Pikes Peak 2019: Project Thunder—The Race Run
Here is our edited run thanks to Spenser Robert of the 2019 Pikes Peak International Hill Climb. The team and I managed to get the Team Aprilia USA Tuono 1100 Factory to the top of America’s Mountain in 9 minutes, 44.963 seconds, the fastest motorcycle time in the history of the event.
Indeed, this is a record that would have stood for all of two minutes had Carlin Dunne completed his lap, as he was well on course to crush my lap time at Pikes Peak.
We would like to dedicate this video to the late Carlin Dunne’s memory and thank all the sponsors who were a part of this project.
Pikes Peak 2019: Project Thunder— Race Day
There’s very little anyone can say about the outcome of the 2019 Pikes Peak International Hill Climb. The death of four-time race winner Carlin Dunne cast an enormous shadow over what was an incredible day of racing, the team and I setting a new lap record of 9:44.963, and taking the Heavyweight Class win as well as the King of The Mountain title.
None of that matters now. Racing has lost a great ambassador, a fierce competitor, and a true sportsman, but more important than that, society as a whole has lost a great human being.
Rest In Peace, Carlin Dunne.
Pikes Peak 2019: Project Thunder—Day Four
The last day of practice for the 2019 Pikes Peak International Hill Climb saw Rennie and the team test a bunch of new parts on the Team Aprilia USA Tuono 1100 Factory.
It turned out to be a good day with the fastest time in the Heavyweight Class. Now it’s time for racing on Sunday!
Pikes Peak 2019: Project Thunder—Day Three
Today saw the men and women of the 2019 Pikes Peak International Hill Climb hit the top section of Devil’s Playground to The Summit.
It turned out to be a good day for us with the Aprilia Tuono 1100 Factory, with the fastest time in the Heavyweight Class behind overall leader Carlin Dunne on the Exhibition Class Ducati Streetfighter Prototype.
Check out the video below to hear Rennie’s thoughts and see some of the action from Day Three.
Pikes Peak 2019: Project Thunder—Day Two
The second day of the 2019 Pikes Peak International Hill Climb saw Rennie and Team Aprilia USA hit the W’s section of the mountain.
It was a solid day, with the team ending up third overall behind leader Carlin Dunne and his teammate Codie Vahsholtz. Hear his thoughts in the video below.
Pikes Peak 2019: Project Thunder—Qualifying Day
It was a massive day on the mountain for the official timed qualifying for the 2019 Pikes Peak International Hill Climb.
For us and Team Aprilia USA, it turned out to be a pretty good day with first place in the Heavyweight Class behind overall fastest qualifier, Carlin Dunne (Ducati).
Check out the diary video below to hear Rennie’s thoughts on the day.
Pikes Peak 2019: Project Thunder—Official Tire Test
With the van packed, Shane and I met at Aprilia HQ in Costa Mesa at 3:45 am on Wednesday, June 12, two days before the tire test.
On the road by 4:00 am, we drove for 18 hours to cross Nevada, Utah and into Colorado, finally catching a few z’s just outside of Denver. It was an absolutely mammoth mission, but knocking the drive out in one day meant a full day in the shop at Imperial Sportbikes as we still had to fit the bodywork, change brake pads, lock wire everything, and do a service on the race bike.
Oh yeah, the bodywork.
So… after my rant regarding that unnamed wrapping company in Fountain Valley, it’s nice to know some people do great work fast, and when agreed to.
Syndicate Racing’s Jason Madama—the same Jason who races in the MotoAmerica Twins Cup— took hold of the job and wrapped the bike how we expected it to look the first time. Using the MotoGP Aprilia RS-GP machine of Aleix Espargaro as a base, he and Imperial Sportbikes completed the job in a little over three days, and when Shane and I turned up to Imperil to collect it, they had the bodywork dressed on an RSV4 in the showroom. Both Jason and Imperial did an absolutely stellar job and I couldn’t recommend them highly enough.
Once we’d swapped the bodywork over and done all the service work, we packed up and drove to Colorado Springs. It’s always a funny feeling coming to CS as you see the Pikes Peak mountain looming over the city in the distance like a matriarch. Her presence signals the start of the race festivities once again.
This year, the tire test was condensed into one day—rather than the two days we’re are normally afforded. That meant testing this year was more crucial than ever, and we quickly found out our gearing was far from ideal at the mountain course. We’ll need to shorten everything pretty dramatically for the race, but that’s the point of testing—it’s better to find these issues out now than during the race week.
The track was incredibly dirty, especially in the mid-top section from Glen Cove to the finish. In all, we got a total of four runs, three on the bottom section and only one across the top—the longest section of the course. It was a shame to have only four runs but it’s the same for everybody who has a shot of winning, so you just need to take the good with the bad.
There’s really not much “tire” testing that goes on at the tire test. Really, the track is too cold, too dirty, to get any meaningful data about what you’re going to race on up the hill. We had precious little grip anyway, so we didn’t use new tires. We weren’t going fast enough to make them work, anyway.
Regardless, we now know what we have to do with the bike to make it work at the mountain. We’re back in SoCal now and will be flying out next Sunday for the race week. Let’s do this.
Pikes Peak 2019: Project Thunder—Fontana Test
The final hit-out prior to Pikes Peak 2019 occurred at Fontana last week, but the two weeks prior to the test were the most stress-filled of the entire project.
I think I’m pretty trusting by nature, and when someone says they will do a job I expect they will do it. However, this turned out not to be the case for us when we used an unnamed wrapping company in Fountain Valley in Orange County to make our bike look all pretty.
The proprietor of this business took delivery of our bike two weeks before the Fontana test, with the objective being a finished bike for the sponsor posters to be shot at Fontana. He didn’t start the design until the day before pick-up and subsequently did not get the wrap completed in time—despite having had the bike for longer than anyone who was involved in the build.
Team manager Shane Pacillo sat with him until 10:00 pm the night before the first day of the Fontana test as he finished a truly half-assed matte black design. Disgusted, this is something we’ll have to right by the tire test. The bodywork is now in transit to Denver, where Imperial Sportbikes will take over the design, paint, and wrap. Hopefully, it comes out looking nice.
Anyway, rant over. Back to the bike.
Fontana is about as far removed from Pikes Peak in terms of layout and especially the bumps, but any track time is good track time at this stage.
Three days at the Super Speedway had us working through a couple of different ECU’s—one stock and the other flashed—and we decided to go with the flashed unit as it gives a little better throttle connection at low speed compared to the standard unit.
Once we got that part of the equation figured out, we simply used the remaining time to get ready for the races on the Sunday for WERA round. It’d been nearly two years since I’d competed in a Superbike mass-start race, and with us having to start from the back of the grid as we had no points in the series, turn one was a little hectic.
The good news was, even though we were down a lot of horsepower compared to the full-house superbikes that were on the grid, we still managed to get to the front. I ended up with a best time of 1:30.8, which was nearly four seconds up on my best time so far at Fontana, with a fifth, fourth and third place finish to show for it.
Now it’s time to pack everything up and head to Pikes Peak for the tire test. This year we’ve only got one day’s testing on the schedule, rather than the traditional two, so it’s a super-important time for us.
Time to get this on!
Pikes Peak 2019: Project Thunder—The Ridge and Buttonwillow
It’s been full steam ahead for Project Thunder ahead of Pikes Peak 2019. In the past week, we’ve been on the bike twice, first up at incredible facility of The Ridge Motorsports Park in Washington (if you haven’t ridden this track, you really should) and this week at our old stomping ground of Buttonwillow in California.
Our time at The Ridge coincided with the first opportunity to try out the Brembo thumb brake, which is something I’ve been busting to use for years. Not being a massive rear brake user, it wouldn’t be a huge loss if I didn’t like the system, but after three laps I was absolutely thrilled with how the brake performs.
The thumb system doesn’t have the same level of feel you get with a foot brake, but being able to use the rear brake while cranked over in right-handers is a bonus. We have essentially bypassed the ABS system with this unit, running a line straight from the master-cylinder to the caliper. If we go deleting the ABS system entirely, we’ll likely throw up a huge array of fault codes in the ECU that we really don’t have the time to sort out. Plus, the ABS system on the Aprilia is extremely light, so we’ve decided just to leave it there and save the angst.
The twists and turns of The Ridge are a lot like the first three miles of the Pikes Peak mountain, and with a decent set-up there, we packed up and drove south to Buttonwillow for another day on Monday.
Pikes Peak 2019: Project Thunder—Off to Buttonwillow
Buttonwillow has some gnarly switchback slow corners like turn three, fast sweepers like the Riverside corner, and almost everything in between. However, unlike Pikes Peak it is quite flat, but if you nail down a decent set up there you’re in pretty good shape for the mountain in Colorado.
This test proved to be the most important of the three we’ve done so far, as it was the first time Jeremy Toye would get on the bike to give me his feedback of a bike he helped build.
I’ll be the first to admit that I’m not a whiz at setting up a bike—I can get it close, but someone of Jeremy’s level can get the bike that much better and within five laps, we’d started ripping into the fork setting, playing with different preloads and compression settings to try and get the bike handling better at the top of the stroke—like in quick direction changes when the fork is almost fully extended.
Stability on the side of the tire was always a strong point of the Tuono, so we went back and forth over the day to keep this benefit while allowing the chassis to pivot and fire out of slow speed corners—something that will be extremely important in the W’s section of the mountain.
Later in the day, we went up one spring rate to a 0.95 spring, which was something I initially thought would be a step too far as I was quite happy with the 0.90.
Turns out, the .95 spring was almost perfect for the Tuono. I shaved almost two seconds immediately off my time in traffic and the chassis would hold itself up better under hard acceleration while still remaining stable in the fast sweepers. We lost a touch of that important low-speed pivoting ability we were working on, but it was a minimal loss as the overall gain with the heavier spring was worth it.
I’m absolutely ecstatic to have a guy like Jeremy in my corner as his help, just on the phone and later, on track, has been invaluable.
We’ve got another few days lined up in the coming weeks and one month from today we’ll be on the mountain for the tire test for the 2019 Pikes Peak International Hill Climb. It’s getting serious now!
Pikes Peak 2019: Project Thunder COTA Test
The last couple of weeks have been an enormous blur, a mix of airplanes, test bikes, more planes, MotoGP and, you guessed it, more planes. But that hasn’t stopped Project Thunder for Pikes Peak 2019, and thanks to the help of Mark Cocoran and Brad Friedman from Piaggio Group Americas, we managed to get the Aprilia Tuono into a ride-able state and spin some laps at Circuit of The Americas a day after the MotoGP round for the Aprilia Racers Days track day.
Jeremy Toye and I ripped into the Aprilia Tuono racer a few weeks back, but by the time it left to go to Texas, there was still a lot (a lot) of work to be done. We got the shock and exhaust fitted and removed all the road-going bodywork, but Mark and Brad still had to put a solid day into it to have it ready for CoTA.
The most obvious change was the looks. We managed to fashion up some RSV4 bodywork, with Mark and Brad doing an excellent job in mounting the dash and tidying up all the wiring that was left over after the lights came off. At first, I had to do a double take as the Tuono looks like a full-on RSV4, but once you see the straight bar you know it’s a nakedbike in drag.
Another new part of was the RSV4 Factory 1100 forks. These are stiffer and 5mm longer than the ones that come stock on the RSV4, which, when combined with the shock that’s 9mm longer, will give us a nice boost in ground clearance for the mountain.
The test at CoTA went great—we managed to get a solid 40 laps on the Tuesday, playing around with different suspension settings to see what works. We need to get a heavier shock spring as the .85Nm unit is too soft for my massive ass, although I’m not sure how much heavier we’ll need to go as setting the bike up for Pikes and CoTA are two very different things.
The bike is now back with Jeremy, who is creating a map for it in with the Power Commander, and getting the new brake master-cylinders and rearsets fitted. Our next test will be at The Ridge on May 6 at The Ridge in Washington.
Pikes Peak 2019: Project Thunder Gets Underway
After three seasons of racing the KTM 1290 Super Duke, for 2019, Team Cycle News and I will be riding with Aprilia and the stupendous Tuono 1100 Factory. This Italian V4 missile doesn’t have much history at America’s Mountain in Colorado Springs, having only competed there for a couple of years with some privateers without a reasonable shot at winning the race.
Pikes is one of those races that gets under your skin. It’s an iconic world motorsport event, one that doesn’t get the recognition it deserves and is something I really want to tick off the list for Cycle News and my country.
The Pikes Peak International Hill Climb has become somewhat of a staple in the Cycle News office for the past four years. It’s been a race I’ve come so close to winning, finishing fourth in 2016 and then second in 2017 and 2018, that race being the closest ever finish in the history of the race with 0.67-second separating me and winner Carlin Dunne.
This is something we hope to change. We’ve teamed up with Piaggio Americas, we’ve got a great base in the Tuono, and we have former race winner Jeremy Toye doing the majority of the wrenching for the race with some build help from AF1 Aprilia in Austin, Texas. Tuono translates to Thunder in Italian, so hopefully that’s a good omen for us as we blast up the mountain!
Building Project Thunder
Starting off with the base package Tuono 1100, we already have a claimed 175 hp from the 65° V4 motor. It’s a stunningly fast machine as standard and comes with some of the best suspension, brakes, and electronics on the market today.
The idea for our racebike build is not to go too nuts on the build, but just to enhance what’s already there. I feel like in the past with my racebikes for the Mountain I’ve gone too stiff on the set up, which has hampered me a bit in the mid-section of the track. Don’t get me wrong, the KTM is as dear to my heart as any motorcycle I’ve ever ridden and holds the lap record with Chris Fillmore, however, for the Aprilia, we’re going to try something new.
The main thing is to strip off as much weight as we can. Just the stock bodywork, associated plastics, battery, exhaust, shock and bits and bobs will save us a ton of weight. To that end, the build will feature an Ohlins TTX36 shock, full titanium Akrapovic exhaust, Attack Racing rearsets, 520 D.I.D chain and AFAM sprocket kit, and a lightweight lithium-ion battery.
Being a nakedbike, we’re not going to fully cloak the bike in bodywork, but we’ll be using an RSV4 upper cowling and side panels, and an RSV4 race seat unit. Most of this stuff bolts on without too much modification, anyway, although we’ll have to get some mounting brackets made up for the bodywork.
Setting Up For Pikes Peak
One of the big things with Pikes is ensuring the bike doesn’t ground out when going over the bumps and G-outs. This was something the KTM never had an issue with as it’s taller than the Aprilia straight out of the box, but it’s something we need to check on the Aprilia.
Because of this, we’ll be running Aprilia RSV4 1100 Factory forks. The forks are 5mm longer than what’s found on the Tuono 1100 Factory, and the TTX36 shock is also 8mm longer than standard. That will give us a healthy gain of ground clearance, so hopefully that’s all we’ll need because the base bike steers so well I don’t want to mess with the geometry too much.
Another thing I can’t wait to try is the Brembo thumb brake. We’ve yet to get all the components sorted, but the plan is to run and thumb and foot rear brake in the race. I’ve never run one before, but I’m not a massive user of the rear brake and those riders I’ve spoken to with a similar style to mine all swear by the thumb brake so, what the heck, it’s as good a time to try one as any! I probably won’t have this sorted until May but will report back with how it performs.
On the rubber side, we’ll be of course using Pirelli. The Italian rubber brand has been on my wheels since my race debut in 2016, and have been an integral partner in each one of my race attempts.
Hanging With Jeremy Toye
We spent a day two weeks ago with Jeremy in his shop, getting the titanium Akrapovic exhaust and the Ohlins TTX36 shock fitted. This is a seriously tightly packaged motorcycle, so getting especially the exhaust mounted correctly was a bit of a challenge.
From there, we packed the very unfinished bike and headed for Austin, where we’ll do a two-day test following the MotoGP race. The bike is currently on its way to AF1 to have the rearsets and bodywork fitted, and we’ll fit the forks at the track and play around with various settings until we find one that works. We might have to go up in spring rates for the fork, but I’ll wait to see how it performs in Tuono form first (I rode the fork on the new RSV4 1100 at Mugello and it’s an absolute gem).
It’s going to be a busy couple of months, but we’re super excited to team up with Aprilia for a crack at the Heavyweight title. There’s a lot of work to do, but the project will be a fun one to document and eventually turn into a proper racer.
This project would not be possible without a long list of sponsors who have generously help us out. We’d like acknowledge Aprilia USA, Akrapovic, Brembo USA and Race Technologies, Ohlins USA, Pirelli Moto USA, Dainese, AF1 Aprilia in Austin, TX, and Imad and the crew at Fastrack Riders for the Fontana track time.