WAYNE RAINEY

September 5th, 2003

It is 10 years today since the crash which ended triple 500cc world champion Wayne Rainey's motorcycle racing career.
Despite being left a paraplegic, American Rainey has adapted to superkart and boat racing in recent years.
Rainey recently participated in an interview with Australian media where he tipped Troy Bayliss as the rider most likely to challenge Valentino Rossi next year.
The following are excerpts from that interview.
Q: Wayne, you might just tell us what you are doing these days.
A: At the moment I’m kind of doing a Kevin Magee! I’m working on my four wheeler. I think when I went and visited Kevin what was he, the Horsham Hurricane I saw some of the stuff that he rode around in and I was amazed that he could even go racing after riding some of that stuff that he built. I’m out here tiddling away with my four wheeler, just goofing off a bit.
Q: Wayne, how have you been since you got out of team management? Have you been keeping busy?
A: Oh yeah. I’m having much more fun now. The team management thing was probably the bottom pit as far as Yamaha Racing was concerned. After the accident that was really the last of our success together and then I had these opportunities after the accident to come back and to run the team and I had the opportunity with Marlboro and then Yamaha stepped up and there was a lot of opportunity for me after the accident. Not really knowing which way to go, that was a pretty clear road for me to follow. I guess I could have looked back and thought maybe I could have stayed home and just pursued my personal life at home.
Q: Presumably you maintain some sort of interest in Grand Prix racing. What’s your assessment of the four-stroke category now as opposed to the two-stroke that you were involved in, and maybe even just give us a little pinpoint form guide as to how you see some of the guys?
A: As far as the four-strokes go, I think from the technical side there is much more interest now. As far as the technical side goes, being a four-stroke, that’s what all the manufacturers make. The two-strokes have kind of, when I stopped and maybe just a few years after that, gone as far as they were going to go there was only just a few manufacturers involved and now with the four-strokes we have much more interest for other manufacturers to be involved. It’s what they showcase. I think safety aspects, much, much safer to ride than the 500 was first of all because I think the four-stroke, the way that the power band is, the power band is from 6,000 to 14,000, 15,000, 16,000 RPMs, so our Grand Prix bike it was like 9,500 RPM to about 12,500, so it was a very short power band. I think nowadays you see much less high-sides than what you used to see with two-strokes, so that safety wise it’s much safer as far as that aspect goes.
Q: What do you think of the current crop of GP riders. It’s one of the questions that gets bandied around all the time, but who is the best at the moment? Is it Rossi? Do you think he is coming back to the pack? What do you reckon?
A: I’m pretty far away from that. I only hear what you see on the television, but he seems to be the guy that is the most consistent, the most aggressive. He can pass early in a race, late in a race, he pretty much controls what everybody else does. I think the only other guy that really is starting to get my attention is Troy Bayliss - and he is doing a very good job on that bike. I like the lines that he takes, they’re much more right, as I can see compared to a lot of the other guys. I think Bayliss is a guy that, with his experience and his age, that if they give him a decent bike next year he could fight for the world championship next year.
Q: You’re into go karts. Are you just mucking around with them or are you doing any competitive races?
A: It’s funny you should ask that. We just tested at Laguna Seca (in California) on Monday and it’s the first time I’ve driven my karts since November, so I’ve been off a while but we actually have a race here September 6-7 and there are a couple of boys from Australia coming here and they beat me pretty easily, but they can’t quite get a hold of Eddie (Lawson, fellow former American multiple 500c world champion) yet, but I’m still doing that a bit. It’s a TZ250 and I can do a 1:26 (one minute 26 seconds) with my hand controls around Laguna Seca and I think they race 1:25, 1:26, so it’s been quite interesting for me to go back out there and not really compete against these other guys - there is a few guys that I can race with, but I think the biggest surprise for me is that I can challenge myself. I’m obviously not going to win, but I do enjoy putting my helmet on and going out there and trying to trying to go as fast as I can. It’s just fun, I try to have fun in the end. It can get very frustrating because obviously having no feeling from the chest down I always pick up what’s going on with the kart a little bit late, so mentally I’m always holding back because physically I just can’t pick it up soon enough, but I enjoy it at the end of the day.
Q: You rode in an era of Grand Prix racing that was one of the really special eras against some great riders Lawson, Gardner, Kevin Schwantz. You and Kevin were the two high-profile Americans. The American presence dipped quite a bit after you and Kevin got out of the sport. Could we get your point of view on the current resurgence of American riders into Grand Prix this year. We see Colin Edwards in there, Kenny Robert Junior is still around on a Suzuki, and young Nicky Hayden is there this year. Can you give us a bit of an insight on that resurgence of Americans heading to Europe and what you think of the Hayden, Edwards and Junior group of riders?
A: With Hayden, I expected him to do what he is doing now a bit sooner in the year. Maybe it’s just been a culture shock for him, being from Kentucky and racing in the States, only in the States, he’s never really had a chance to see what the world was like and I think it’s taken him some time to adjust. I don’t think the bike has been that difficult to ride, I just think he maybe was a little bit early as far as making the jump to go over there and everything happens so much quicker as far as the qualifying routine, what goes on as far as the press side, learning tracks and travelling stuff. Like I said, I expected him to do much better than what he has been doing, but maybe now he is starting to get the hang of it and I expect in a year or two that he will probably be the dominant American guy. Whether he will be like the Americans in the past remains to be seen. As far as Edwards goes, it’s hard to say if his talent is enough or if the Aprilia is going to be good enough. I don’t know. Edwards is a tough deal because he was superbike world champion, but we’ve seen that with Corser (Australian Troy Corser), we’ve seen that with Fogarty (British superbike legend Carl Fogarty), we’ve seen that with Hopkins (American John Hopkins). These guys that come over to GPs and they get their tail between their legs, and I’m just kind of wondering if Edwards is of the same mould or if he is going to be able to pull it out here in the end, but I’m hoping that he can raise his level up a bit more. Junior (Roberts), I don’t know. I don’t know what’s happened to the guy. He had that one decent year (winning the 500cc world title in 2000) and that has been it, and he really didn’t do much before and he hasn’t done nothing since, and you kind of wonder how long he is going to keep his ride. Hopkins is another young kid that he could be a surprise. I think if he can get a decent ride out of Suzuki as far as their bike goes. It’s really hard to say when we’ve got Junior and Hopkins the only guys 0n (Suzukis) there. I’ve seen they put a wildcard guy on that bike and he was right there. That would never happen in the old days. You put a wildcard on one of our bikes - and one of the top Japanese guys - and we would laugh at them. I question the talent of the Suzuki guys. Junior pretty much has showed his hand. Hopkins, I hope he hasn’t. I hope there’s a lot left there. But it is nice to see four Americans over there because you do have something, as far as the American side goes, to look at.
Q: From what you’ve seen from the distance of the Kawasaki this year, could Rossi win on the Kawasaki?
A: Probably in a world superbike race. I don’t know. I’ve never seen the Kawasaki (on race telecasts). I only see it in still photos. I’ve never seen it on the track. I don’t really know. How bad is it? I don’t know. Would McCoy do well on a Honda? I’m sure he would. Is McCoy the top Kawasaki guy? I don’t even know. My philosophy was that you have always got to be the first guy on your own brand of machine, and Rossi is obviously the first Honda guy. I think Hopkins is the first Suzuki guy. With Ducati it looks like it’s pretty close between those two riders (Capirossi and Bayliss). The Kawasaki guys, I’m not sure, but I think McCoy, to revitalise his career, he is going to have to start smoking his Kawasaki boys.
Q: Is there anybody else that you see from America, Australia or Europe that you think could be able to step up and be competitive and get the thing going to what it used to be like?A: I think a lot of that depends on the manufacturers. I don’t know how bad this Yamaha is, but you look at (Spaniard) Carlos Checa, this is a guy who used to crash 25 30 times a year on a 500, and I think this year he has only crashed maybe 10 times, I’m not sure. And that’s the top Yamaha guy. Then you look at Barros (Brazilian Alex Barros), they gave him a Honda last year and I think he won his first time out on a four-stroke and now he is on a Yamaha and he is struggling. Again, unless these manufacturers step up and go head-to-head to try to beat Honda, unless you are on a Honda it’s going to be difficult. I think Barros’s record has shown that, I think Sete’s record has shown that. I’m hoping that the Yamaha steps up. Somehow I think the Yamaha should be on the podium. I’m just not quite sure that it’s all the bike’s fault, but we can only go by who is riding it now. I think if Rossi was on the bike he would be winning, to tell you the truth.
Q: To pick up on a couple of things you said there: one was that you had the talent, but also beating your teammate. When the Lucky Strike team and Kenny Roberts pulled you and (Australian) Kevin Magee in, if anything Kevin was probably seen as potentially a better rider. What were the differences you observed between the two of you and in a friendly way, in just an analytical way for learning - what were the differences between the two of you and what brought you through? Kevin was quick, we know, and could ride the things, but he only won one Grand Prix.
A: It’s funny, I was thinking about that a little bit today. I think there was a few races that Kevin fell off where he hurt himself, and I didn’t get hurt in my first and Kevin hurt himself. When you hurt yourself a few times you lose confidence and then the team, pretty much towards the end of the year, they focus on the guy that they think can get the best result. Kevin won Jarama (in Spain) early on that year and I didn’t win until later in the year at Donington, but by that point Kevin’s confidence had gone down and mine was going up - and that might have been the difference then. He did win Jarama, didn’t he, Kevin? I remember that one. A great race.
Q: Just to go back to 1993. You, by rights, would have won the world title again that year, but in fact it went to Kevin Schwantz, who actually won 25 GPs but only that one world title. It would have been a rather strange situation in a way for a guy who had won as many races as Kevin to have never won a world title. Obviously he was a great rival in your era, as were Doohan and Gardner, but what do you make of Schwantz’s career?A: I would never say Kevin wouldn’t have won the championship, even if I would have finished the year without my accident. We don’t ever know. Kevin won the championship and I didn’t, and I made the mistake, so I was the one that made the mistake, not Kevin. If I would have stayed in there and hung in there and finished the year, we don’t know who would have won the championship, even though I was leading the championship and there was a few races left and those tracks favoured me because of the past results there. We just never know, but Kevin won his championship and in that particular year he put it together much better than he had ever done before. Maybe he was just a slow learner as far as remembering, because he was awful fast at some races and some races he was nowhere, or he was on the ground. So he obviously put it together and he did the job that it took to be world champion and, for sure, he was the best rider Suzuki has ever had.
Q: The obvious question one too is your recollections of Gardner initially and then later Doohan as well.
A: With Gardner, he was probably more of a rival to Mick. He was a cowboy. As far as I was concerned, he was not afraid to hit the ground and he could be very spectacular on the bike - and he was a bulldog. I thought some of the races that he rode, I couldn’t understand why he was kind of using some of the lines he was and then some races he was spot on. I think Gardner also is another guy that got hurt and it kind of hurt his confidence at the end of his career. He had already been world champion and we all know what he has done in Australia for the sport, and that helped Mick. I don’t know what Mick has to say about that, but Gardner did help Mick in many ways. He helped make the sport what it is, and I think Gardner was a type of guy, kind of like a Schwantz type thing for me, he was a guy you loved to beat on the track, especially your countryman. I would much rather get beat by Gardner and Doohan than I would Schwantz, and I think Doohan was the same way with Gardner - he’d much rather get beat by anyone else but him. It was good for the sport and those two guys helped make me what I am today, or what I was then. Rivalries are a good thing and always will be.
Q: One person that was very close to you, young Liam Magee (Kevin’s nephew), we lost him last year, which was very tragic down here, but it shows you the fickleness of racing.
A: Liam, I watched him grow up in the paddock. You hate to see anyone get hurt and especially die in racing, but I think the one thing that was, if there was anything good about it, is that he was doing what he wanted to do. I always say that about my accident: that I was in control of what I was doing, and so I thank God for that because there’s a lot of other people that get hurt or they die and it was nothing to do with their situation at all. That stuff happens every single day.
Q: Wayne, perhaps some memories racing in Australia? As we said at the beginning, you and Schwantz were de facto Australians to us and we kind of cheered for all you guys. You did have some great races here and some great memories from racing out here, both at Phillip Island and perhaps Eastern Creek.
A: Yeah. Phillip Island is one of my favourite circuits. I think ’89 there, Kevin and I, and I think it was Mick and Gardner, we had a heck of a race there. Maybe it was Christian Sarron I don’t think Mick was quite up to speed yet. Yeah. I was kind of sad to see it leave Phillip Island, but we went to Eastern Creek. One of my favourite trophies I have in my trophy case is my Eastern Creek trophy because it was like an 1850s cup, and I think they had insurance that it would not leave Australia because they thought Gardner or Doohan would win the race. When I won the race I was really stoked about that. But the race track was nothing like Phillip Island.
Q: You mentioned before about the boats, are you into speedboats now?
A: I have a 28-foot deck boat. It’s got a 502 Merc cruiser in it with twin superchargers on it. It’s got a winch on it, like what they use from a houseboat they pick up jet skis with. I have one of those that picks me up - I’m about as big as a jet ski now. I use that and I get on the boat and I get in the seat and I just bark orders all day when I’m driving. The thing now though is that everybody, like my kid Rex, he likes to wakeboard, so when you wakeboard you don’t go over 15 miles an hour. The boat goes 75, so I’ve got to wait until everybody gets off the boat before I go out and have fun.
Q: In that regard, Wayne, with Colin Edwards on the Aprilia and its much-reported flyby-wire throttle, how hard would that be to control by just pressuring the handlebar instead of having the real time twisting the throttle, so to speak?
A: I wouldn’t want nothing to do with that. If your hand is not connected to the throttle by cables, unless it’s bullet-proof, but I hear stories about the thing running on when the throttle is off and for me I would refuse to ride the bike.
Q: We saw an announcement about six weeks ago regarding an American Grand Prix. There had been talk of the US Grand Prix coming back, but it’s certainly not going to be next year - and it’s another year away. What are your feelings on that? Perhaps on where it ought to be and whether America is hungry for a Motorcycle Grand Prix again?
A: Yeah, I think they are. In my opinion, I think Laguna Seca is the place for it. Laguna Seca is a very technically, physically demanding track, probably the most out of any circuit that I’ve raced at anywhere in the world. A lot of the accidents that we’ve seen at Laguna Seca had nothing to do with the race track it was all rider fault. It’s because it’s so challenging, because you have short straights in between fast corners, so you’re either accelerating or you’re shifting or you’re braking or turning, so there is no time to relax - and that’s what made it so special. When I’ve talked to Mick about Laguna, he really enjoyed Laguna just because it was so physically challenging. I think we’ve got some garages over there now that we didn’t have in the past and they have been trying to update the facility over there to make it more GP-friendly and I would like to see it come back to Laguna. We’ve actually had some talks with Dorna about it. I would like to see it come back, for sure, and I think so would the public.
Q: Would you be involved in some way in resurrecting the US GP?
A: Oh, yeah. I’m working with Laguna, being real close to the circuit because I live just up the road from it, I have had contact with Carmelo (Ezpeleta, head of Dorna, the commercial operator of the MotoGP championship), with Dorna, we’ve had some meetings with them, and he is going to come out and take a look at the facility from what they’ve been doing and what the future plan is. For sure, I’d be involved, yep.
Q: You said you were out at Laguna last Monday in the kart. Safety is increasingly an issue, as it was in your day with various rider meetings, and the riders now have a safety committee - and we may see Suzuka (venue for the Japanese MotoGP) go off the calendar next year because of that. Safety-wise, is Laguna up to scratch or would some things have to be changed for safety from your perspective as a rider?
A: There is one corner that would have to be fixed and we’ve already drawn out a sketch to the corner, but I think every race track in the world, if you make them all safe, then you take all the challenge out of them. If you make every track safe, the public can’t even get close to even watch, they can’t even get close to a corner because you need so much run-off. I raced at Laguna and it was plenty safe when I rode and I can’t imagine the tracks being so much more safer now than it would make Laguna Seca obsolete. As I said about Laguna, all the accidents happened because of rider error nothing to do with the race track nobody hit walls and I think that’s the main concern is just having enough run-off room. Kevin’s accident (Kevin Magee’s in 1990) was kind of a freak accident. Gardner’s, when he crashed, was too much throttle, but the ground is the same hardness no matter which country you are in.
Q: Which is the corner that’s the problem at Laguna that would have to be changed?
A: It would be the corner after the Corkscrew there’s not enough run-off. It’s turn nine. Actually they call it Rainey Corner! I’ve told them in the past this needs to be fixed, and I’ve already fixed it as far as what needs to be done so we would have to change the corner and we would slow it down some. We could take all the challenge out of it just to make it safe, but that corner does need to be addressed, but that would be the only one.
Q: Eddie Lawson, how is he enjoying himself and what’s he doing?
A: He’s as grumpy now as he has always been.
Q: I thought back in America he would be happy.
A: No. Eddie and I, we get on better now than we ever have, probably because I can’t race against him head-to-head. We keep my dad (Sandy) busy, he works on our karts, and we’ve got a race coming up here after this weekend and it’s a fairly big-sized race for us. I think there’s 50 or 60 karters from six or seven different countries - and Eddie has won the race over the past two years. I finished fifth both times. Eddie is very competitive still, he wants to just kill everybody, and he works very hard at it. I think the only thing that Eddie does different now that he didn’t do when he raced bikes is that he works on the karts now. He even works on my kart! I have got to keep him happy.
Q: You mentioned your dad. How is Sandy?
A: My dad, he is getting a bit up there in age. We just got him out of the hospital about a month and a half ago. He had some problems with some blood clots in his legs and stuff, so we had to get that fixed up for him. Eddie and I, we keep him busy. We’ve got a shop (workshop) for him down in LA and he is part of the team without my dad, for sure, Eddie and I wouldn’t be doing this.
Q: The karts we are talking about presumably are superkarts, or what we in Australia know as superkarts? Something that’s a lot quicker than the average go kart.
A: Yes, it’s not a go kart. We call it a superkart and there’s a lot of titanium, all the bodywork is carbon fibre, and they’ve got adjustable wings and we’ve got metallic brakes and they’re TZ250 motors in there. Eddie is about a second and a half quicker than what a bike has ever been around Laguna Seca in. With a kart you can brake much deeper, you can go around the corners in a gear higher, and they don’t go down the straightaway as fast, that’s about it. For my situation, I do everything obviously with just my hands, so I’m quite busy, so when I run into these guys I just tell them I just ran out of feet. Slow down.
Q: Have you had much success with it, Wayne, because we don’t obviously hear much down here about what happens in the karting world over there?
A: I’m about three seconds slower than what Eddie goes but I do about the same lap times that the world superbike guys do in the race, so it’s not too bad. I’m not going to win against the quick guys in a kart, I’m not going to compete, I’m not going to beat those guys, obviously. As I say, I don’t really do it to go out there and try and win, I just do it because I enjoy that I can challenge myself and the situation that I’m in.
Q: Will we ever see you back here in Australia, Wayne?
A: You never know. Yamaha has tried to get me to go to a few races the last couple of years and either something has come up and I’ve just not really had the motivation to go, do the travelling bit. I don’t miss that part at all. I do miss the GP scene because I have a lot of friends that are still competing and that still work in that arena and I haven’t seen them in a long time, so it is (would be) nice to go back there and see everybody and say hello. I might go to Motegi (Pacific MotoGP in Japan) this year to go and see my friends in Japan, so some day I will probably come back.

[Modificato da offalcon 09/11/2003 4.16]

PERSONAL DETAILS
NAME: WAYNE RAINEY
NATIONALITY: AMERICAN
DATE OF BIRTH: 23/10/1960
MARRIED: MARRIED

Wayne Rainey will forever be remembered as the triple world champion whose career was brought to a tragically early end by a paralysing crash at the 1993 Italian Grand Prix - while chasing his fourth world crown.
All this at a time when MotoGP contained such legends as Mick Doohan, Kevin Schwantz, Wayne Gardner, Eddie Lawson and Randy Mamola. Rainey was the man they all needed to beat, despite riding an often underpowered Yamaha.
As of 2002, Rainey remains the last rider to win the 500cc/MotoGP World Championship on a Yamaha, and following his cruel Misano crash went on to become a GP team owner for four years, running the likes of Norick Abe, Loris Capirossi and Jean-Michel Bayle.
A frightening determined rider, Wayne was one of the many American MotoGP heroes from the late 80s/early 90s who grew up in “So Cal” [South California]. Rainey, Lawson [two year's his senior] and many other motorcycle stars all honed their two-wheeled skills dirt track racing under the west coast sunshine at rough and ready local racetracks.
Many years later they would bring the spectacular rear wheel smoking style learnt at such venues to the European based GP series with great effect.

The Early Years.
Wayne was born on October 23, 1960, in Downey, California, the oldest of go-kart mad Sandy Rainey [a construction worker] and his wife Ila's three children.
His fathers love of all things motorised, combined with a desire to redesign almost everything he raced, soon rubbed off on Wayne, and when Sandy turned his attention to the new motorcycle craze sweeping the USA's west coast it wasn't long before he'd built his six year old son a ‘minibike' to play around on…
…By the age of nine the undersized Wayne was racing at the emerging local dirt tracks [a mix of Motocross based bikes on Speedway type oval circuits, that sometimes contained jumps and kinks], built to feed the exponential off-road motorcycle rise sweeping the area.
The authorities didn't know it then, but these kids that raced just about every night of the week at such circuits [set-up mainly to keep them from riding on the streets] would one day rule the motorcycling world.
Rainey quickly advanced through the amateur dirt track ranks, eventually moving up to a 125cc two-stroke Yamaha by the age of 15 – and winning just about everything he entered in So Cal. It was soon time to take on the other districts of the western state – some of which were arguable even more competitive than the south, and he soon earned a name for himself among the racing set.
When he hit 16 year's old [in 1976], Rainey was old enough to race in AMA competition – the route to national and international stardom. At this stage his sights were still set on dirt track glory and climbing the ladder to the prestigious 750cc AMA Grand National championship, where speeds topped 120 mph. He reached Grand National level at 18.
His first year in the championship came as something of a shock to the constantly winning Rainey; suddenly he was up against the best dirt track riders in the country, and his small size was a distinct disadvantage when it came to hauling the 750s around the ovals. His first season also ended with an out of character crash at the San Jose Mile – and for the first time in his career he was hurt.
Rainey tangled with a fellow rider and hit the retaining fence hard – injuring his back and heart. It would take two months for him to recover from a crash that had severely shaken his once steady confidence, he would be a top ten rider over the next few seasons, but for the first time ever he wasn't winning.
Amazingly, given his career achievements, he would never win a Grand National event.

Introduction to Road Racing.
By the age of 21, Rainey was getting increasingly frustrated at his lack of dirt track victories, and with Lawson [now turning heads riding for Kawasaki in AMA SBK] suggesting they hire Wayne as the next up and coming dirt tracker who could make the move across to road racing.
Kawasaki spurred on by Lawson's results, offered Rainey the chance to ride semi works Team Green machines and he took to the tarmac like a duck to water, despite not even owning a road bike.
Wayne was an immediate winner in club racers, convincing the American arm of the Japanese manufacture – and many others - that he was ‘the next big thing'.

Superbike stardom
As a result of his privateer performances on 250cc machinery, Rainey was offered a works 1000cc Kawasaki for the 1982 AMA Superbike championship, as team-mate to reigning champ Lawson.
Lawson went on to win the '82 title, but Rainey quickly learnt from him what it took to be a top class road racer. He finished fifth in his race debut at Daytona, won his first SBK race at Loudon that year, and finished third in the point's standings – all while developing his distinct dirt track influenced rear wheel sliding style.
Rainey stayed with Kawasaki for the 1983 season, but with Lawson having stepped up to Grand Prix racing as Kenny Roberts' team-mate, Wayne was now partnered by the experienced Mike Cooley on the new 750cc machines.
Wayne soon overcame his team-mate, and the Honda led competition, winning six races and taking his first major title. Then the shock: Kawasaki were pulling out of motorbike racing, new champ Rainey was now without a ride.
But salvation was around the corner: ‘King' Kenny Roberts, recently retired from racing, called Rainey and offered him the chance to ride for his new 250cc Grand Prix outfit, running privateer Yamahas. Rainey took the GP offer, it seemed like a dream chance and anyway he had little other options, but it would soon turn into a nightmare.
1984 – In at the deep end with 250 GP's
The rushed GP deal saw Rainey ride alongside Brit Alan Carter on a Marlboro sponsored Yamaha 250cc two-stroke. However, unlike the mighty Marlboro Yamahas seen in MotoGP in later years, these were ‘bog-standard' and not even the famous Team Owner could persuade Yamaha to part with trick parts to make the bike more competitive.
As a result of this - and Rainey's lack of two-stroke experience - he would end the year eighth overall in the points standings, with a best finish of third at Misano [the scene of his career ending crash nine years later].
The year was okay, but the reigning American SBK champ had never been used to doing okay.
1985 to 1987 – Formula One, Formula two, Superbike and Schwantz.
After a frustrating season in GP racing, Rainey returned to America to regroup. Both he and Kenny knew only a top class outfit could win at world level and both parted amicably to pursue their respective goals of Team Owner and Rider respectively – but would re-unite, with devastating effect, from the 1988 500cc GP season onwards.
But for now, Wayne took a offer to race in the AMA Formula One championship [for GP type machinery] on a Honda RS500, and in the Formula Two championship on a 250cc two stroke.
Although considered a double title favourite, the '85 season was a frustrating one for Rainey as reliability blighted his chances in both championships. He would finish eighth overall in Formula One [taking two wins] and third overall in Formula Two [despite taking five wins].
For '86 the Formula One and AMA SBK championships were combined under the Camel Pro Series banner. Rainey raced a Honda VFR in the SBK races and the RS500 in the Formula One rounds, with both counting towards the overall crown.
Wayne won six of the nine Superbike races and one of the eight F1 rounds, but finished second overall due to his large amount of DNF's in the Formula One series.
In 1987, Rainey could concentrate solely on the AMA Superbike championship, which was now, thankfully, the top road racing championship in America and there would be none of the combined results saga from the '86 season.
Wayne was now desperate to make a point; he'd lost out on a title for the past two years despite being quick enough to win many races – more than the eventual champions. For his own peace of mind as much as anything, he had to have the '87 SBK crown – and no-one was going to stop him.
But one man disagreed.
Kevin Schwantz had raced with Rainey since '85 when Wayne had returned home from GP's, but with Schwantz still learning his trade the two hadn't had cause to tangle on track. However, the Texan was improving rapidly and by '87, with the support of Suzuki, he had his sights set on the AMA SBK crown.
The two were set for a collision course, both on and off track, as they fought for the title they both desperately needed to further their careers: Rainey started the year perfectly with wins at Daytona, Atlanta and Brainard, before Schwantz struck back with a superb string of five victories from the final six rounds – but Rainey took the title.
He'd learnt from the previous seasons that wins were no use if you DNF'd too often, so he kept collecting the points, while Schwantz – desperate to win at all costs – kept crashing out.
However, the off track bitching between the two, only fuelled by Rainey taking the title, but Schwantz the most wins, would last for their whole racing career. Even when they both graduated to the greatest prize in motorcycle racing the next year: the 500cc World Championship.
Now the rivalry would go global.
1988 – Team Roberts return on Lucky Strike Yamahas.
The timing was perfect for a return to GP's in 1988: Kenny Roberts was now running the factory Yamaha 500cc team and wanted Wayne back, while Rainey himself had finally restored his self belief with another AMA crown and needed a new challenge.
Oh, and Rainey wasn't going to let Suzuki's World Championship rookie Schwantz steal the GP limelight after their bitter '87 domestic season.
But that wasn't the only rivalry Rainey would be renewing, long time friend Eddie Lawson, now on a Marlboro Yamaha, had made good in Grands Prix, and was a double world champion by the time Rainey arrived at the sister works outfit, while if he wanted the world crown he would also have to overcome the Rothmans Hondas of 1987 world champ Wayne Gardner and his up and coming team-mate Mick Doohan.
Rainey was teamed with new Aussie sensation Kevin Magee, who had secured a factory ride after impressing in just a few wild-card outings the year before. Having had the experienced Randy Mamola [who moved to Cagiva] and Mike Baldwin on their books the previous year, Team Roberts appeared to be taking a considerable gamble on the GP new boys.
But it was another new boy who triumphed in the 15 round season opener – much to Rainey's disgust. In appallingly wet conditions at Suzuka, Schwantz set the GP world alight by winning on his debut, and in front of the Japanese bosses.
Despite all his pre-season work and determination to make his second stab at GP's successful, Wayne crashed at Suzuka and would remount to finish sixth – was the GP jinx back?
But round two was on home turf at Laguna Seca, and Rainey got his revenge - his first GP pole position, followed up by a fighting fourth placed finish [one place ahead of Schwantz] proved he had what it took, if he could just continue improving at that pace…
Next time out at the Spanish GP it would be Team Roberts that triumphed – but it wasn't Wayne that took his first GP victory, instead amiable team-mate Magee stole the glory, which did little for any hopes Rainey's had of building the team around him.
Fortunately for Wayne, the turning point would come next time out at Jerez, when he lost out on victory to Lawson after hitting tyre problems, but held on to beat Magee after an almost race long battle.
Thereafter, Rainey proved he was the a potential championship contender, with a string of consistent top seven points finishes in the next seven rounds leading up to Donington Park and the British Grand Prix, with only Lawson and Gardner now ahead of him on points and duelling for the championship.
At Donington, Rainey qualified fifth, but made a strong start to lead out of Redgate and down the Craner curves – he never looked back, and took his first GP victory in convincing style.
While he wouldn't repeat that victory in the remaining three rounds, he claimed another podium finish in Brno and ended the year third overall, ahead of both Magee and Schwantz. More importantly, he knew he had what it took to take the title.
1989 – Refining the Rainey style.
1989 saw stability for Rainey, who remained with Roberts [indeed he would do so for the rest of his career], who in turn kept Lucky Strike and Magee on board and ran factory Yamahas on Dunlop tyres. Lawson, by contrast, had taken his #1 plate to Honda.
Wayne had thrown himself into pre-season testing in his usual thorough manner, and by the time of the Suzuka season opener, had built up an intimate knowledge of his YZR V4. Nevertheless, in a repeat of the previous year he was defeated by Schwantz after a bitter race long battle.
Onto Australia and Rainey instantly took a liking to the fabulous Phillip Island circuit, but home hero Gardner rose to the occasion and nipped victory from him after a fantastic fight, but Rainey now led the championship.
The US GP was up next and what should have been a perfect result – Rainey having won from Schwantz in front of their home crowd – turned into a nightmare as Wayne's best friend, Bubba Shobert, and his team-mate Magee were involved in a freak post race accident that would end one of their careers.
It occurred after Rainey had taken victory, and on the slow down lap: Magee had been running out of fuel for the last few laps and so pulled over to do an ‘angry' burn out for the crowd. Behind him, Shobert was shaking hands with Lawson and not looking ahead of him – Bubba then struck the stationary Magee, breaking the Aussie's ankle and putting him in a coma. Shobert would recover, but never race again.
While Wayne reeled from his friends crash, Lawson won next time out to trim Rainey's points lead and shape the title up as a square two way fight – after shadowing Lawson's career for so long, Wayne was now racing him for the World Championship.
Rainey shocked Lawson by winning at Hockenheim, and defeating Honda horsepower, then took his third and final victory of the year on the Assen roads. But then things started to go wrong.
Schwantz remained a threat, but his wild style led to inconsistency and while he could rob the top two of points he DNF'd too often to challenge for the crown. By contrast, Lawson was a seasoned veteran; he rarely fell even under the most extreme pressure and hauled points at every race.
This obviously didn't matter when Rainey was winning, but from Assen onwards [the final six rounds] he couldn't match his fellow American and a crash at Sweden, through desperation to regain his race winning form, effectively ended his hopes of taming Lawson, and Eddie took his fourth – and final - world title at the season finale in Brazil.
1990 – King Kenny's Dream Team.
For the 1990 season, Roberts managed to sign reigning champ Lawson to race alongside Rainey for a Marlboro backed ‘Dream Team'. Rainey was out for revenge after the bitter disappointment of 1989, but had to contend with not only Lawson, but also the teams switch to Michelin's.
For the first time Wayne won the opening Japanese Grand Prix, then at Laguna Seac events swung further in Rainey's favour [although not in a way he would have liked] when Lawson was forced to bail off when his brakes failed – breaking his foot.
Rainey won the race despite Schwantz's best efforts and with his team-mate temporarily out of action, Rainey set off on a magnificent run of top three finishes over the next 11 races – including a further five wins by the time he clinched the title [two races early] in Brno.
Lawson left the team at the end of the year to join Cagiva, and his season was tainted by allegations of sour grapes when he left Brno as soon as the race finished – without taking his place on the podium alongside new champ Rainey. It seems that for a fierce competitor like Lawson it was just too painful.
1991 – The Evil Empire grows.
Such was the awe in which the Roberts/Rainey/Marlboro/Yamaha combination was held that the team soon earned the nickname ‘The Evil Empire' which seemed to sum up quite well their world dominating reign.
Despite the massive depth of quality in GP racing at the time – that included Lawson, Spencer, Gardner, Doohan and Schwantz – ‘The Empire' started the year as favourites, despite the switch back to Dunlop's.
Replacing Lawson at Team Roberts was cocky young American John Kocinski, who had graduated to the top class after winning the 250cc GP championship the year before. Kocinski wasn't prepared to spend the year learning and didn't hide his championship intentions. Another showdown was on the horizon.
A close season opener at Suzuka was won by Doohan, with Schwantz second then Rainey and Kocinski. Victory followed in Australia, but Doohan was fast emerging as a title challenger - his speed and consistency almost a match for Rainey's.
With Laguna up next, the Roberts team-mates were set to fight for home pride at a track both knew well - had Kocinski managed to take his maiden GP victory in the USA it would have put Rainey firmly on his back foot.
However, that's not what happened. Wayne took pole and ran away with the race, while Kocinski crashed trying to catch him. The psychological race between the team-mates had been won; it was now Rainey vs. Doohan [still on Michelins] for the world title.
Rainey wouldn't win again until round eight at Jarama – by which time Doohan had taken the points lead, with the wild Schwantz grabbing several race wins. Next time out at Assen, Wayne lost out to Schwantz after a last lap crash, but recovered to take second – Doohan meanwhile had been hit by his Assen curse and crashed out of a race he would always hate. In effect, the Aussie's title charge was over.
But it was far from plain sailing for Rainey, he didn't win another race that year but his string of podium finishes meant he clinched the crown at the penultimate round in France. Good job too, he broke his leg badly while testing for the final race at Malaysia – with Wayne and Schwantz [also injured] absent, Kocinski took his first GP victory.
1992 – Overcoming the odds.
The leg injury was a serious one and required major reconstructive surgery that even when finished meant Rainey struggled to walk. Nevertheless, the 32-year-old double world champion was determined to continue his rigorous pre-season testing schedule (partly to reacclimatize to Michelins) – as he chased the chance to match team boss Roberts' three consecutive 500cc crowns. Kocinski remained his team-mate.
Wayne's lack of fitness soon caught him out and a pre-season testing crash meant his left little finger so badly damaged it had to be amputated. And overcoming injury wasn't the only uphill struggle he faced…
The season would consist of a reduced 13 rounds, starting in Suzuka and ending in South Africa at the end of September, and when he arrived at the season opener at Suzuka the GP paddock was stunned by the race debut of the revolutionary ‘Big Bang' Honda NSR which swept to victory at the hands of Doohan, while unfit Rainey [he'd effectively lost the use of one leg and one hand] crashed out.
‘Mighty Mick' continued his run with victories at Australia, Malaysia and Jerez to build up a commanding lead in the title chase. As if things get any worse for Wayne, he crashed out of the next round in Italy. A major rethink was needed if Rainey was to halt the Honda riders charge – and not just by Wayne – the Yamaha needed development if it was to catch Doohan's Rothmans rocket.
The turning point came at the next race in Catalunya, where Wayne caught and passed Doohan to finally open his '92 win account. The relief was short lived – Rainey crashed at the following German GP… breaking his ribs.
The MotoGP circus left Hockenheim with Doohan a massive 65 points clear of Rainey.
Then came Assen.
Wayne was aching so much he didn't even start the Dutch TT – but that wasn't the most significant event at the historic road circuit. Doohan's Assen jinx struck again and the Aussie suffered a leg breaking crash, which would see him hospitalised for months as he fought to keep the limb after poor medical advice and complications. But at that stage the full extent of his injuries were unknown, and a speedy recovery was expected by the GP paddock.
Rainey would have to overhaul the point's deficit before Mick's return.
Believing he had just a few races to cut Doohan's championship lead, Wayne gave his all – despite his injuries – to make sure he hauled points at every round. A fifth at Hungary was followed by victory in France, second in Britain, then the GP paddock went to the penultimate round in Brazil, with Rainey 22 points behind – but with Doohan due to make his race return.
Despite his bravery, Doohan was a shadow of his former self and couldn't ride a push bike, let alone do battle on a 500cc GP machine, but he had to keep points from Rainey.
The race was a controversial one in the sense that some felt it was too dangerous and shouldn't go ahead [giving Doohan the championship]. However, the race was run and Wayne won easily, with Doohan [unsurprisingly] out of the points.
The two then started the decider at South Africa with Mick just two points ahead of Rainey.
Any thoughts of going through the motions were ended by Doohan out qualifying Rainey, but come race day at the high altitude race way and Rainey rode to a comfortable fourth while Doohan faded - but his time would come.
For now, a third consecutive world crown, and a place in the record books, was Rainey's.
Sure, he'd been lucky in the sense that Doohan had crashed at Assen, but then crashing, injury and motorcycle racing have always been inseparably linked. Rainey had also overcome the Hondas technical advantage and fought back from considerable injuries of his own. He was indeed a worthy champion.
1993 – Schwantz, Doohan and disaster.
1993 saw Rainey stick with the Roberts Marlboro Yamahas, but he now had perennial crasher Luca Cadalora as his team-mate [Kocinski was back on a 250], and Kenny had switched his team back to Dunlop's.
Wayne knew he needed a considerable improvement from his Yamaha if he was to match the Doohan/Honda and a much more composed Schwantz/Suzuki combination, but would be left disappointed by the underpowered and ill-handling bike the Japanese marque presented him with.
Nevertheless, the Australian season opener began with a second, and Wayne followed that up with victories in Malaysia and Japan to take the points lead from Schwantz. More podium finishes followed over the next two rounds, but then the slump started next time out in Germany [round six], where the bikes deficiencies couldn't be masked and a fifth was all Rainey could salvage – Schwantz had taken the points lead, and extended it with a win at Assen.
Rainey fought-back at Catalunya (round eight), where he won from Schwantz and Doohan, the sweeping corners reducing the need for all-out speed and allowing Wayne his third victory of the year. A third at San Marino was useful, but he again finished behind Schwantz and Doohan, and so gave the Suzuki rider further advantage.
But Donington Park would throw Rainey a GP lifeline when a multiple pile-up took out both Doohan and Schwantz [injuring his wrist], Wayne took second behind Cadalora and the championship momentum had swung strongly his way.
Rainey rode his new found confidence to a dominating victory at Brno, giving him the points lead and what would be his last ever Grand Prix victory, because following Brno was the fateful Italian Grand Prix at Misano.
Misano was a circuit Rainey had always liked, and a second placed starting position [behind Cadalora, but crucially ahead of Schwantz] put him in an ideal position to extend his points lead.
Rainey shadowed Cadalora from the start, but then with just over 10 of the 30 laps complete Wayne pitched his Yamaha into turn one a little too quickly. It wasn't a big mistake – he was riding as hard as he could to pull away from Schwantz – but then he accelerated a little too early on the exit for his out of line position and the bike stepped out at 120+ mph.
It didn't high-side him, but instead came back in to line with such ferocity that Wayne was thrown to the ground regardless. Rainey slid at high speed into the gravel, which perhaps crucially had been raked into deep ruts – good at stopping cars, not so for unprotected motorcycle riders.
Rainey hit the raked gravel and was immediately sent into a sickening series of high speed somersaults, slamming him onto the rutted gravel time and time again before he eventually came to rest. His bike also appeared to strike him during the blurred TV replays.
Wayne's spine was broken midway down his back, severely. There was no chance of a full recovery and his life was in danger. It was only after a long hospitalisation that the bones in his back were corrected and repaired, but the severed spinal cord couldn't be.
It was the end of an era and shocked fans, riders and media alike. If it could happen to Rainey, it could happen to anyone.
In his absence, arch-rival Schwantz took his only World Championship, before Doohan began his fantastic run of five World Championships in a row before he, the last of the 'old boys', was forced into retirement by a crash at Jerez in 1999.
1994 to 1998 - Team Rainey.
Kenny Roberts, devastated at his friends paralysis, formed a 250cc GP team for Rainey that would run his son Kenny Roberts JR. [who would become the 2000 World Champion]. Thus, just months after his accident, Rainey was back in GP's albeit in a completely different role, running Marlboro Team Rainey.
But it was a disappointing year, with KR Jr. injured and out of action for most of it. Wayne now had his eyes on a 500cc team and acquired the services of wild [in every way] card star Norick Abe.
However, Kenny snapped up Abe for his GP team [on loan from Rainey], while Wayne was left to run Harada and Kenny Jr in 250's in 1995. Harada won one race, but it was Biaggi's year.
1996 saw Rainey move to 500cc racing, with the up-and-coming Loris Capirossi, while still running Harada in 250s. The year started well, but Harada couldn't consistently challenge Biaggi. In the 500s, Capirossi ended the year with a benchmark [if lucky] victory, when Repsol team-mates Doohan and Criville knocked each other off. Despite the victory, Capirossi left the team and returned to 250s at the end of the year. More importantly for Rainey, Marlboro money left as well [for Kenny Roberts' new Modenas team].
1997 saw Abe finally ride for what was now Yamaha Team Rainey, with Spaniard Sete Gibernau his team-mate on 500cc YZR's. Abe finished the year seventh in the point's standings, with his best finish a third at Phillip Island. Gibernau managed thirteenth after a difficult debut year.
Abe and Rainey stayed together for the 1998 season, but Gibernau moved to Honda, and was replaced by off-road ace Jean-Michel Bayle. Abe improved his overall points position to sixth, and took three podium finishes, but was still a little wild – setting a stunning pace, but often crashing as a result of it. Despite his efforts, Bayle struggled to adapt to world championship pace on tarmac and ended the year in sixteenth place.
But regardless of the on track performance, which certain wasn't disastrous, Wayne was never really happy and in 1998 retired fully from GP's to spend time with his family at their California home.
However, his love of speed never left him and he was given a specially designed go-kart so that he could still enjoy the thrill of speed…
…it was a present from long time friend, and one time rival, Eddie Lawson.

Wayne Rainey – Main MotoGP achievements:

500cc Grand Prix starts: 83
500cc Grand Prix victories: 24 [29% win rate]
500cc Grand Prix podiums: 64
500cc Grand Prix Pole positions: 15
500cc World Championships: 3 [90, 91 and 92]


END OF CAREER
STARTS: 83
WINS: 24
POLES: 15
FASTEST LAPS: N/A
POINTS: N/A
DEBUT: 1984 (250) / 1988 (500)
DRIVEN FOR: YAMAHA

[Modificato da offalcon 09/11/2003 4.47]

in un pomeriggio di fine estate, in una curva anonima chiamata con poca fantasia Misano 1, un pilota perde il controllo della sua sibilante moto bianca e rossa. Si alza una nuvola di polvere, il pubblico esulta perché davanti un Cadalora quasi debuttante sta per vincere la seconda gara della stagione e Schwantz riapre la corsa verso un titolo del mondo che sembrava dovesse per l’ennesima volta sfuggirgli.
Poi le urla si spengono, la polvere ricade a terra e un silenzio di tomba avvolge il Santamonica…Rainey resta a terra, il pilota d’acciaio che non cade mai non si rialza, arrivano i soccorsi, il mondo continua a muoversi, i piloti a correre, ma forse nessuno si rende conto che il quel momento la corsa di un uomo dal polso di ferro e dagli occhi di ghiaccio si è interrotta per sempre…
Wayne Rainey nasce il 23 ottobre del 1960 Norwalk una tranquilla cittadina del Connetticus, la sua marcia di avvicinamento alla velocità su pista segue l’iter classico dei piloti d’oltreoceano, Rainey infatti esordisce nelle corse di Dirt Track e sviluppa già in quelli anni un guida fatta soprattutto di determinazione e forza.Il passo verso le piste di asfalto è breve e avviene nelle corse per derivate di serie, categoria nata e sviluppatasi in America, prima di salire agli onori mondiali con l’attuale Superbike.
Agli inizi della sua carriera è la Honda a spalleggiare la crescita agonistica del giovane Wayne e proprio con la moto giapponese, dopo essere diventato un pilota di spessore in patria, debutta nel Transatlantic Trophy (competizione che contrappone i migliori specialisti inglesi ai piloti americani in sella a grosse e pesanti 1000 strettamente derivate dalla serie) epico il duello con Schwantz che lo vede alla fine primeggiare dopo una serie di eccitanti duelli carena contro carena.
Il debutto nel mondiale avviene nel 1984 a dare al pilota la possibilità di correre è il neonato team Roberts( team che si rivelerà fondamentale per il proseguo della carriera di Wayne) che gli mette a disposizione una YZR 250 privatissima.
Fin dall’esordio nel Gp del Sudafrica si capisce che la moto non è assolutamente competitiva e che le gomme Dunlop standard, insieme alla pochissima conoscenza dei circuiti europei, saranno per Rainey ostacoli difficilissimi da superare.A fine stagione il bottino è davvero magro con un solo podio e un giro veloce in gara.La carriera di Rainey vacilla e coraggiosamente, il pilota americano preferisce tornare in patria per affinare le sue doti, che bruciare la sua carriera restando in Europa con una squadra che ancora non aveva i mezzi per assecondarlo.
Dal 1985 al 1987 si dedica al campionato AMA in sella alla Honda, sono gli anni della maturazione definitiva di Wayne, gli errori commessi agli inizi della sua carriera gli sono utili per riordinare le idee e per trovare la forza di riprovare a buttarsi nella mischia del campionato del mondo.
Nel 1988 Roberts lo richiama con se, la piccola squadra degli esordi è ora diventata un punto di riferimento per tutti all’interno del paddock e la Yamaha accortasi delle grandi doti manageriali di Kenny, gli affida materiale di prim’ ordine e le ambite YZR 500.
Rainey diventa così la punta di diamante del team Roberts sponsorizzato dalla Lucky Strike e insieme al compagno di squadra Kevin Mcgee accetta di buon grado interminabili sedute di test invernali per prepararsi al meglio al debutto.
Il campionato inizia a Suzuka in Giappone e appare chiaro fin dall’inizio che Wayne non è più il brutto anatroccolo che correva in 250, ma un cigno maestoso capace di volare più forte di tutti, nonostante l’inesperienza nella classe regina. A Jerez quarta gara della stagione è già in lotta per la vittoria, ma il talento e il “mestiere” di Lawson riescono a piegare la sua resistenza.
La prima vittoria però non tarderà ad arrivare sarà l’Inghilterra a tenere a battesimo la prima affermazione nella classe 500, a Donington infatti, il debuttante Rainey dimostra che con la volontà e l’impegno è possibile vincere anche al debutto.
La grande dote del pilota americano è stata da sempre la costanza di rendimento, Rainey non mollava mai, era uno che lottava come un leone sia che stesse duellando per la vittoria sia che si combattesse per un piazzamento nelle retrovie.
La stagione ’88 finisce con Wayne al terzo posto nella classifica assoluta, davvero non male per un debuttante.
Il 1989 è l’anno della definitiva ascesa, instaura con Roberts un rapporto di grande intesa, simile è il loro approccio alle corse, così metodico, preciso ed ostinato.In Roberts Wayne trova non solo un team manager, ma anche un vecchio combattente capace di elargire preziosi consigli e di regalargli la carica giusta nei momenti più difficili.
La prima gara a Suzuka è uno spettacolo di memorabile intensità Rainey e Schwantz infiammano la platea con sorpassi al limite accendendo la miccia di una rivalità che andrà avanti negli anni con grande rispetto reciproco, a differenza purtroppo di quanto avviene ora tra i grandi campioni moderni.
La Yamaha però non è a livello della Honda di Lawson, Rainey è spesso costretto a guidare al 110% per sopperire alle mancanze di un mezzo limitato anche dai pneumatici Dunlop decisamente peggiori delle Michelin di Eddie.Commette un errore fatale sulla pista di Anderstop e nonostante 3 vittorie e un rendimento molto costante regala la vittoria finale a Lawson terminando subito alle sue spalle in campionato.
1990 è un anno di grandi cambiamenti, la federazione internazionale decide di appesantire le 500 di 15 kg portando il peso a secco a 130, l’idea è quella di renderle più guidabili, ma l’effetto ottenuto è tutto il contrario visto che le moto più pesanti stressano maggiormente le gomme rendendo un inferno gli ultimi giri di gara.
Nello stesso anno il team Roberts entra nell’orbita Marlboro e i nuovi capitali insieme all’arrivo in squadra del campione del mondo uscente Lawson e del giovane talento Kocinski fanno del team Yamaha finalmente gommato Michelin, la vera forza del campionato.
Rainey fa capire fin da subito che non ha intenzione di concedere nulla ai suoi avversari, macina pole position, giri veloci e vittorie con una facilità disarmante e piega in fretta la concorrenza di nomi molto evocativi come Schwantz, Lawson,Gardner ed un giovane Doohan.Vince in tutto sette gare e si laurea per la prima volta campione del mondo con una gara d’anticipo nel gran premio di Cecoslovacchia.
Nella stagione 1991 Rainey si presenta più in forma che mai al via del campionato, la Yamaha è ritornata alle gomme Dunlop, anche se stavolta sono proprio le gomme anglo giapponesi l’asso nella manica per la Yamaha. L’australiano Michael Doohan prima guida della Honda, si dimostra in grande ascesa, ma le Michelin lo penalizzano fortemente, si capisce che sarà un osso duro nell’immediato futuro, ma per ora il dominio di Rainey non è in discussione e nemmeno uno straordinario Schwantz nulla può contro di lui.Vince 6 gare e si riconferma il numero uno indiscusso della classe regina.
Wayne è un animale da gara, riesce a trovare dentro di se le motivazioni per guidare “al di sopra dei problemi”, pur non essendo un mago nella messa a punto, il biondo americano dagli occhi di ghiaccio, supera con una guida in derapata di esaltante difficoltà, le carenze di un mezzo che non sempre è all’altezza della concorrenza,e fa della costanza di rendimento una vera e propria fissazione. Rainey cade pochissimo e fin dai primi giri di gara riesce ad imporre un ritmo forsennato, impossibile da sostenere per i suoi avversari, carismatico, duro ed estremamente professionale Wayne è il pilota che ogni team manager vorrebbe avere.
1992 si apre con una brutta scoperta per il due volte campione del mondo, la Honda fa esordire un nuovo motore “a scoppi ravvicinati” per la sua NSR e Doohan fin dall’esordio annichilisce gli avversari dominando tutta la prima parte del campionato.
La chiave di volta della stagione sembra poter arrivare al Mugello quando con un Doohan in crisi, Wayne prende il comando, ma a metà gara cade e regala la gara ad un raggiante Schwantz.Il campionato sembra definitivamente perduto, ma ad Assen una banale scivolata, taglia fuori dai giochi uno sfortunato Doohan, che complice un intervento del tutto sbagliato dei medici olandesi rischia l’amputazione di un arto.
Rainey annusando la possibilità di portare a casa un campionato che tutti ormai davano per perso, tira fuori dal cilindro tutta la sua classe, accumula vittorie e piazzamenti consumando in breve tutto il vantaggio di Doohan in classifica.In Sud America va in scena l’ultimo atto di un campionato ricco di colpi di scena, un Doohan provato e magrissimo che fatica a reggersi in piedi, sale lo stesso in sella tentando una strenua difesa del titolo, ma Rainey è un vincente per natura e per nulla intenerito dal gesto del rivale si piazza terzo in gara conquistando i punti che gli servono per conquistare il suo terzo titolo consecutivo.
Il 1993 è l’anno di Schwantz, finalmente il texano dispone di una moto competitiva, mentre Rainey paga le scelte sbagliate della Yamaha e si presenta al via del campionato in ritardo. Lo scontro è tra i due rivali di sempre con un irriconoscibile Schwantz costante come non mai, e un Rainey costretto ad inseguire.In Inghilterra però accade il colpo di scena Doohan arriva lungo in staccata e abbatte Schwantz e il suo compagno di squadra Barros, il texano ne esce malconcio e debilitato fisicamente nelle ultime gare comincia ad arrancare, sembra ripetersi il copione del campionato ’92 . Il pilota Yamaha già vincitore di 4 gare, da fondo a tutte le sue energie per scavalcare in campionato il convalescente pilota Suzuki.
A Misano Rainey inseguiva un sogno, laurearsi per la 4° volta campione del mondo, ergersi per l’ennesima volta al di sopra di tutti, fare la sola cosa che lo appagava cioè vincere,invece ha trovato una nuova vita, fatta di operazioni, sofferenze e paralisi in poche parole l’immobilità totale ed inappellabile dei suoi arti, la peggiore punizione che potesse capitare ad un uomo straordinario come lui.Le cause del dramma non sono mai state chiare, anche se la soluzione più probabile è che la pedana della moto si sia infilata nella schiena del pilota fratturandogli alcune vertebre dorsali.
Perdere Wayne è stato un duro colpo per il circus mondiale, forse prima della tragedia in pochi si erano resi conto della grande umanità di questo pilota, della sua folle determinazione.Negli anni in cui ci ha regalato emozioni è stato anche un campione di correttezza, senza mai andare sopra le righe anche durante i confronti più ravvicinati.
Finito il lungo iter ospedaliero ed il periodo di convalescenza Rainey è tornato nel mondo delle corde come team manager,ma la sua carriera in questi panni è stata piuttosto avara di soddisfazioni. Wayne non ha mai smesso di essere un pilota, nemmeno dopo aver perso l’uso delle gambe, pretendeva di insegnare ai suoi piloti ad andare in moto, quasi comandandoli con un telecomando, Capirossi che in 500 debutto proprio con il team dell’americano, soffrì molto di l’ atteggiamento di Wayne che dimostrò da subito di avere un carattere troppo forte per fare il team manager.
La grandezza di un uomo si vede però anche dalla sua capacità di riconoscere i suoi errori, resosi conto che non era quello il suo futuro, Rainey ha lasciato, ha chiuso la porta del suo passato e si è ritirato a vivere con la sua famiglia ed il figlio Rex.
Mi resta un ricordo di Rainey ben impresso nella testa, mi ricordo di lui che alla domanda di un giornalista che gli chiedeva cosa gli mancava di più da quando aveva perso l’uso delle gambe rispondeva con gli occhi gonfi di lacrime “andare in moto!”.

(some of this material comes from atary7, thanks ;-)

[Modificato da offalcon 14/11/2003 2.06]