2009 North West 200 Results

Weather played a role in the 80th annual North West 200 in Northern Ireland. Mother Nature had her hand in nearly every race on the 9-mile mountain course, causing crashes, red-flags and restarts that wreaked havoc on the weekend race schedule. In the end a trio of double race winners leave the island with valuable experience heading into next month’s Isle of Man TT.

Steve Plater: “I could hear somebody behind me, but I didn’t now how many there were. We had some issues with the wind and I was taking it canny. It is not the way to win a race, but I’ll take it.”

The Dewalt Superbike race was red-flagged at the start of the fourth lap when John Walsh crashed at Magherabuoy Chcane, breaking his ankle and causing quite a mess on the treacherous turn. The final results were taken from the end of Lap 2, giving HM Plant Honda’s Steve Plater the win over Relentlesss Suzuki’s Bruce Anstey. Third place went to Plater’s HM Plant teammate John McGuiness. The two wins by Plater brings his NW200 victory total to eight after a decade of competing in the historic event.

"It would have been nice to take the Superbike race win from flag to flag rather than a red-flag, but all the same I led from the outset and I'm very happy to have taken the victory in the Superbike and Supersport races and do the double again. I'm sure that if we'd had the other two races then I'd have had even more podium results. The wind was horrendous and unpredictable so I had to keep a little bit in reserve at a few places around the circuit to make sure I kept the bike upright. Experience has taught me in road racing that anything can happen and so you're better to get out front and lead rather than chase, so that's what I did - just got my head down and went for it. It's a shame the weather was so bad but I'm happy that we came away with the solid race results we did."

American Jimmy Moore finished 25th overall on the JMF Millsport Racing Yamaha R1with a time of 9:21.010, which was 35-seconds behind race winner Steve Plater.

“Whilst the decision to cancel is disappointing, the safety of the riders and spectators is our top priority,” explained Clerk of the Course, Mervyn Whyte MBE. “Unfortunately a number of red-flag incidents combined with the unpredictable weather caused significant delays to the day’s program. Despite completing two separate warm-up laps for the main Superbike race, the lateness of the day, intermittent rain and strong crosswinds on the course forced us to make this decision. I consulted with both BSB and local team managers as well as a number of riders before making the final decision to cancel the two remaining races. As always, thousands of spectators flocked to the North Coast circuit and we would like to thank them for all their support.”

Superbike Results – Race 2
1. Steve Plater (Honda) 8:45.964
2. Bruce Anstey (Suzuki) – 0.639
3. John McGuiness (Honda) – 2.019
4. Cameron Donald (Suzuki) – 2.488
5. Conor Cummings (Kawasaki) – 3.266
6. Guy Martin (Honda) – 4.516
7. Keith Amor (Honda) – 5.351
8. Ryan Farquhar (Kawasaki) – 5.823
9. Gary Johnson (Honda) – 7.696
10. Ian Hutchinson (Honda) – 9.515

Superstock recap

The CP Hire Superstock race was cut short because of rain at the start of the third lap with race position from the end of lap two counting as the final results. Relentless Suzuki’s Alstair Seeley claimed victory over KHR Kawasaki’s Ryan Farquhar and WCR Honda’s Keith Amor in the Hire Limited Superstock final.

Relentless Suzuki's Alastair Seeley taking the Superstock victory on the 2009 GSX-R1000.

“Ryan is a really good rider and rode an aggressive first lap and had a good lead,” said Seeley after the race. “Fortunately I got a good tow from Bruce Anstey (who eventually retired) and managed to catch up on Ryan. I passed him at Juniper and led across the line at what turned out to be the crucial stage the way things worked out.”

The win gives Seely two victories at the prestigious road course. Our friend and 2-time AMA Supersport champion Jimmy Moore finished 27th on the JMF Millsport Racing Yamaha with a time of 9:25.054.

"It was a difficult day all round but I'm delighted to have been able to give Relentless Suzuki yet another international win and also keep my 100 per cent record intact,” continued Seeley. “The GSX-R1000 worked superbly well all week and hopefully we can now continue this form in the British Superstock class."

Superstock Results – Race 5
1. Alstair Seeley (Suzuki) 8:50.296
2. Ryan Farquhar (Kawasaki) 8:51.195
3. Keith Amor (Honda) 8:54.098
4. Cameron Donald (Suzuki) 8:54.538
5. Guy Martin (Honda) 8:55.429
6. Ian Hutchinson (Honda) 8:56.013
7. Conor Cummins (Kawasaki) 8:56.280
8. Les Shand (Yamaha) 8:57.018
9. Gary Johnson (Honda) 9: 01.522
10. James McBride (Yamaha) 9:11.238

Supersport recap

The Clinton Enterprises Supersport race was reduced to four laps after Suzuki’s Alstair Seeley smashed into the back of Keith Amor at the start of the race. Neither rider was seriously hurt in the incident but it did bring out the red-flag and required a complete restart.

HM Plant Honda’s Steve Plater took advantage of the mulligan by catching early race leader Bruce Anstey on the Relentless Suzuki GSX-R and holding him off for the win. Anstey would finish second, just ahead of Street Sweep Yamaha’s Michael Dunlop.

“I knew Bruce was closing, but it’s easier riding from behind than it is to lead,” said Plater. “He came past me, but I managed to re-take him at Juniper.”

HM Plant’s John McGuiness just missed the podium in both Superbike and Supersport races, but leaves in a good position heading to the next road races on the Isle of Man.

"It was good to be the podium for the Superbike race but unfortunately I was just one place away in the Supersport race and in the 250 class I had to settle for fifth. But overall I'm pleased with my results, especially given the treacherous weather conditions which made riding very difficult at certain parts of the circuit. My CBR1000RR and CBR600RR bikes ran like a dream though and credit to the HM Plant Honda team for that. I'm feeling confident in my racing and on the bikes, and it was good to be back on a road circuit, so I can now use this experience as great preparation for the TT next month."

Jimmy Moore finished 46-seconds behind the race-winner in 18th place on the JMF Millsport Racing Yamaha R6 with a time of 19:02.902.

The second scheduled Supersport race was cancelled do to rain.

Steve Plater also took the North West 200 Supersport race for Honda.

Supersport Results – Race 3
1. Steve Plater (Honda) 18:16.091
2. Bruce Anstey (Suzuki) – 0.515
3. Michael Dunlop (Yamaha) – 2.632
4. John McGuiness (Honda) – 3.144
5. William Dunlop (Yamaha) – 9.420
6. Ian Hutchinson (Honda) – 9.761
7. Michael Rutter (Yamaha) – 10.58
8. Gary Johnson (Honda) – 11.070
9. Ryan Farqhuar (Kawasaki) – 17.337
10. Ian Lougher (Yamaha) – 28.697

250cc - Top 5 Results – Race 1
1. William Dunlop (Honda) 14:48.194
2. Chris Palmer (Honda) – 6.149
3. Phil Harvey (Honda) – 7.174
4. Mark Lunney (Honda) – 8.400
5. Denver Robb (Honda) – 10.234

125cc - Top 5 Results – Race 4
1. William Dunlop (Honda) 21:26.004
2. Chris Palmer (Honda) -7.234
3. Olie Linsdell (Honda) -12.846
4. Mark Lunney (Honda) -26.632
5. Stephan Savelkouls (Honda) – 28.534

Fast Riding the Roberts Way on DVD

Kenny Roberts is a real legend of motorcycle racing, his style and commitment revolutionising Grand Prix racing when he burst onto the scene in the late 1970s. Now you can discover the secrets behind his extraordinary success in the fascinating film Fast Riding The Roberts Way.

Never previously available on DVD, this film takes viewers inside the Kenny Roberts Training Camp to experience the tuition style of ‘King’ Kenny and his Grand Prix colleagues, including Randy Mamola.

Our cameras were there in 1995 when Roberts opened his Training Camp in Spain. Fast Riding The Roberts Way follows five young Malaysian racers as they undertake the intensive month-long course, joining them in the classroom, in the gym and on the dirt track. Viewers will discover expert guidance on fitness, diet, mental attitude, bike control, choosing lines and much more.

This film features unrivalled access to the KRTC program, plus extensive interviews with Roberts, Mamola and other instructors, offering viewers a unique insight into the Roberts’ formula for success. It also offers a wonderful chance to hear from a true champion, and watch the King in action.

Who better than Kenny Roberts to offer advice on fast riding? When the young Californian burst onto the 500cc World Championship Grand Prix scene in 1978 he revolutionised the sport. Skills learnt while racing on the dirt track ovals of America introduced a new style of bike control, while his combination of natural talent, physical fitness and dedication to practice set new standards.

‘King’ Kenny dominated Grand Prix racing, taking the World Championship at the first attempt, and securing the crown again in 1979 and 1980. He remained a front runner for the rest of his stellar career.

When he quit racing, Roberts turned to team management and soon discovered a calm teaching style which allowed him to pass on the philosophy and techniques which had brought him so much success.

Now you can share the secrets of his success.

Memorable MC Bridgestone Hurricane

I must confess that I have a problem with riders who go around calling bikes, "She" and "Her". No one in the galaxy is more passionate about their bike than I am about our Matchless G.50 – my winner for the second year running of MCUSA's Bike of the Year competition - but I still don't want to take it to bed for a night of passion.

So that's my inviolable rule, but the Bridgestone Hurricane Scrambler is the one motorcycle which would get me to break it. The "Hurricane" is the Cocker Spaniel puppy of the bike world - all big smiles, heart-meltingly cute face, gleaming fur and just so, so, so willing to please. You just want to sit on the couch with a cup of coffee and stroke it whilst you watch "On Any Sunday" for the thirty-five-thousandth time.

Like the Cocker Spaniel the Hurricane is a keen worker too and will do everything its looks promise - and more.

The trade name Bridgestone comes from an Anglicization of the firm's founder's name, Shojiro Ishibashi. Translated into English, Mr. Ishibashi's name is "Stone Bridge".

Mr. Ishibashi was Japan's first manufacturer of rubber-soled footwear and began mass production in 1925. After the Second World War, Bridgestone began making a massive range of rubber products - and the success of a nascent motorcycle industry caught their attention, probably because they were already significant bicycle manufacturers.

The first Bridgestones were ultra lightweight, 26cc motorized bicycles feeding post-war Japan's need for practical commuter vehicles. By 1964 things had changed with Bridgestone producing a range of high quality lightweight motorcycles. With the closure of the Tohatsu and Lilac factories, Bridgestone found themselves in the position of being able to employ clever, experienced designers who would set the benchmark for innovation.

The Tohatsu engineers in particular had a major influence on the development of Bridgestone motorcycles. Although now almost an unknown name, Tohatsu (Tokyo Hatsudoki) held 3% of the Japanese domestic motorcycle market in 1961. Tohatsu was a cutting edge manufacturer and made the world's only production 50cc twin-cylinder road race machines as well as a gorgeous, disc-valved, twin-cylinder 125cc racer. When the factory folded in February 1964 it was on the point of launching a full blown Grand Prix effort headed by Englishman Dave Simmonds - who later went on to win Kawasaki's first ever World Championship in 1969. Tohatsu's loss was Bridgestone's gain.

While easy to keep running, the production of these special motors were costly compared to conventional piston.

Bridgestone's idea was to fill a niche in the market place for a premium quality, lightweight motorcycle. Nothing would be spared in terms of design or quality of parts. Drawing on Tohatsu's race experience, the factory manufactured a series of sophisticated disc-valved motors. These engines were far more efficient than the piston port engines produced by Suzuki and Yamaha which wasted much of the charge in each cycle because the inlet and exhaust ports opened at the same time.

On a rotary valve engine, the port timing can be asymmetrical which gives much better combustion. This efficiency can be used to make the motor produce more power or, in the case of road bike, better fuel efficiency and more torque.

The chrome cylinder bores - a first on a production street bike - were also a direct lift from racing and provided exemplary heat transfer and also a very useful weight saving.

However, a disc-valve engine is potentially wide - because the carburetors feed straight into the sides of the crankcase - and it takes clever engineering to ensure that the motor is not disconcertingly tubby across its waistline. Bridgestone did this beautifully.

The engines were bomb-proof with roller, needle, and ball bearings used in such profusion that they were up to the same standard as full blown race bikes. Unlike European engines of the day, which still required the rider to pre-mix the oil in the fuel, the Bridgestone engines had reliable automatic lubrication: keep plenty of two-stroke oil in the tank and the motor would run forever.

If there ever was a problem, the power-plants were simple and cheap to repair: truly, engines which covered every base except one - they were much more expensive to manufacture than piston port engines.

Racing quality brakes were just one of the many standard features.

The cycle parts on all Bridgestones were a whole order of magnitude better than anything else on sale at the time. Interestingly, if one visits classic shows today many bikes have been grossly over restored and the only bikes which were up to the standard of these show bikes straight from the production line were were Bridgestones! Everything about the bikes absolutely oozed quality from the superb paintwork to the state of the art brakes. Quite simply, you couldn't buy a better finished production bike.

Twin leading shoe brakes were the best available at the time and the Hurricane carried a neat little 6-inch unit on the front which was right up to racing standards.

In 1970, motocross in the USA was still in its infancy and a lot of riders fancied the "Scrambler" look - no doubt in the sadly optimistic hope that they would be the next Steve McQueen. Bizarrely, some riders even took bikes like the Hurricane at face value and tried to ride off-road with them. This was a seriously optimistic view of life because the little 177cc engine gave only 20 hp and this came at 8,000 rpm. Let the revs drop much below 4,000 rpm and the motor would bog down.

However, there was a race version available for the serious Bridgestone fans and this bike dominated the lightweight class at drag races all over the US and even won at Daytona.

With all this quality and performance, why isn't Bridgestone still up there with Honda, Suzuki and Yamaha? The myth is that the big Japanese manufacturers met the Bridgestone management in a dark, smoke filled Tokyo bar and warned that they would stop using Bridgestone tires if the factory continued making bikes. The bike manufacturers' Yakuza hit men stubbed out their cigarettes on the foreheads of the poor Bridgestone execs and bike manufacturing stopped forthwith.

It's a really good story but sadly, like all the best tales, it's pure myth. Bridgestone bikes suffered from high prices and a very poor distribution network. In Britain, they were sold nationwide through just one dealer - and he was primarily a Honda main agent. Many countries did not even have a single agent.

The Bridgestone Hurricane was truely a high quality bike, but the price and dealer network would ultimately spell the end of Bridgestone motorcycles.

They were also expensive too. A 350 Bridgestone was only slightly cheaper in price than the big, sexy, and high status 650cc Triumph Bonneville. Everyone wanted Bridgestone sophistication and quality - but few riders wanted to pay for it. That's the same story which killed off Brough, Vincent and Munch.

However, the crunch was quite simply factory space. Manufacturing bikes took up valuable space which could be used for making tires and so they were chopped. No gangsters, no secret meetings, no threats in plain brown envelopes: quite simply a lack of square feet on a factory floor.

Riding a Hurricane today is still a big thrill and, if you are prepared to tolerate a dire shortage of spare parts, owning a Bridgestone has got to be at the top of the classic motorcycling tree.