Interview Casey Stoner

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Interview Casey Stoner
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Interview Casey Stoner

Interview Casey Stoner

Interview Casey Stoner

Interview Casey Stoner

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Interview Casey Stoner
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Casey Stoner joined MotoGP in the 2006 season. At that time, machines with 990 cubic meters were still used. The Australian often drove a Honda into the top 10 in his first MotoGP season, but his numerous falls in promising positions earned him the nickname “Rolling Stoner” on.

Interview Casey Stoner
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In the 2007 season, Casey Stoner moved to the Ducati factory team. For this season he came to Ducati more or less as a stopgap measure – and really blossomed.

Interview Casey Stoner
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Stoner got off to a furious start in the 2007 season and won the opening Grand Prix in Qatar.

Interview Casey Stoner
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Casey Stoner started the MotoGP season 2008 with a win in Qatar, after which he had a period of weakness.

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Valentino Rossi and Casey Stoner.

Interview Casey Stoner
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Casey Stoner finished the 2008 season in second place.

Interview Casey Stoner
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In the 2009 MotoGP season, Casey Stoner teamed up with the likeable American Nicky Hayden.

Interview Casey Stoner
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Winter sports for racing drivers.

Interview Casey Stoner
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Casey Stoner made a strong start to the 2009 season at the opening race in Qatar.

Interview Casey Stoner
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Casey Stoner (center) crossed the finish line ahead of Yamaha works drivers Valentino Rossi (left) and Jorge Lorenzo.

Interview Casey Stoner
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For the third time in a row he triumphed at the season opener in Qatar. But Stoner was no longer the same as the season progressed.

Interview Casey Stoner
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On tracks where Stoner could drive the competition almost without any problems, he struggled to maintain a place in the top three.

Interview Casey Stoner
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Valentino Rossi was the biggest beneficiary of Stoner’s failures in 2008.

Interview Casey Stoner
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In 2008 the constancy was over. Casey Stoner was still a regular winner and podium candidate, but he also wrote three noughties.

Interview Casey Stoner
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Stoner (# 27) dominated the 2007 season surprisingly well. Valentino Rossi (# 46) didn’t have much to counter this either.

Interview Casey Stoner
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Casey Stoner came to Melbourne with a smile and a lot of tailwind.

Interview Casey Stoner
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Stoner became MotoGP World Champion in 2007 and was the only rider to score in all races that season.

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Casey Stoner helped Ducati to the world title in 2007.

Interview Casey Stoner
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The newly crowned MotoGP World Champion 2007 with his parents and wife Adriana.

Interview Casey Stoner
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Italy’s then President Giorgio Napolitano congratulated Casey Stoner.

Interview Casey Stoner
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Even Italy’s then Prime Minister Romano Prodi insisted on congratulating the world champion with the Italian motorcycle.

Interview Casey Stoner
Ducati

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Casey Stoner (left) and Marco Melandri unveil the Ducati GP8 for the 2008 MotoGP season.

Interview Casey Stoner
Ducati

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Stoner and Melandri with their new equipment for the MotoGP season 2008.

Interview Casey Stoner
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Casey Stoner was at the peak of his career in 2011, announced his retirement from MotoGP in May 2012 and competed in his last MotoGP on November 11, 2012 in Valencia.

Interview Casey Stoner
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Up until the race in Australia, when the world championship crown was perfect, Casey Stoner had nine wins, one second and five third places, and eleven pole positions. He has finished 15 of 16 races so far on the podium and only has one zero – from Jerez when Valentino Rossi shot him down.

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Most people know how Stoner got into racing. His parents sold everything they had in their native Australia to finance the son’s racing career.

Interview Casey Stoner
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Away from the racetrack, Stoner withdraws and enjoys life in the outback – for example fishing.

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2011 should be a season that the 26-year-old Australian should put his stamp on.

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Stoner also won the first race of the 2011 season in Qatar.

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With Stoner’s move to Honda, the experts were already in agreement before the season: the title is closer to him than ever before.

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Casey Stoner announced early in the 2010 season that he would join the HRC in 2011 in the Repsol Honda works team.

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During the intensive examinations, a lactose intolerance came out, which caused the symptoms of exhaustion. Stoner (here with his wife Adriana) was doing well again at the end of the season, which was also reflected in good results. However, he could no longer intervene in the World Cup and finished the 2009 MotoGP season in fourth place.

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Casey Stoner suffered from exhaustion and a mysterious illness in 2009, which caused a lot of rumors and speculations, but which could not be properly clarified at first. The doctors gave Stoner a break from several races.

Interview Casey Stoner
Ducati

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Casey Stoner and teammate Nicky Hayden present the Ducati GP10 for the 2010 MotoGP season in the mountains.

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Ducati

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In 2010 it took Ducati too long to get the Desmosedici GP10 going for Stoner.

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In the MotoGP season 2010 Stoner was only supposed to get his first podium in the sixth round in Assen, the first victory had to wait until September in Aragon.

Interview Casey Stoner
Birch Fight

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The 2010 season was also a season to forget for Stoner. The Australian finished the season in fourth place. His teammate Nicky Hayden finished seventh.

Sports & scene

Interview Casey Stoner

Casey Stoner in an interview
Open and honest

Content of

PS was able to speak to ex-MotoGP champion Casey Stoner on the sidelines of the helmet presentation of the new X-lite 802RR. In the interview, he gave deep insights into MotoGP and named Honda’s problems by name.

Uwe Seitz

07/14/2015

Casey Stoner looks extremely relaxed when he enters the press room at Nolan’s headquarters in Bergamo. A full closure on the autobahn and waiting for two hours in the car didn’t affect his mood. He jokes about the chaotic conditions on Italy’s streets, the good food and the wine, which he has missed for a long time and chats about the past week when he toured with a few friends with enduros for several days through the outback not far from his farm on the Australian east coast is. After the official part, he then asks himself the PS questions, to which there are surprisingly open answers.

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PS: How is a 30-year-old retired racing driver doing??

Casey Stoner: Very good, thank you. Although my life doesn’t have much to do with classic retirement. Every now and then I make such appointments with my former sponsors, help in the development of a new Nolan helmet, test for Honda and take care of our farm. Of course, I also enjoy the free time I can take, go fishing a lot, go to a car race, motocross or go on tours with my friends at home. There is always something going on, but most of all I enjoy spending time with my little daughter. What I miss from my active days are the many interesting people I have worked with and some of whom have become my friends. For me, relationships with open people have always been particularly important.

Tired of racing?

But already. I will compete in Suzuka. Something I’ve always wanted to do because my GP heroes of yore, such as Mick Doohan, always drove there. Unfortunately, the MotoGP calendar has changed in such a way that it was no longer possible when I was active in the GP. Now the time has finally come and competing there for a Japanese manufacturer is a big deal. (Editor’s note: Stoner competed in the 8-hour race in Suzuka 2015 on July 26th. While he was in the lead, he fell on the seventh lap and fractured his shin and shoulder blade. Cause: a stuck throttle valve.)

It’s going to be a heated battle, do you feel fit for it?

It’s going to be very physical, clear. But the head is also very important in a long-distance race to adjust to the turns that need to stay focused for a long time. I still do a lot of sport, I don’t have a fitness problem. We already trained with last year’s long-distance Fireblade at Sepang earlier this year, and I’m really looking forward to the race.

What makes the lap in Sepang on the Fireblade different from the one on a MotoGP bike?

The speed difference is incredible and surprised myself. There are sections there that are braked with the MotoGP motorcycle, but in which I was able to stay on the gas with the superbike. Nevertheless, the Fireblade also needs full concentration to be quick with it. I had a lot of fun, and that’s how the idea for participating in the eight-hour race in Suzuka at the end of July came about during this test.

Doesn’t that make you want to ride MotoGP again?

No, it is clear to me that I will not come back. Far too little has changed for that. Even with the standard ECU, there is still too much electronics involved for me to be tempted by MotoGP again. And politics hasn’t changed at all. Rules are drawn up that sometimes help this and sometimes that. There is a lot going on behind the scenes, which I am deeply reluctant to do and which spoils the sport. The drivers also make a friendly face. Obviously they can. I could not do it. I’m an open, direct guy, my Australian mentality, but instead of appreciating that, I was portrayed by those in charge and in the press as a nag or a crybaby. There is no sign that this situation has changed. No, I finished MotoGP.

Still, you wanted to replace Dani Pedrosa in Austin?

That would have been fun, because I’ve always enjoyed working on a new route – I’ve never been to Austin before. The free practice sessions and qualifying in particular have always been the most fun for me, working on the bike and with the team. The pressure on Sunday was barbaric and the fun was over. If I look into the boys’ eyes today before they go out on Sunday, then I see this pressure in their eyes and I am glad that I no longer have to have that. It would have been very exciting for a race, though, without putting pressure on myself to have to prove anything. Honda then decided differently, I had to accept that and so I wasn’t there in Austin.

Would you have managed to get along with the bike at all? You are helping to develop the Honda, and at the moment there seem to be problems with the motorcycle.

I’ve tested the Honda, but I’m not a development driver. At Honda, they are just interested in my opinion. I told them what I would change on the bike, but first and foremost, the current riders have to deal with it.

Obviously they don’t. Marquez fell a lot. Can’t he develop the motorcycle any further yet??

I am sure they will come back again. At the moment there is a bit of a problem, but they can get it under control again, also with Marc’s help.

What’s wrong??

I know, but I won’t tell you (laughs). It has a lot to do with setup.

Marc’s driving style and yours are often compared. Suddenly the Honda no longer drifts?

I know the comparisons, but Marc uses the drifts more at the corner entrance, as you often see in Moto2. I drift out of the corners more. In my opinion, concentrating fully on entering the corner is the mistake they are currently making, because Marc’s great strength adds up the smaller problems with the bike elsewhere. However, these must not be neglected under any circumstances. If you focus everything on the phase between braking and apex, if you rely on engine power everywhere else, you won’t win any more races. And that’s all you can do at the entrance to the curve, because what else do you want to do when the rear wheel is always in the air anyway? The biggest problem is the chassis, that would definitely not be my thing. (Editor’s note: The interview took place before the race in Assen. Honda brought new chassis parts there.)

At Ducati you seldom had the perfect motorcycle. How do you become world champion anyway??

Never be too proud! I always hear one or the other driver nagging at the motorcycle that it is not yet perfect. The perfect motorcycle doesn’t exist, you are the problem, so learn to make the most of it. That’s why you have to work on yourself all the time. But if you consider yourself the greatest, it won’t work. Ride around the problems and use the strengths of the motorcycle where it pays off. You have to be able to adapt.

Is that the secret of Rossi’s long career that he was able to adapt to all displacement changes and was always quick?

Rather, I think it’s the opposite. At Ducati you could see that he can’t do just that. Now he’s back with Yamaha on his motorcycle and it’s going his way again. Rossi’s secret is his speed, which he still has, and his absolute will to win. He never lost faith in himself. But Ducati has seen its limit.

You will no longer become friends in this life?

Valentino is not my enemy – not anymore.

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Interview Casey Stoner

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Interview Casey Stoner

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Interview Casey Stoner

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Interview Casey Stoner

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Interview Casey Stoner

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Interview Casey Stoner

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Interview Casey Stoner

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Interview Casey Stoner

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Interview Casey Stoner

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Interview Casey Stoner

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Interview Casey Stoner

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Interview Casey Stoner

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According to all that has been heard, the problems in Rossi’s time were also due to Ducati’s development backlog?

When I was at Ducati there was a motorcycle at the start of the season and that was it. So you had to contest the season. That was the situation there when Rossi signed the contract. Small improvements, yes, but there were simply no new swing arms, frames or motors like the Japanese manufacturers did. So as a driver you had to come to terms with it and work on yourself so that you and the machine become the best possible unit that can win races.

Does that require a special driver?

That requires a special person. You have to be humble, patient and, first and foremost, always be able to question yourself. That’s what I mean by pride, it doesn’t get you anywhere. I have my little test track on my farm and with friends in Australia I tried to use my experience to promote young talent. So the guys got together at my place and I went to see this. They were all quick and very good in Australia’s junior racing series. But they all acted like they were the next great world champions. There was nagging about the motorcycle, this and that. I immediately decided to stop. For me this is a waste of time. Even if you win everything in Australia, that doesn’t mean you can even get one foot on the ground in Europe, in the Grand Prix. Taking the next important step with such an attitude is simply impossible. I couldn’t watch it any longer.

Who are you keeping your fingers crossed for in the current MotoGP season?

Personally, I always got along very well with Dani Pedrosa. I also always got on well with Jorge Lorenzo. The fact that it is getting closer among the drivers this year is of course exactly what the sport needs. I am also pleased that Suzuki has made such a good connection, Aprilia has got on board and KTM would like to join soon too. That’s good for sport. As a Honda man, I keep my fingers crossed for Marc and I am sure that he will be competitive again very soon and win races.

All tests and articles about the Honda RC213V-S

Marquez has now lost his innocence through the first half of the season?

I wouldn’t call what he’s lost innocence. It really shook his confidence for the first time. But I suspected that it would happen that way once he crashes in the races. Last season, that was indicated in Misano. But for this year even more on the motorcycle has been specially designed for him. It goes into corners with so much weight on the front wheel and the bike is really extremely good at that. But that’s not enough, the weaknesses are now being revealed and the others have also made tremendous progress. Marc got into MotoGP and became world champion twice in a row. Nobody has managed that yet, even if they have benefited from Jorge and Dani’s injuries at least once. Still, I think, even though he’s struggling, he’s the best driver in terms of the system – and he’ll show that again soon.

As a Honda rider, what do you think about the fact that the world’s largest motorcycle manufacturer has obviously completely lost its sporting spirit, except in MotoGP?

That is your decision, and economic considerations certainly play a major role. After the tests with the Fireblade, I can say that the bike is a great base, and I can only explain it to myself that they build on it, instead of taking many small steps here and there, preferring to focus on a real development step. So I’m pretty sure that it will soon be the case.

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