1000 kilometers from Hockenheim Reportage

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1000 kilometers from Hockenheim Reportage
Andreas Weinand

1000 kilometers from Hockenheim Reportage

1000 kilometers from Hockenheim Reportage

1000 kilometers from Hockenheim Reportage

1000 kilometers from Hockenheim Reportage

15th pictures

1000 kilometers from Hockenheim Reportage
Andreas Weinand

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Picture gallery, pit lane: 1000 kilometers of Hockenheim in the report.

1000 kilometers from Hockenheim Reportage
Andreas Weinand

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Picture gallery, pit lane: 1000 kilometers of Hockenheim in the report.

1000 kilometers from Hockenheim Reportage
Andreas Weinand

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Except for a defective brake pad and somewhat too loud statements from the MV triple, the F3 800 held out without any problems.

1000 kilometers from Hockenheim Reportage
Andreas Weinand

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Tormented wheelie, relaxed victory in class 2 – this is what a successful racing weekend looks like.

1000 kilometers from Hockenheim Reportage
Andreas Weinand

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Picture gallery, pit lane: 1000 kilometers of Hockenheim in the report.

1000 kilometers from Hockenheim Reportage
Andreas Weinand

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Picture gallery, pit lane: 1000 kilometers of Hockenheim in the report.

1000 kilometers from Hockenheim Reportage
Andreas Weinand

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Picture gallery, pit lane: 1000 kilometers of Hockenheim in the report.

1000 kilometers from Hockenheim Reportage
Andreas Weinand

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Picture gallery, pit lane: 1000 kilometers of Hockenheim in the report.

1000 kilometers from Hockenheim Reportage
Andreas Weinand

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Today the 1000 kilometers are a pure long-distance race – across all classes.

1000 kilometers from Hockenheim Reportage
Andreas Weinand

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A precise landing to move the transponder is mandatory.

1000 kilometers from Hockenheim Reportage
Andreas Weinand

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The typical Le Mans start is a whole every time
special event.

1000 kilometers from Hockenheim Reportage
Andreas Weinand

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Picture gallery, pit lane: 1000 kilometers of Hockenheim in the report.

1000 kilometers from Hockenheim Reportage
Andreas Weinand

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Apart from the usual checks and maintenance work, the MV Agusta caused very few problems.

1000 kilometers from Hockenheim Reportage
Andreas Weinand

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Endurance racing is a team sport – and it’s still quite fresh in the Hockenheim pits.

1000 kilometers from Hockenheim Reportage
Andreas Weinand

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Picture gallery, pit lane: 1000 kilometers of Hockenheim in the report.

Sports & scene

Motorsport

1000 kilometers from Hockenheim Reportage

1000 kilometers from Hockenheim with an MV Agusta F3 800
Between angry and thrown out

Content of

PS man Rene Raub moved to the 1000 kilometers of Hockenheim in the ViessmannBretter Racing Team. Not without risk – after all, he wasn’t driving an everyday motorcycle.

Rene robbery

04/12/2016

It could be so easy! Take a Japanese super sports car, unscrew the superfluous and put something that has been tried and tested on it – the promising racing file is ready. According to the motto, Klaus Bretter, as team boss, had already won the season opener classic of the 1000 kilometers from Hockenheim several times.

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Between angry and thrown out

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Now it was time for a new challenge. Therefore one MV Agusta F3 800. “A wonderful motorcycle,” says Klaus. But the MV is rarely found in racing series or training courses. Probably because it has a nimbus of technical vulnerability. Beautiful, rare, fragile – if that’s not enough of a challenge for long-distance use. Together with Danijel Peric, who is also a driver in the team, and model maker Viessmann it went with the F3 800 in the ViessmannBretter Racing Team to Hockenheim. In addition, the “RaceAttack Track” from Conti, as a completely new slick, offered another lure for this horsepower test arrangement, and so I was able to gas as the third driver.

That Klaus Bretter has chosen the MV Agusta F3 800 had not set an easy task, the team realized very quickly. The MV is a pretty fast bike from its base, very handy, cornering stable and powerful. However, the selection of accessories and racing parts for such a relatively rare motorcycle is pretty sparse. That is why ABM has made its own footrest system according to team specifications, with which a simple reversal of the circuit diagram is possible. The sound of the three-cylinder, which promotes goosebumps, is unfortunately another problem: It is too loud! At least for the residents of Hockenheim and the strict noise limit of 98 dB. Incidentally, the F3 is homologated with the original exhaust with 102 dB and is therefore inherently too loud for most racetracks.

dB killers cost around 20 hp

Often times, solving one problem creates a chain of other difficulties. Bretter has built its own special dB killer with a very small cross-section for the Arrow exhaust system used. This means that the MV Agusta F3 800 comes close to the volume requirement, but the exhaust gases can no longer be adequately discharged under full load. This not only reduces the peak performance by around 20 hp, but also intensifies the already existing heat problem of the MV. Without an extra racing cooler, you could then hammer a central hole in the engine housing by the summer races at the latest.

The fact that 140 HP of the specified 150 PS are left in the “whisper trim” is only thanks to countless hours on Bretter’s own dynamometer and the electronics specialist Frank Rehberg. For example, Frank has given the MVs a modified wiring harness, changed the shift times and reprogrammed the original control unit so that the MV Agusta F3 800 now also has a blipper function for downshifting without a clutch. Since enough skepticism remained for classic long-distance use with a single motorcycle, three MV F3 800s were built in this way.

Prepared in this way, the 1000 kilometers should prove that it is possible. The race held by the ADAC Hessen-Thuringen has not been driven in the old series sport mode with endurance testing and a subsequent sprint race for several years. Now it’s a classic endurance race from the Le Mans start to the finish line – almost seven hours of racing time. The field of drivers has also changed. While in the past there were still some bloody racer beginners on the road, various young and older racing greats started again in 2016. For example, Supersport World Championship driver Kevin Wahr, ex-Supersport World Champion Jorg Teuchert and his former team boss Michael Galinski, who won together with Toni Heiler last year, or IDM Superbike rider Lucy Glockner.

No warm-up lap

So the level of driving was high, in contrast to that of the weather, which with continuous rain until Friday evening stirred up fear of another water fight like last year. If the asphalt was actually still damp and very cold at the start of training on Saturday morning and the field of drivers had to slowly get used to the difficult conditions, the lap times tumbled every second at the end of qualifying. Unfortunately, our team couldn’t quite keep up with this increase in pace. We fell back from an impressive tenth place overall to 31st place on the grid.

As the team’s most experienced pilot, I was supposed to take off. The tension before my first endurance race since Le Mans 2011 was correspondingly high. After my return from the tour, Danijel’s discovery that the steering damper of the MV Agusta F3 800 had come loose at a break point caused additional excitement. Nothing came of the warm-up lap.

When almost all the other drivers are back from the warm-up lap, the steering damper is simply unscrewed and I can go to my position opposite the pit wall for the start. Just stupid that the tires are no longer up to temperature. But the Conti-Slicks offer fabulous grip from the first meter, even if the temperature is not ideal. I quickly find a good rhythm between risk and the bit of restraint that you need in endurance sport to get over the distance unscathed.

MV Agusta F3 800 on master class

Since we are on the road with the normal tanks with 16 liters of gasoline, my first turn is already over after an unusually short 45 minutes. After 20 laps, the reserve lamp reminds you to visit the pits. Tim Stadtmuller, the third racer in the group, is already sitting there on his MV Agusta F3 800. I have to stop right next to him. Because according to the DLC regulations, the transponder for timing is only briefly plugged from one motorcycle to the other – and then on. With constant lap times, we can stay in the top 15. For us, consistency at a high level is the key to success. In the meantime we have moved up to 13th place in the overall standings. And that, although the numerous strong 1000s can play their performance advantage ice-cold, especially in the long parabolic steroids.

Shortly after Tim has tackled his third turn, there is a lot of excitement in the box. He signals that he is already coming back in and is stopped by the technical inspectors at the entrance to the pit lane. Tim’s motorcycle was measured as too loud as it drove by. The dB killer on his MV Agusta F3 800 is then quickly wrapped again with fresh insulating wool. The commissioners then carry out a new noise measurement, which we pass with alas and noises at the upper tolerance limit. But from then until the end of the race we are constantly on the verge of anchoring and being thrown out.

As a result of this incident, we unfortunately fall back to 19th place overall, but we still have a sufficient lead over the second in our class. The Italian divas bravely hold out until the end, and so we can cross the finish line as class winners – a strong performance for the first outing as a new team. There is certainly still room for improvement in some areas. But already in the first race some resentments could be dispelled. The hard and time-consuming preparation has paid off for the whole team. The MV Agusta F3 800 is already on a master class.

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