trading style of Black Horse
Ltd, St. William House, Tresillian Terrace, Cardiff CF10 5BH.

The Monster family introduces the 796, an exciting addition to the line-up that combines the user-friendliness of the 696 with the sports character of the 1100. Delivering 87hp (64kW), a dry weight of just 167kg (368lb) and optional ABS, the stylish new Monster 796 returns the magic of mid-range to the Monster family.

The Monster 796 is fitted with the micro-bikini fairing and single seat cover as standard and features a new seat designed with a comfort-enhancing shape, further accentuated with stylish red stitching. Additional new features also include a rear sub-frame constructed ready to accept new accessory grab-handles designed to provide a confidence-inspiring grip for the passenger, while blending into the natural line of the tail-end.

The riding position has also been revised by reducing the seat height by a full 10mm (compared to the Monster 1100) to 800mm, whilst the handlebars have been raised by 20mm. These changes, together with the redesigned seat shape have improved posture and increased comfort. With the brand new Desmodue 796 engine at the heart of the machine, a single-sided swingarm and revised ergonomics, the Monster 796 perfectly balances lifestyle performance with everyday functionality to enhance the original Monster spirit.

The new Monster 796 comes in traditional Ducati red, new arctic white silk or diamond black silk. All three colours are set against a red Trellis frame and black wheels, which feature a new short-style red flash around the rim side that creates a full red stripe at speed.

Commenting on the launch, Tim Maccabee, Ducati UK MD said "The new 796 Monster is a welcome addition to the family and will be a great bike for people upgrading from a first bike 600 or looking to switch from a Sports 600 whilst wanting to retain style with plenty of real-world performance".

Launched as an early entry model year 2011, the Monster 796 will be available in the UK from May 2010 onwards and will be priced at £6,995, with the ABS version at £7,695.

The 848EVO now further enhances Ducati's most impressive lightweight Superbike ever with more power from the 140bhp Testastretta engine and more braking power from Brembo’s incredible Monobloc brake technology combining to provide an even more exhilarating performance to enter the world of Ducati Superbikes. Call Ducati Manchester or Preston now to book your demo.
"Sexier than a Fireblade, £2000 cheaper than an R1.....the 848 Evo is one hell of a machine" MCN 25.8.10