exercise at such a speed that your heart rate gets up tO the desired level. Stop every ten minutes tO count your pulse for six seconds and multiply by ten t0 measure how you are doing. You have tO consider that a road race Grand Prix is forty-five minutes long and that is what you have tO train for, pushing your heart rate up t0 between 140 and 170 over that period, with perhaps an occasional peak at 180. You should then p10t the achieved heart rate every time you exercise, tO see hO , you are performing, and WhiCh area needs improving. Are you maintaining that stamina for the れⅱ 1 forty-five minutes, and a little beyond, because there is no point in coll 叩 sing across the tank 0f the bike at the last corner. 、 Ou have to think in terms of being race-fit for fifty minutes. 'his pattern is not restricted tO the gym. 、わ u should carry it over ontO the track. At a test session, when you stop tO change something on the bike, take your pulse and see how much effort you are actually using. That can give you an / イ ea 0f what rate you require, but only if you are testing at race-winning speed and under something like rac- ing conditions. And don't forget that the pressure Of competition will also push your heart rate up. The effort involved also varies from track tO track. Some circuits allow a rest period on the straight, others hardly any at all, so it is no good practising at a track with a long straight and thinking that because your heart rate is 10 you dO not need tO push it. You can be sure that sooner or later you will find yourself racing for forty-five minutes on a track that will have your heart rate well up in the 170S. Different circuits also affect different muscles as well: a place like Yugoslavia, with hard left-handers, is tough on that side 0f the body. Other circuits may have you changing direction all the time, or be particularly hard on the forearms because ofheavy braking. 、 Ou have t0 be prepared for this and push all your muscles so hard that they will last on any circuit. That's why training has to be harder than the actual thing. At the end of your workout you should have a wind-down period. heart rate should go down to where you started after the warm- up, tO about 140. Then over the next five minutes it should come down 120 , 115 , 110 , 100 , 95 , in steps 0f a minute. What you are really trying tO dO is raise your level of aerobic exer- cise, i. e. exercise where the body is able t0 replenish the oxygen sup- ply at the necessary rate tO keep going. 、わ u can find out your aerobic rate by exercising up to the point where you can just keep going. The heart rate at that point is your maximum aerobic level. ()t is, Of course, lower than the maximum heart rate, which you (3nIy peak at. ) GO past the aerobic point and you are at the anaerobic level where you cannot replace the oxygen that the muscles are using, and you will quickly be exhausted. Of course, there are times through the racing career Of any rider when he is going t0 get hurt. You have to be very careful with injuries, and get the very best medical advice, because abusing an inJury is obviously going t0 lead t0 all sorts of long-term problems. Decisions have tO be made, like after Eddie Lawson's crash at 166

設 0 わ e おな 0 ” tbe 500 4 ー 0 〃″ 0 れド々わ ~ 1983. 0 れ e was the $ わで s $ 0 れわなわ 0 イ , 24 お″ c 〃 ~ 4 , ・りル e アお川 わ・ 0 〃わ ~ es w わわ設 0 わ e おな $ 〃、お e イわ ~ CO 川川 0 れ w ″み 川 , リ 0 ル e おー 02 イ e . 、、いい 0 ト YAMA%A hundred-pound ball and work with it fifteen or sixteen times while the Europeans could not dO it once. For road racing you need a combination Of the t , 0. 、 Ou need strength t0 make the bike d0 what you want, all the way through because getting that 500 tO go where you want it tO is taxing. But you so need that endurance, late ⅲ the race when the tyres have gone 0 圧 When you are working out in the gym, and pushing your heart rate, you have tO be aware that there are limits. Take your age away 仕 01 れ 220 and that gives you the maximum safe heart rate (for the average person assuming there are overriding medical problems). For a twenty-five-year-old the maximum rate is thus 195 beats per minute. Motocrossers dO reach that point, road racers probably dO not, although they may get t0 that level due t0 stress before the race. Once they settle intO the race their heart rate is probably averaging be- tween 140 and 170 , or maybe 180. SO, thinking that you might hit 180 at some point in the race, you want tO train up tO that. You must dO some six minutes Of warm-up before the training period, and then 165

を第を物 21 confidence I needed. I didn't have t0 go telling myselfl was the best rider could last the race and thinking that they could not. That gave me the ing that I was in better shape than the rest 0f the guys, knowing that I cycle ー so ifl got it sorted out I knew I could go faster. Another was know- tO a point, if you wish was concentrating on a problem with the motor that never worked for me. One thing that made me confident, pumped up their mouths, telling themselves that they're great, they're awesome, but Guys have different ways 0f pumping themselves up. Some d0 it with because when I did get pumped up there was no telling what I might d0. to d0. SO I spent a good amount 0f time pumping myself down, just racing a bike as 0b that I did not have t0 get pumped up about t0 be able

comfortable he cannot go fast. lt is a two-way thing, though because there comes a point when the rider has tO believe us when ℃ say that he can push a certain tyre a little harder on the brakes going into the corner, or he should be able tO get the power on a little earlier. lt is hard for a rider to believe something that means risking his neck, but at Grand Prix level you have tO work up tO a point Of mutual trust. We came tO that point with Randy Mamola at the Austrian Grand Prix in 1987 lt was his fifth Grand Prix riding with our tyres on the Yamaha, and I knew from other work we had done that he was not pushing the front radial as hard as it could go. There is a 10t oftime t0 be made up at the SaIzburgring, going into the long right-hander at the paddock end of the circuit, and as we were not getting anywhere in practice I told Randy that he should be braking all the way int0 the corner. lt is not every rider whO I would say that tO, but I have known Randy long enough and I know what he is c 叩 able of. Sure enough in that Saturday afternoon session he began braking deep into the corner and hiS times came down until he S second fastest. Randy is one ofthose riders wh0 can really tell you what is happen- ing. He is probably one 0f the best tyre testers, and he has a remarka- ble ability tO sense even the smallest changes ℃ might have made tO a tyre. One example 0f that was the way he picked up the minutest difference between tyres during practice for the Portuguese Grand Prix at Jarama. Even he can go astray, though and at the beginning Of the year we had problems at the Spanish Grand Prix at Jerez. We ended the meeting there with the riders saying that everything we had s wrong. lt was fairly obvious from their comments that they were slightly confused about their feedback from the tyres, so I decided tO scrap all the information or misinformation ℃ had received there and start again at the German Grand Prix.When ℃ later used some ofthe tyres that had been regarded as useless atJerez, the riders liked them and used them. 1Yre design is not easy because there are an infinite number OfPOS- sibilities for any tyre. The changes you can make t0 compound, con- struction and profile, which all affect each other, mean that you will never end up with a tyre that is perfect. AII that you can hope t0 d0 is provide a rider with a tyre that is better than he needs at that moment; but when you make a tyre that will cope with the power 0f the engine he will just push it harder, so that he demands more from the front tyre. Then you have tO start workmg on that again. The rider has tO be able tO concentrate on what he is dOing rhen he is riding. We expect some feedback, not only when he is testing specific tyres but alSO during normal practice because there is no time tO test with every bike at every track. The rider has tO have the concentration tO tell you what is happening. 嶬で dO not expect or want the rider tO come in and say that the con- struction needs changing or the compound is no good. That is not his job and he does not need t0 know that much about tyre design. What ℃ want the rider tO tell us is what the machine is dOing at various points Of the circuit. We need him tO describe his feelings, SO that we can sort out what that means in terms Of tyre design. 99

ing on which way the wind was blowing. As I arrived there I couldn't see a thing. There was SO much buffeting and vibration that I couldn't bring the corner intO focus, but I knew that by the time l'd slowed enough tO get intO third gear it was time tO flick the bike intO the turn. All you concentrate on is the braking. The same is true at Paul Ricard, down the back straight. l'd brake at my marker, not t00 severely at first because at that speed the rise and fall 0f the road makes the back end light, then harder and knock it back two gears, then flick it in. I can't vis- ually see a peel-offpoint because I am already looking through the corner for the exit point on the far kerb so that I can get on the gas. I can envisage where I want to be as I peel 0 but ifl am looking at that point l'm going t00 slowly. 120mph 120mph 140 mph 2 mph 40 200metres 190n 給 t 「 es } の C 〃 work 0 t ん 0 , ~ 0 get ro g ん CO 肥お / 円・ ー 0 れ d , 襯 0 尾わ〃 20 〃″ ) , ん 0 び 0 get 0 れ the れ t straight ん g ん催 d ー の”石カ , g に 20 れ ′ん e cor れ円・ 0 ~ 測ん一 c ん ) 0 ん 0 e getba 0 ”肪 eg 住 $ ・ Take ~ ん 0 ~ co 肥 r ~ 震 0 ぉ d 耐 the の記 e 60 ra 愈ん . S のれ d be doing 720 川 2 ん測ん e 〃ー $ tO accelerate (A) わ ~ ord ・ 尾 ac ん 740 川 2 ん 0 $ 1 ん the 0 れ the ″ ( 均 . Any 川 0 肪 0 〃 720 〃中ん 0 $ ーん 0t2 厩い ) , のー am go g ん″肪 doing 0 ”り〃ス because ー 0 襯 going ~ 0 be ん〃 ~ over 0 れ 7 will 〃 06 ん c “ん ra の孕 accelerating 似 0 / ~ ん e れれ・れ Somewhere 7 0 川 going ん e ro 〃″ 60C or l'll run 0 ″肪 e track. So ななん 0 “ would 訪石” g 0 ″ at 200 の bra 〃 g “り . れ me 住〃れん行川 e ~ 0 get the 6 法 e のⅱな ( C - 切ゴ 〃ひん ~ 7 ca れ抛 ot $ 0 e 襯 c ん石襯にわ ~ ーん $ ec 石 0 〃 0 / the corner 財れん $ s ー ca 〃 get 6 に円・り $ or 川 e i 襯 2 e 川 e れな the 6 法 e. extra speed 川 0 て , g the which ) 0 dO ce 0 わ ~ 舫 g $. Ⅳんー川愈ん be わん′ 0 dO なー 0 s ん or 〃 the bra んれ g distance の brake at 79 仇ん $ 襯 e の”ー″ ノ石 ck the 6 法 e んの・ der の r 測んん〃 $ ん 0 e 〃 ~ ん t segment 0 / ~ ん e cor 〃円・ (C-D). T ん“〃記ん w 川に 0 accelerating ag わ ~ 0 ~ 〃 earlier 20 われ d ー 川愈ん ac ん 742 川カんー んん e kerb 0 〃 the exit.

朝叩催ち Team manager Ac ーり , ″イびれ右ア 0 e e リ , み 0 イ 5 , , 4 れイ邵 e - 0 ル e . 7 方 e ア右ルわル 4 ーイ 0 れ 0 工 &el ル 4 右ー 0 財ーイ川 4 々 e g00 イセ川川 4 れ age ー〃わ e 〃 $ 財 4 ー sense Ofthe WO 賞イ , because ーイ 0 れわ 4 e わ e 〃川 e 0 イ 0 4 ″ the 川 41 リ , 川 41 ルわ tg $ e 〃加 e イ every イ“ ,. A セ 4 川川 4 れ age わ as 知イ 0 4 g 4 イ ea ー 0 工 0 々 , 夜でルわル 4 “中力 0 $ e イねみ 4 カカ e れイ oe $ わ 42- カ e れ . 7 方 4 靃カみ e $ 0 川 eo れ e else 知イ 0 ル 4 4 れイ ー CO れ ce れ 4 セ 0 〃わ e 0 e ″ィー ec 〃 0 れ 0 工 e セ 4 襯 4 れイ 0 々わ closely ール the イ e . ne day-to-day work is done by PauI ButIer. His job is the groundwork and making sure that people do what they are supposed to do and what they promised t0 d0. If I have a meeting with DunIop and we agree to go testing in Malaysia then it is up t0 PauI t0 b00k the hotels, the flights, to make sure that the personnel are there, that the track is available and the machinery will be ready for the tests. The only management that I dO is tO work with sponsors, to sort out the deals for the team, and I also concern myselfwith the overall image ofthe team. I make sure that the team is made up of the right people and pro- duces what the sponsor requires bOth in terms Of results and public image. At the end 0f the day I am responsible for everything because I am the team owner and if the team is not successful then it is tO me that everyone eventually 100kS , not anyone else. •e sponsors may decide that they would like to d0 a particular race or series but they 100k to me tO tell them whether or not it is a good idea 仕 om the team's point ofview. If I don't get the right results, or the right amount ofpress coverage, then it comes back tO me eventually. My strong point is, Of course, being able tO assist the riders in various ways SO that they might be able t0 d0 a little bit better. I might not want the riders tO dO some particular PR work, because they d have to be at the track four days before practice tO dO it, then perhaps another week for the race, and then travel 仕 om there tO the next race ー SO it " ould all be t00 much and could affect their performance. Or I might advise what hotel they stay at or whether they might stay at the track. When it comes to deciding when ℃ should go testing there are prob- ably four key people that contribute to the decision and they are Dunlop, 181

can control the bike better. You need all your strength t0 flick the bike on itS Side. There iS no sense in wasting energy pushing on the bars While you are braking, if you can spread the load. You need a tank that fits you well so that it takes the load 仕 om your knees but still lets you move across the seat as you go intO the turn. Everyone uses their bOdy as an air brake, sitting up as they hit the brakes so that the chest takes the wind and slows the bike. Don't forget that in the same way, you have tO get down out Of the wind as soon as you have stopped braking and want to get going through the corner. That will make a 10t 0f difference, especially on high- speed tracks like SiIverstone and PauI Ricard. lt is wasting engine power if you wait until you are through the corner before you get down behind the bubble. When it comes to trying to pass people on the brakes, a 10t depends on what the other guy is doing. lfyou are braking pretty late anyway, and the other guy is still going t0 get t0 the corner first, you have to weigh up whether to let your brakes 0 for a second and go past, or let him make a f001 of himself by going into the corner t00 fast so that you can go underneath him on the way out. lt's never been a big thing for me, tO force past someone underneath, going intO the corner on the brakes. I , ould rather brake a bit earlier, turn, and get past going out Ofthe corner. lt is safer and you have that extra speed all the way down the next straight, SO he won't get past you again. There are times when it is the best or only way to get past, though and if it comes down to a last-l 叩 effort going past on the brakes can be a very tricky decision. Can you risk falling down just t0 win the race? If you fall down, you get nothing. A good case in point is the way I set Spencer up at the Swedish GP ⅲ ' 8 タ I thought we had that race lost before we got there, because the Honda was so manoeuvrable and I couldn't see where the V four had any advantage I could use tO beat him. The straights are SO short and the cor- ners SO tight at Anderstorp that I thought he would be round them on the gas while I was still fighting with the four. lt turned out tO be a close race, though and I realised we were going to be right together on the 1 t 1 叩 . I had been using an early brake marker at the end 0f the straight and, on the last 1 叩 , I sat up at that point but I didn't brake. Then I sank back behind the bubble. I knew that he was drafting me he would see me sit up and think I was braking and that it was time to flick out to the side and go past. He did, but I carried on far I dared go and then braked. Everything was OK until he found out that he wasn't out- braking me. He then let go of the brakes and, just as I peeled 0 仕 into the corner, he came past up the inside ー upright and still with his brakes on. I had t0 pick the bike up and make a second go at it; I had no choice because I was turning intO him He wasn't even close tO making the corner because he was only thinking about getting past me. "lhere was no room to make it round, at the angle we were heading into the corner, but I wasn't thinking about wlnning the race at that point,just avoiding a crash. 0 仕 the race track we both went. I had no idea what the dirt was like but I stayed upright. If he had crashed he would have looked a big idiot but, as it was, he was on the inside and got back on the race track before I did and won the race. The week after everyone had forgotten that he took us bOth 0 価 the circuit. 58 The わ , ・ 4 々わ ~ g CO れ s ー tv ″わ 第 , でイイー eSPe れ ce お 4 ー the e れ 4 0 工 eA れイ e ハ知ド 2 川わ ~ s な“なわー was わイれ ws ア 0 ド 0 わ e お ' S chances 0 工 tv わⅱれ g tbe ' 83 W わイ C み“川 2 ー 0 れ $ わゆ . 7 〃れイ e お es ′わ〃ー e イノ〃 s ーわ 0 工 4 おわ e wo 〃 go 知 tZ' わも ' わ e $ 4 ーイ ~ 4 ー e れ 0 わ e な tve れ一 0 、 ー″ ~ 4 れイ got the イおれで知 the last CO ドれ e お 4 れィーみ e 、″ ag. れ was 4 race わ ~ which 設 0 わ e ドな s わ 0 〃′イれ e お e おわ 4 をで $ ー 00 イ 4 cbance, as the ーー 0 れイ住 tvas expected 知わ e ア , ・ s 〃 Pe 0 お co おれ e , わ〃ー he わな′ e イ わ ee ・ w わ ee ~ w ″わ 、円尾 e ド″ the way ・

times. I did SO much tyre testing I was always pushing the bike close tO the limit, and there was always a tyre technician there waiting tO be tOld hO 、 V it was going. There's no POint in cruising around, because never find out a thing that way. lt has always amazed me the number ofguys who will only do a couple Of laps at a time in practice. They might qualify on the front row, or even on pole, but then go tWO seconds a lap slower in the race. Then they com- plain that the tyres were no good ー well, they never had enough time to test the tyres to see if they would last. Freddie did that at the BeIgian GP in ' 85 , then he had a fit after the race because the back tyre had started t0 go away. He had put on a SO れ rear when the MicheIin technician told him all along he needed a harder back, but he wanted big lead 0 仕 the start so he chose the softer one. I had a J 叩 anese DunIop that was going to last forever, but I went faster on that at the end of the race than he did on his so れ front in the first five laps. He never did more than four laps of practice at a time and did not want tO test the Other compounds, SO hO " could he blame the tyre company for his problems? lt was his fault but he was slagging them for it. 56

C わ 4 臾催 7 Since ーわ 4 e $ カ e れ 4 0 工〃川 e $ 〃れ g り e $ ー $ 財カ - カ 0 $ e ル 4 ル e. ル e イみ ac 々ーれ , 4 $ g 加わ 4 わ 0 右 the e $ $ g00 イ 0 おわくツ 0 ーイれ 0 e been $ わ tg ~ e. } わ財 ca れ 4 14 んれカ e れ , 0 財 4 e セ $ 〃れ g , 4 み 0 〃ル e み飛 e , the ac 々 4 れイ the り e $ , み〃 yo わ設 e ね be カ′り , g00 イみイ 0 , 0 財 $ け 0 10 財れツ″れ 0 be CO れ - $ れ右 e れ 0 財 g わ知イ 0 ″ 4 みり , セ $ 〃れ g. Testing tyres is a good thing t0 d0 for many reasons. If you are good at it then you will put in a 10t of test miles, you will get plenty oftime on the bike, and you will improve your riding by pushing the tyres 100 per cent. If you are not good at it no one will use you for tyre testing and you will miss out on the track time. There is no substitute for track time, and that track time must mean riding pretty close tO 100 per cent ifyou are going t0 learn anything about the tyres or improve your riding. lt certainly does sharpen you up, especially before the start 0f the sea- son, if you can get time testing tyres. lt makes a big difference because you are pushing the motor cycle 100 per cent and then you can pick out tWO or three corners on the race track where you can push it 110 per cent. That is where the feedback comes from: you have to pick the corn- ers on the track that will easily give you the feedback you need. I have done a 10t Of testing at Laguna Seca and there klürn Seven is a downhill left and that makes it real easy to sort out what the front tyre is d0ing. Any time that you have a downhill corner the front tyre takes care 0f perh 叩 s 70 per cent 0f the turn. At an uphill corner it might only be about 15 per cent because as soon as you are Offthe brakes you are on the throttle, and as soon as the engine is above idle the front tyre does not really come into it. lt is the back tyre that is doing all the work and taking the load. On the downhill turn the front end is loaded much harder, and the steeper the gradient the more load there is on it. Even when you get on the gas and the engine comes 0 仕 idle it is hard t0 take all the load 0 the 仕 ont. WhiIe you are trying to turn through the corner, with the load on for a long time, is when the front is going t0 push and you have t0 be paying 100 per cent attention tO it or you can lose the front right there. SO, say you are using that れ n Seven at Laguna, you have tO ride fast enough tO get confidence in the front tyre and then you can start pushing it harder at that point, tO see where the limit is for that tyre. 、 Ou are trying harder and worklng your confidence up to the point where suddenly the tyre does push and then you have got tO ease 0 圧 You have gone quicker and quicker, just gradually, until it slid; and because you didn't go in way over your head you have saved it and you know where the limit of that tyre is. Then you put a new front tyre on and start working on that one, 88

I try tO be very individualistic and from the training point Of view the same things 叩 ply, because everyone's style is very different. Kenny knew what he had t0 d0. If I went tO Kenny and said, 'I want you t0 d0 twelve 0f this specific exercise' then Kenny would do fifty because he knew that was right for him. That mental input is impor- tant. When he broke his back before the start ofthe ' 79 season no one thought he could race again yet he came back, raced, and won the WorId Championship. He had no problem because he knew how to push himself, how far he could go with the injury. Every champion I have ever met is a thinker. They have a high mental c 叩 acity or they don't get t0 the top. Perhaps because Kenny had worked with himselffor so long before I became involved, he was wiser than most. He had studied his 0 , n development and worked out what was best for him. That makes it tough no as a team owner, because he wants tO press the ideas that worked for him on to his riders and, as individuals, they resist. ln general terms we are trying tO get racers tO the point where 60- フ 0 per cent of their diet is carbohydrate ー pasta, high-grain cereal, fruit and vegetables. About 15-20 per cent should be fat which is but- ter, meat fat, milk, that type 0f food; then 10-15 per cent protein, which you are going to get from milk, meat and fish. That is the goal ℃ shOOt for and I have a computer with a dietary program, SO I can sit down and design a diet for each individual making some allow- ances for their likes and dislikes. lt does not produce exact results, though and you cannot always eat precisely what is on the diet. SO, above all, you just have t0 be aware ofwhat you are eating and what the dietary requirements are. Along with that diet we push a 10t offluids, primarily water, and try t0 stay away from refined sugar. I don't want them drinking a whole 10t of cokes, and I try and keep them 0 仕 diet drinks just the same, because ℃ don't kno み enough about the effect Of the chemicals in them and what they d0 to the body. We don't really know what things like Nutrasweet and those kinds of additives do. Most of the research has been to see that they are not cancer-producing. OK, so they aren't, but they are a protein and ℃ dO not know enough about what they d0 in the b0dy. SO I would rather stick to water and the fruit juices, which are high carbohydrate and high energy stuff That kind of diet, with 60 per cent carbohydrate, is referred to as 'carbohydrate loading'. The 01d system used to be that you suppres- sed the carbohydrate level until you wanted the athlete to perform then you loaded him up before the event and packed him with car- bohydrate for energy. That is a good concept except that if you are training every day then you will be depleted in carbohydrates and never catch up when it comes tO the race. The carbohydrate level needs t0 be higher all the time, so if I go out and exercise my athlete, and blow that carbohydrate out ofhis system, then he will be starving for more carbohydrate intake to replace what he has burned up. 盟•e athletes I work with do not have t00 much of a problem with their diets, because their exercise programme tends to break down the body reserves early in the week. lt depresses that carbohydrate 160 Dean ー″ e お WO 々わ ~ g w ″み clinic わー C ~ 0 ⅱ 4. 石・ 4 わⅱれ g 0 れ eq 〃ゆ川 e れ一 〃々 e ルなな 0 れりカ 4 0 ア 4 2 og お 4 川川 e 4 れイ川 , be used 知イ e e ~ 02 specific