Best Motocross Diet Plans - Moto Sports News

One of the most important aspects of motocross training is actually done from a bike.

You won’t break a sweat, get muscle cramps or beg your trainer for mercy. It all starts in the comfort of your own kitchen. Nutrition is just as important to success on the track as learning the fundamentals of dirt bike riding.

Not only does proper nutrition allow you to endure the punishment of a motocross track, but the right foods allow your body to take on the challenges of motocross and recover from injuries faster. A healthy “motocross diet” is key to maintaining high levels of energy, strength, endurance and mental awareness – all critical to competing and winning.

If you’re serious about the moto lifestyle, know that the accompanying nutrition is also a lifestyle. If friends want to go to the local greasy spoon to devour a burger and fries, you can certainly come along, but don’t expect to partake in their culinary habits.

The best motocross diet contains plenty of carbohydrates from fresh foods. Protein and fat are also important, but the majority of your calories should come from carbohydrates, not processed or refined sugars. Say goodbye to alcohol, colas and other “juice drinks” that contain little or no fruit juice.

To help you get started, we’ve boiled it down to a simple, easy-to-follow guide:

a) Hydration
First things first – drink plenty of water. Hydration is an important part of a successful motocross nutrition plan. Yes, water can be consumed in the form of 100-percent juices and plant-based beverages, as well as milk, but drink plenty of clear stuff, too. Water is vital on training and race days. Feeling like you can race through thirst is one thing, doing it is another. Dehydration affects your muscles and overall alertness. Eventually, your body will start to seize up and the endurance needed to race will quickly diminish.

b) Vegetables, fruits and whole grains

Sounds like we’re promoting the old food pyramid you probably learned in elementary school. It’s true. Fresh fruits, vegetables and whole grains – not the refined white flour stuff – help boost overall health and wellness. The vitamins, minerals, and fiber these foods contain keep your body functioning optimally, keep you alert, and help shorten recovery time from tough workout days.

Best Motocross Diet Plans - Moto Sports News

Pasta is a common pre-race food for marathoners and should be there for you when you’re preparing for a race. Avoid cheap highly processed white flour pasta in favor of whole grain semenola and/or durum among other options.

c) Lean meat
Ditching the cheeseburger isn’t absolute – you can still enjoy a cheeseburger, but not the dripping fat bomb that typically describes one of America’s favorite dishes. Lean meats, including beef, but especially fish and poultry (eggs are great!) provide high-quality protein that helps rebuild muscle, increase strength and improve performance. So the cheeseburger? Lean beef, a slice of cheddar, tomato and onion on a whole grain bun.

d) Snacking
Snacking is a must! But not the kind of snacks with chips and Coke. This is where your fruit comes in. Snack on oranges, bananas, blueberries, strawberries, all fruit. Carrots, celery, peanut butter and beans are also powerhouses. Keep processed oily and salty foods to a minimum and fill up on fresh foods, which contain a lot of nutrients and also hydrate.

e) Avoid large meals
Your new motocross diet probably won’t make you feel like there’s a brick in your stomach. You try to avoid that anyway, right? But overeating even the right foods can weigh you down and slow your metabolism. Eat several small meals throughout the day. This will keep your body constantly supplied with nutrients and help you avoid the uncomfortable feeling of heaviness that comes with eating too much.

f) Supplements
Taking supplements is always a personal decision and should be discussed with your doctor. However, once you have decided on a supplement, you can follow taking the recommend and prescribed products and witness the changes happening within you.

Best Motocross Diet Plans - Moto Sports News

Sticking to this diet is not easy at first, and sometimes it’s not fun when you see others feasting on delicious-looking but forbidden foods in the motocross diet. But with time, it will not only become a habit, you will feel better physically and mentally, and even if your moto days are behind you, you will probably stick to it for life.

MotoGP and Formula 1 are two of the fastest motorsports in the world. Each brings its own challenges, and both sets of drivers are pushed to their limits and those of the tracks they race on. But which is faster?
Formula 1 cars are much faster than MotoGP bikes, and therefore lap times for F1 cars are much shorter than MotoGP.
But when comparing the two sports, there is much more to consider than just shorter lap times. Aside from the fact that F1 cars have twice as many wheels, there are many other factors that separate F1 and MotoGP. Let’s take a look at the differences and similarities between MotoGP and F1.

The differences between the two

The main differences

The most important and obvious difference between MotoGP and F1 is the fact that F1 cars have four wheels, while motorcycles have two. This presents different challenges for each car, which we will discuss in more detail shortly. Apart from the number of tires, the weight of each tire is also very different. A MotoGP bike alone weighs about 157 kg, while an F1 car and its driver must weigh at least 740 kg.

Obviously, the car is much bigger than the bike, and that means their engines are much bigger too. The bikes use a four-cylinder, 1-litre engine with an output of around 280 horsepower. The F1 cars use a 1.6-litre hybrid V6 engine that can produce around 1000 horsepower. This means that the power-to-weight ratio of the bike is higher than that of the car, but there is much more to it than just power.

Aerodynamics & Downforce

The aerodynamic and downforce packages of the F1 cars allow for tremendous cornering speeds that the motorcycles cannot match. Although they are quite aerodynamic and can reach high speeds on the straights, the motorcycles do not have the grip that the F1 cars have. Although they both provide a spectacle for the masses, there is a big gap between the two, so are they comparable?
Are they comparable?
The fact that bikes have two wheels makes it very difficult to compare them to a car with four. Road bikes are often compared to road cars, but in MotoGP and F1 it’s very different. The bikes used in MotoGP aren’t a million miles away from the high-end bikes you might find on the street, but F1 cars are about as far away from your street car as you can get.

Big performance difference

The power difference is enough to make most people realize that these are two very different breeds of cars, but if not, a simple look at F1 aerodynamics and downforce should set things straight. F1 cars hold the track very well, while motorcycles inherently do not. This means that safety plays a big role in MotoGP, as it does in F1.
The two motorsports rarely visit the same tracks, and when they do, changes are often made to accommodate the motorcycles. Chicanes, for example, are sometimes removed, which can make comparisons even more difficult. F1 cars can go around corners at tremendous speeds because of their downforce capabilities, while riders in MotoGP have to slow down considerably.
A different driving style
When they drive around corners, they move their body and their knees often touch the ground. F1 riders still struggle with massive G-forces, but their bodies are not as exposed as those on motorcycles. That doesn’t necessarily mean they’re safer, but it can make it much easier to take corners at high speeds. The extra two tires also mean they have much more grip than the bikes.
The tires themselves are much wider on cars, so the contact patch and therefore the available grip is much greater. MotoGP motorcycles can exceed 200 mph on the straights, as can F1 cars, but F1 cars can also go over 100 mph through the corners, while motorcycles have to slow down a lot. But regardless of the differences in driving, how do their lap times compare?

Which is fastest?

Formula 1 cars are much faster than MotoGP bikes, and therefore F1 car lap times are much shorter than MotoGP. As we’ve said before, there are few tracks where both MotoGP and F1 can race. And even when they can, some modifications are often made to the bikes. Nevertheless, there are still two outstanding examples that illustrate how big the gap is between F1 and MotoGP.

Silberstein

Silverstone in the UK is one of those tracks. The 2019 MotoGP lap record was set by Marc Marquez, and he went around the track with a time of 1 minute 58.168 seconds. In 2020, Max Verstappen broke the F1 lap record with a time of 1 minute 27.097 seconds. That’s more than 30 seconds difference between Formula 1 and MotoGP at Silverstone.

Circuit of the Americas

The F1 lap record at the Circuit of the Americas in Austin, Texas, is 1 minute 36.169 seconds, with the fastest qualifying lap still around 4 seconds faster. The MotoGP record from 2014 was 2 minutes 3.575 seconds, again about 30 seconds slower than the F1 lap. This difference is huge when you consider that the gap between a first and second place in both sports is usually less than a second.
MotoGP drivers can take certain corners in second or third gear, and F1 drivers can take the same corners in fifth or sixth gear. The enormous amount of downforce the cars generate, coupled with the colossal amount of grip on each tire, means F1 cars can take some corners at full throttle. Although motorcycles often accelerate faster to about 120 miles per hour, the F1 car can take that speed through most corners.

Final thoughts

MotoGP and Formula 1 are two very different sports, although they share the intensity element and tremendous speed. The F1 cars can go around corners much faster because of their high grip and downforce, and although the motorcycles can beat them on the straights, this ability to take corners at speed can allow the F1 cars to finish laps about 30 seconds faster than the motorcycles.

The young Spaniard was the surprise of the Doha GP:

time to meet the former Red Bull Rookies and Moto3 champion.

Martin dazzled under the Losail floodlights, but will he be as fast on other tracks?

The last rider to achieve pole position in his second MotoGP race was Marc Marquez, so is Jorge Martin the next Marquez?
I don’t think Jorge Martin’s mountain of talent is as high as that of the six-time MotoGP king, but it is impressive.
Riding a modern MotoGP bike is not easy: not only do you have to try to beat the best riders in the world, but you also have to be able to think calmly and quickly while moving at 98 meters per second, watching your braking points, hitting the shape-shifting switch and selecting different maps for torque delivery, engine braking and anti-squat. There’s a lot going on.
Martin proved last weekend that he has the mental bandwidth to do all that and lead the best riders in the world (with one major exception). He may find the upcoming tracks (Portimao, Jerez, Mugello, etc.) more challenging than Losail, but there is no doubt that Ducati has a great talent.
Martin is another product of the Red Bull KTM production line, but he didn’t get the fast deal like Brad Binder and Miguel Oliveira, who have worn orange from Red Bull Rookies to Moto3, Moto2 and MotoGP. Martin won the Rookies Cup in 2014, edging Joan Mir for second place, then spent his first two seasons of GP racing aboard the Italian/Swiss-built Mahindra.
Obviously, riders hate riding bikes that aren’t competitive, but a slow bike can do wonders for his fighting spirit and late braking ability. Despite Martin’s lack of results with Mahindra, his skills were obvious to former 125cc world champion Fausto Gresini, who put him on a Honda NSF250RW for 2017. Martin took his first win at the season-ending Valencia GP and then dominated 2018, taking another seven victories along the way.

Red Bull KTM brought him back in 2019 to their Moto2 team, but the 2019 KTM chassis was hopeless, so he didn’t win a race. Last year he had a good shot at the title, until he caught Covid-19 and had to miss a couple of rounds. And then he signed for Ducati.
Former MotoGP rider and team boss Peter Clifford now helps run the Red Bull Rookies series and remembers Martin well.
“When he was with us he was very serious and very committed,” Clifford says. “He was one of those riders who obviously has talent, but if I had to choose which was his greatest strength, his raw talent or his commitment to using that talent, I’d say it’s the latter.

“He’s obviously very talented, but he also brings out the best in himself, the bike and the situation, and he really works at it. With that attitude, Jorge could always bounce back from difficulties. He always managed to keep his composure: he was very mature, even back then. With some other cyclists, it’s all talent, but they don’t know why it works, but it works.
“The other big thing was that it was very clear that the family wasn’t rich and that if Jorge hadn’t been racing in Rookies, he probably wouldn’t be racing, at least not on a competitive bike. So it was wonderful to have him in the Rookies. To me, that’s what Rookies is all about: giving a chance to riders who otherwise wouldn’t have one.”
Martin’s talent was also evident to fellow Spaniards Maverick Viñales and Aleix Espargaró, who took the youngster under their wings.
“Maverick and Aleix would pick me up, take me to the track and let me use their training bikes,” Martin said in Qatar last weekend. “I didn’t have the money to buy a training bike, so I was lucky to borrow theirs.”
Martin was incredible to watch last weekend, taking the takeoff to new extremes, with his elbows and shoulders scraping the tarmac during qualifying. This wasn’t crazy goon riding. It’s simple physics: the more you shift your weight to the inside of the corner, the more you minimize the centrifugal effect to help the bike turn. This is certainly a useful technique with the hard-to-spin Desmosedici.
Pramac team manager Francesco Guidotti is as impressed as anyone with Ducati’s latest signing but warns that Martin’s potential is being overstated. After all, Losail has always helped rookies shine. In 2006, Casey Stoner took pole there in his second premier class race and two years later Jorge Lorenzo and James Toseland qualified fastest and second fastest for their MotoGP debuts.
“Losail is a Ducati circuit, where Ducati performs well every year, so I think we would be making a mistake by reading too much into the data from this circuit,” Guidotti said Sunday night.
“Jorge has only had the opportunity to ride a MotoGP bike at Losail. The preseason testing was here and the first two races were here, so I think it’s best that we wait until we go somewhere else to see what happens there.

“Here we can use the full potential and power of the Ducati, but on other tracks that are more twisty, where you need to stay longer at high lean angles, so the tire consumption is higher, maybe we suffer a bit more.
“For sure we can see Jorge’s attitude and his approach, which is the best thing. He has shown us a lot here: his ability to do the lap time without following anyone is incredible. But let’s hope for more races at other circuits.”
Some people are surprised that Moto2 riders can adapt so quickly to a doubly powerful MotoGP bike. MotoGP bikes are incredibly demanding, but they are easily the most advanced and refined race bikes.
A Moto2 bike is a mutt, a street bike engine in a race chassis, so it’s a compromise, not 100% designed to ride on a race track. A MotoGP bike is totally uncompromising. Every part of the bike is designed with one goal in mind: to help the rider go around in circles as fast as possible. For this reason, many Moto2 riders find MotoGP bikes a pleasant surprise, despite the raw power of the engine and carbon brakes.

While F1 cars weigh nine times as much as the riders, MotoGP bikes are twice the weight of an average adult male and quite heavy to handle.
Petite riders argue how tall riders have an unfair advantage riding these enormous motorcycles. Big riders, on the other hand, focus on the concept of minimum weight for a bike and how setting a minimum weight would give the big riders a better chance to compete.
When Marco Simoncelli (183 cm/72 kg) and Valentino Rossi (182 cm/67 kg) made a proposal to MotoGP to consider a combined minimum weight for bike and rider in MotoGP, just like in the 125cc class, it pretty much raised a few eyebrows. Dani Pedrosa (160 cm/51 kg), who has been criticized in the past for not being made to ride heavier, bulkier bikes, made a mocking comment: “Try to be smaller.”
157 kilograms is the minimum weight of a MotoGP bike. If your bike weighs less, you can be disqualified for violating a technical rule.
Moto2 and Moto3 both have combined minimum weights, but MotoGP (up to 800 cc and over 800 cc) has different weight criteria.

The following minimum weights are allowed:

MotoGP (up to 800 cc) – 150 kg.
MotoGP (from 801 to 1000 cc) – 157 kg
Moto2 motorcycle + rider – 215 kg
Moto3 motorcycle + rider – 152 kg
The weight can be checked during the initial technical control, but the main weight control will be done at the end of the practice sessions or at the end of the race, where they will be rejected/selected accordingly.
For the Moto2™ and Moto3™ classes, the weight checked is the sum of the rider with full protective clothing plus the weight of the motorcycle, far from the MotoGP class up to 800 ccs and between 800-1000 cc.
Since MotoGP motorcycles are built specifically for certain riders and not for the general public and are not legally available for people like us to buy or ride, we actually find it hard to imagine riding such a gigantic motorcycle. It’s hard for engineers to adapt bikes to riders who aren’t average builds, and it’s harder than ever for those riders to ride the bikes.

MotoGP (Motorcycle Grand Prix) was launched in 1949 and is the most popular racing event in the world. Every year several MotoGP tournaments are organized around the world. MotoGP is known for its fast-paced action, intensity and nail-biting finishes. The racing event has also produced some remarkable racers who are loved and appreciated by millions of fans. To understand their contributions, here’s a look at some of the best MotoGP racers of all time with the highest number of wins.

Mike Hailwood –

Mike Hailwood, a British MotoGP racer, was active from 1958 to 1967. Hailwood has 76 MotoGP victories and was a world champion nine times. He was known for his natural ability to achieve good results with motorcycles of different engine power. For this reason, he received the nickname “Mike the Bike”. Hailwood is among the MotoGP racers who also participated in Formula 1 Grand Prix.

Marc Marquez

Spaniard Marc Márquez has 83 Grand Prix victories to his credit. He has also won eight Grand Prix world championships. Among them are six victories in the premier class MotoGP. Márquez is among the riders who have won world championships in three different classes. Other racers with this achievement are Valentino Rossi, Phil Read and Mike Hailwood. Another achievement of Márquez is that he is the youngest ever to win a MotoGP championship.

Angel Nieto –

A Spanish MotoGP racer, Ángel Nieto was active in the period from 1964 to 1986. He was an accomplished racer and won 90 Grand Prix races. He also won 13 world championships. Nieto mainly participated in 50cc, 80cc and 125cc racing events. He did not succeed in major displacement events at the world level. However, he won the Spanish National Championship in the 250cc, 500cc and 750cc classes.

Valentino Rossi –

Italian Valentino Rossi could potentially break Giacomo Agostini’s record. Rossi currently has 115 wins to his credit, only 7 off Agostini’s record. Rossi has been MotoGP world champion several times. He has won nine Grand Prix World Championships, seven of them in the premier class. Rossi holds the record of participation in more than 400 Grand Prix events.

Giacomo Agostini –

If we talk about countries, racers from Italy have won the most MotoGP events. One of them is Giacomo Agostini, who has won 122 Grand Prix races and 15 world titles. Agostini has taken victories in both the 500cc and 350cc categories. With unprecedented performances in MotoGP over his 17-year professional career, Agostini is often referred to as the greatest MotoGP rider of all time. You may be surprised to learn that Agostini secretly participated in local racing events at a young age. This is because his father did not approve of his racing ambitions. However, when the victories began, his father came to terms with his chosen career path.

What can we say about Valentino Rossi! 9 world titles, 199 podiums, 89 victories, 54 poles. Without a doubt, he is one of the best riders in the history of motorcycling. In fact, for many he is considered the best. What am I saying, the best! Valentino Rossi is a religion and he is the rider with the most fans all over the world.
So, if you came to this article and you are a fan of 46, we will tell you 30 curiosities about Valentino Rossi that you may not know. Let’s get started!

9 WORLD TITLE.

Valentino Rossi is the most successful MotoGP rider of the modern era: his legend has a total of 9 world championships: 1 in 125cc, another in 250cc and a third in 500cc. The rest in MotoGP.
Historically, only one other Italian rider surpasses him in titles: Giacomo Agostini.

WHY DOES HE WEAR THE NUMBER 46?

Valentino is associated with the number 46. But do you know why he wears it? Rossi chose this number in honor of his father Graziano Rossi, who was also a professional rider. Rossi’s father won his first race in 250cc in 1979, the year Valentino was born, and wore 46 on his fairing. So Valentino chose the same number when he debuted in the MotoGP World Championship.
However, there is another theory: as a child, Valentino saw a race in Suzuka and a local rider won the race starting last. This anonymous rider wore the number 46, and Valentino promised to wear that number when he was a professional.

THE ONLY WORLD CHAMPION WITH SATELLITES

He is the only rider in modern times to have won a World Cup on a bike from a satellite team. A bike that did not come from the official team. It was his second year in the 500cc World Championship on a Honda. For many, this bike was first class and they do not appreciate this statistic.
However, the story still tells it.

Valentino Rossi's last race in Italy - italiani.it

VALENTINO: FROM TAVULLIA TO HEAVEN

Although Valentino was born in Urbino, he grew up in Tavullia, a village on the Rimini Riviera. There he has his fan club and many friends from whom he has never parted. In fact, this group of friends is known as “The Chihuahua Tribe”.

TAVULLIA IS A PLACE OF PILGRIMAGE

Today Tavullia is a place of pilgrimage for thousands of fans who travel to this small town. In fact, before the Rossi phenomenon, the village had only 1000 inhabitants. Currently, this number has multiplied by 7.

THE RANCH

Rossi still lives in Tavullia. There is the official 46 Fan Club, the academy and headquarters of his Moto2 and MotoGP teams and the “Ranch”, the place where Valentino trains. All within a radius of 500 meters.

SPEED LIMIT OF TAVULLIA

Did you know that the speed limit in Tavullia is 46 km/h in honour of Valentino?

THE SLIDE

As a teenager, Valentino and his friends organized races in Tavullia, but not on two wheels, but on three! They used a kind of car they called Apex.

UCCHIO

Alessio Salucci, better known as Uccio, is his best friend. He has accompanied him in all his races and is his personal assistant. They have been friends since they were 3 or 4 years old.

VALENTINO DIDN’T PLAY SOCCER AS A CHILD

How did this friendship come about? They were the only kids in kindergarten who didn’t play soccer and liked to run around on a tricycle. Foreshadowing, right?

SUPPORTER OF INTER MILAN

Although Valentino didn’t play too much soccer as a kid, he admits to being a big fan of Inter Milan.

HIS BEGINNINGS.

As a child, Valentino started racing not motorcycles, but karts. Later, his father Graziano realized the potential his son had on two wheels. Besides, it was cheaper to pay for a motorcycle than a kart.

JUMP TO F1?

In fact, he likes car racing so much that in 2006 he was on the verge of jumping into Formula 1 as a Ferrari tester. Rossi ruled it out and continued to compete in MotoGP.

IL DOTTORE

Valentino has the nickname “Il Dottore”. Why is that? Because in Italy Rossi is the most common family name and it is common that there are many doctors who call themselves that.
But this nickname, which originated as a joke among friends, became a reality when the University of Urbino awarded him the honorary title of Doctor Honoris Causa in Communication and Public Relations in 2005.

ROSSIFUMI

Although his nickname is “Il Dottore,” he initially had another: Rossifumi. A young Valentino debuted in the 125cc World Championship and one of the fastest riders at the time was the Japanese Norifumi Abe. Because of this admiration, Rossi received the nickname “Rossifumi”.

ANOTHER NICKNAME

Likewise, another nickname of Rossi is “Il Laureato”, the graduate.

CELEBRATIONS

The celebrations of Valentino Rossi went around the world. He was fined by Carabinieri, he had to go to the toilet, and Snow White and the 7 Dwarfs appeared. Every victory was a spectacle!

THE OSVALDO POULTERER

One of the celebrations Rossi remembers most was in 1998, when he took a friend dressed as a chicken on the lap of honor. According to him, it was to promote Osvaldo Poultry Farmer, a company that had helped him in his early days.
A journalist wanted to visit the poultry dealer in Tavullia, and Rossi and his friends had to confess that the poultry dealer had never existed and that it was just a joke among friends. A curiosity in the purest Rossi style.

THE MOST SENTIMENTAL CELEBRATION

To be precise, the most sentimental was when he started crying after winning his first race with Yamaha, as his critics claimed he had won his first MotoGP world championship thanks to the superiority of Honda over the tuning fork brand. Rossi made the difference and became emotional as he crossed the finish line.

VALENTINO’S HELMETS

Valentino and the AGV helmet brand have always had a great relationship. Rossi has premiered more than 50 different graphics throughout his career. Mainly during the Italian Grand Prix. Who doesn’t remember the donkey or the shark chasing the small fish?

VALENTINO’S BEST-SELLING HELMET

But without a doubt, Valentino’s best-selling graphic is that of Soleluna: Sun and Moon, which represents the contradiction that we all carry within us.

HIS HELMET DESIGNS

His motorcycle helmets are designed by Aldo Drudi, an Italian designer and old friend of Rossi’s father. Drudi is also the designer of other historic riders, like Kevin Schwantz.
These are the 15 best helmets of Valentino Rossi. Ingenious!

THE SECOND WALL

Although Valentino has a legion of fans around the world, he has also had his bad moments.
The appearance of Jorge Lorenzo, his new pit partner, was a revolution. Valentino decided to build a wall that would separate the two mechanics teams so as not to share information with his main rival.

VALENTINO’S rivals

But Lorenzo was not Rossi’s only major rival in his career. He had tough battles on and off the track. Max Biaggi, Casey Stoner, Sete Gibernau, Jorge Lorenzo and more, recently with Marc Márquez.

PROBLEMS WITH THE TAX OFFICE

In 2008, Valentino experienced one of his most tense moments on an extra-sporting level, as he had to pay 20 million euros to the Italian tax office, which claimed a debt of more than 100. Rossi’s lawyers settled the matter fighting after several years of litigation.

Valentino Rossi: How the GOAT defined MotoGP with 26 seasons of irreverent  genius, talent and rival-beating mind games | MCN

ROSSI IS A BATMAN FAN

Valentino is a Batman fan. He is passionate about “The Dark Knight” movies.

DO YOU KNOW WHAT HIS FAVORITE PIZZA IS?

Being a good Italian, Valentino loves pizza, the four seasons. But do you know how he eats it: with mayonnaise! The reason is that in the area of Pesaro, where he comes from, that’s how they eat. Would you ask for it?
Neat freak
Normally, first-class motorcyclists are very neat, as a discipline is a fundamental part of their success. Well, Valentino recognizes that he is a neat freak and that he is very superstitious.

BUT BELIEVABLE

In fact, since his debut in 1996 at the World Championship, he has always had his rituals. Spending a few minutes whispering to his bike or adjusting his underpants just before leaving.
AROUND THE WORLD ON A MOTORCYCLE
No, it’s not that Valentino likes to ride his motorcycle, it’s that in 2018 he covered his 40,075th kilometre in MotoGP World Championship races. Or what is the same, the equivalent of a trip around the world? All this without counting training. Amazing, isn’t it?

HIS PETS

Despite being a world-famous person, Valentino Rossi is a very reserved and homely person. Currently, he has two golden retriever dogs and a cat named Rossano.
This cat was adopted during a vacation of an Italian rider in Ibiza.

There are several factors that make MotoGP the closest championship in the world of motorsport: balanced rules, technical equality and riders who have become true athletes.

It is difficult to find competition as equal as the current MotoGP World Championship, where the differences between riders are minimal, and the result is exciting and hard-fought races that remain interesting from start to finish. Equality is the predominant feature of Grand Prix not only in the premier class MotoGP but also in Moto2 and Moto3. However, the “premier class” always comes off much closer than the other two categories of the championship.
This is no coincidence. There are several factors that make MotoGP the closest and most balanced championship. The technical regulations with the single tire rule that allows all riders to use the same type and quantity of tires, as well as the common ECU that equalizes the electronics of the bikes, and the consistently limited number of engines The season has allowed all riders to compete with more or less the same weapons. The only differences now are made by each manufacturer’s design and the talent of its riders.

This is not much different from Moto2 and Moto3, where tires, control units and engines are also regulated; and even the fuel is the same for everyone. In Moto2, moreover, most teams opt for the same chassis manufacturer, so there is even more equality. However, in these categories, the differences between the riders’ talents are greater than in MotoGP. If you look at the practice records of the Moto2 and Moto3 grids, which are more numerous than those of MotoGP, they are very close; but in the actual races, we see bigger differences. That doesn’t usually happen in MotoGP.

Technical equality

There are several reasons for this. First, the technical equality mentioned above. Entering the scene of the single tire rule has made the scales very even. In the past, tires were a factor of imbalance because they did not always provide consistent performance. We all remember great battles between legendary drivers of the past that ended suddenly when the tire of one of them gave up the ghost and ended the show.
If we look at what the competitions were like before MotoGP came along, we can see that the time differences were very large and were marked to a large extent by the significant differences in resources between the riders and the motorcycles they used. For example, in 1990 the average gap in the 500cc grid between the pole position and the last qualifier in practice was over 9 seconds.

It must be taken into account that at that time, during the glorious battles of that mythical generation formed by Eddie Lawson, Wayne Gardner, Kevin Schwantz, Wayne Rainey and Mick Doohan, who shared all the 500 titles between 1986 and 1998, the “premier class” went through a troublesome crisis that, due to the complexity of the category and the difficulty for private riders to have access to competitive motorcycles, caused their starting fields to shrink.
The introduction of the “Big Bang” engines in 1992, introduced by Honda and eventually adopted by all manufacturers in the same season, equalized the performance of the bikes. Throughout the 1990s, the average net gap was significantly reduced, even taking into account the fortunate increase in the number of participants compared to 1990.
By 2000, the gap was about 5 seconds. Although the old “two-stroke” 500s and the modern “four-stroke” MotoGPs coexisted in the races for a few seasons, in 2002 the average gap in MotoGP was between 3 and 4 seconds.
Today, thanks to all the technical regulations that equalize the power of the bikes, the average gap on the MotoGP grid is minimal. In 2021, it was just 1.7 seconds. And this equality is also reflected in the races, where the results are very close due to the high level of the riders.

Equality between riders

Once this desired technical balance was achieved, everything remained in the hands of the human factor, the rider. And in this sense, this modern sport has also helped to equalize racing, as nowadays riders have become true athletes. The physical demands of motorcycles as powerful as those of MotoGP force riders to be very well prepared in order to perform at their best during the almost 45 minutes that a race usually lasts. Because one mistake, even the smallest mistake, can determine the outcome.

The difference between MotoGP riders and those in the other categories is their experience and preparation. They are able to ride an entire race with almost identical times lap after lap with virtually no mistakes. The difference in the records of the fastest and slowest rider in a MotoGP race is just over a second per lap, and sometimes the first laps decide the outcome of the race. In these moments, riders take risks to make up ground, because after that the performance is so balanced that sometimes it is very difficult to make up lost ground.

With this situation, the figure of the lapped rider has, by and large, disappeared from Grand Prix for several years, especially in MotoGP. In the past, lapped riders played a crucial role in the outcome of some races, much to their regret. Previously, if a slow rider was overtaken by the leading group and did not pay attention to the race commissaires’ instructions, he could become an obstacle for the leaders. Today, this danger has disappeared and the blue flag, which warns drivers that they are losing a lap, is practically no longer used in the race.
In 1990, the percentage of lapped riders in a 500 race was almost 35%, and we must take into account that in that year the average number of riders who finished the races was considerably low – an average of only 14 riders – which meant that on many occasions this was the case were four or five lapped riders. Fortunately, the “big bang” raised the level of motorcycles and provided privateers with more competitive ones, increasing the number of participants and reducing the percentage of lapped riders, which was only 3% in 2000.

With the arrival of MotoGP, the percentage of lapped riders was reduced until it finally disappeared. Nowadays there are no riders who lose laps in MotoGP races, unless there is an accident, because as we have already said, both the technical and human performance is very high. This is competition at the highest level with a level of equality that makes every race and every season a unique show.

Alex Marquez has paved his way into the MotoGP World Championship with titles in all feeder classes. He entered the World Championship full-time in 2013 after winning the FIM CEV Repsol Moto3 title in 2012. Moto2 world champion in 2019, he entered MotoGP in 2020.

Alex Marquez paved his way into the MotoGP World Championship with titles in all feeder classes. He entered the world championship full-time in 2013 after taking the FIM CEV Repsol Moto3 title in 2012. A first win came that year in Japan, and he followed it up with a title victory in 2014 when he defeated Jack Miller in a duel in the final race. The championship led to a move to the intermediate class in 2015, with Alex Marquez taking his debut podium at home in Aragon in 2016 and his first Moto2 win in early 2017. In 2019, the Cervera-born rider emerged as the man to beat five wins, 10 podiums and his second world title at the Malaysian GP. For 2021, he moves up to the LCR Honda CASTROL team with the Honda RC213V.

Background

The beginning

Alex Marquez was born on April 23, 1996, in Lleida, Spain, and spent his early days playing with his older brother Marc and pursuing a variety of activities. Alex had always been surrounded by motorcycles and the little boy soon became fascinated with everything to do with two-wheelers. By the age of eight, Alex had already started racing and competing for victory in the 50cc PromoRacc, followed by the title of the Championship of Catalonia.

Progress

As he progressed through the 70cc PromoRacc class, the Mediterranean Speed Championship Pre125GP and the 125cc Catalan Championship, Alex gained valuable experience and established himself as one of the best racers in Spain.

CEV (2010 – 2012)

In 2010 Alex joined the CEV Championship and had to miss the first race of the season because he was under the age limit of 14 years. However, from the second race onwards he made steady progress and joined the successful Monlau Junior Team in 2011. With his first race win at Aragon, Alex would add another win and two-second places to stay in the championship fight until the last round of the year. The second-place finish in 2011 meant he was a prime candidate for title contention in 2012. Alex Marquez was at the top throughout the season, securing the CEV Championship in addition to his World Championship debut.

World Championship Debut – Rookie of the Year (2013)

After impressing with seven points in 11 starts and the Spanish championship in his wildcard rides in 2012, Alex joined the Estrella Galicia 0.0 team and scored his first podium at the Indianapolis GP with his first win at a highly competitive Japanese GP to secure the Rookie of the Year title and finish his debut season in an impressive fourth place.

Welcome to Honda – World Champion (2014)

A switch to Honda machinery awaited Alex Marquez during his second season in the Moto3 World Championship, as Honda revamped its Moto3 project with renewed vigour. Three wins and never less than seventh place ended the title fight with Australian Jack Miller in the last round in Valencia. Despite the immense pressure, Alex took his tenth podium of the season and his first World Championship alongside Honda’s first World Championship in the fledgling Moto3 class.

Moto2 school (2015 – 2018)

As in 2013, with the title secured, Alex Marquez moved up to the next class and joined the Marc VDS Estrella Galicia 0.0 team for his first Moto2 World Championship campaign. A consistent first season brought the best result of fourth place and a total of 73 world championship points. In 2016, more of the same learning experience and consistency followed with a first Moto2 podium at home at the Aragon GP, a highlight of the year. In 2017 Alex established himself as a serious title contender for the Moto2 crown, taking his first win in the intermediate class at Jerez and following it up with wins at Barcelona and Japan to eventually finish fourth in the championship. Although 2018 didn’t bring another victory, Alex learned many more important lessons and was once again able to finish fourth overall with six podiums and many memorable races.

Winning shot (2019)

An inauspicious start to 2019 with one podium finish in the first four races was soon banished as Alex went on a winning streak, dominating the French, Italian and Catalan GPs in quick succession. A crash in Assen ended the winning streak, but Alex recovered immediately to take two more victories in Germany and the Czech Republic. With five wins already, 2019 has been Alex’s strongest season yet. A rejuvenated challenge from Brad Binder challenged Alex in the second half of the year, but the 23-year-old kept his cool and secured his second World Championship with a strong second place in Malaysia. For the second time in their careers, Alex and Marc became world champions together. MotoGP debut (2020) Alex Marquez returned to the Honda family, joining the Repsol Honda team for the 2020 MotoGP season. Although Alex had ridden the RC213V twice before, he approached his debut season in the premier class with a completely open mind – ready to learn and grow as a MotoGP rider.
In 2021, Alex Márquez continues as a Honda rider in MotoGP with the LCR Honda team.