We will start with the Motorcycles, because every technical change to the vehicle has imposed new physical challenges on braking systems; we will then move on to the Champions, central figures in our development, as their unique riding style has always been the spark that drives us to customize every braking action. We will explore the Innovations that Brembo has introduced over these 50 years, to tell you how continuous research and innovation have been our response to increasingly demanding performance; finally, we will talk about the Victories, understood as the ultimate proof on the track of our constant commitment.
Each episode will be a dive into the evolution of speed, technique, and performance because behind every extreme braking action lies a world of insights and extreme tests that have allowed riders to thrill us, transforming their braking into steps of an innovative process that extends to road motorcycles.
To recount the beginnings of Brembo's history in the motorcycle world championship, we need to take a step back and rewind the tape to 1973 when Brembo began producing braking systems for production motorcycles. Twelve years had passed since the birth of the Bergamo-based company, and finally, Brembo entered the homes—or rather, the garages—of Italians. It was a moment of excitement: among the drawing boards, the idea of a complete braking system for the Moto Guzzi Sport 750 was born, centered around an aluminum two-piston brake caliper. The same caliper, within a few months, would also equip the Laverda 750 twin-cylinder and the only six-cylinder motorcycle of the time, the Benelli 750 Sei. And the marketing of the time, with that wonderful 1970s simplicity, wrote: "To race, you must brake safely." Simple.
The Brembo braking system was so high-performing that it was quickly adopted by the production Moto Guzzis and Laverdas released in those years, often starring in races reserved for production-derived motorcycles.
For now, let's note this moment, we will return to it later, and move on to understand the 500cc motorcycles of the 1970s.
Motorcycles of the 1980s
The scenario changed in the 1980s, marking the definitive rise of Japanese motorcycles, which won all 10 World Championships in the 500cc category. The reigning champions, tied for supremacy, were Yamaha and Honda, each securing 4 World Riders' titles, while Suzuki claimed the remaining 2 crowns. However, there was a significant evolution from the motorcycles at the beginning of the decade to those at the end, as evidenced by the following comparison.
The Yamaha YZR500 (model OW48), which won the World Championship in 1980 with Kenny Roberts, featured a square aluminum tube frame, technologically advanced suspension, weighed 138 kg, and was powered by a two-stroke, inline four-cylinder engine with a bore of 56 mm and a stroke of 50.6 mm, delivering 125 horsepower at 11,000 rpm.
The Honda NSR 500, which won the World Championship in 1989 with Eddie Lawson, was decidedly more aggressive, weighing 119 kg and equipped with a 112-degree V4 engine (bore 54 mm and stroke 54.5 mm) that produced over 165 horsepower at 12,000 rpm. The risk of being launched skyward when opening the throttle on corner exits was high, and it’s no surprise that Honda built over a dozen double-beam alloy frames in an effort to ensure optimal handling.
The champions of the 80s
The first five World Championship titles in the 500cc class awarded in the 1980s were won by five different riders, an unprecedented sequence in the history of the World Championship. In 1980, Kenny Roberts claimed victory, completing his personal hat-trick. The following year, Marco Lucchinelli triumphed unexpectedly with Suzuki, followed in 1982 by Franco Uncini, who succeeded him in the Gallina team.
The Italians seemed to quickly learn the secrets of cornering, but in reality, the double triumph marked the swan song of the Italian school in the 500cc class, partly due to the serious injuries both riders suffered. Meanwhile, other Americans arrived to support their compatriots, and from 1983 onwards, the battle for victory became their domain, with the exception of Australian Wayne Gardner's interruption in 1987.
The king of the decade was Eddie Lawson, a three-time champion with Yamaha and once with Honda. "Steady Eddie" was his nickname, reflecting his composure and ability to calculate what to do at every moment of the race, minimizing risks and consequently crashes. This philosophy earned him valuable points at every GP, often through podium finishes.
The 1980s were also the decade of Freddie Spencer, who in 1983 managed to beat Kenny Roberts and, most notably, achieved the unprecedented 250cc-500cc double world title in 1985. Against the American riders, there seemed to be no hope for the Europeans, who were relegated to secondary positions.
Brembo in the 80s
The reliability and performance guaranteed by Brembo components led several Italian teams to become customers in the early 1980s. Among them, the most famous is the Agostini Team, managed by the 15-time world champion. In 1983, a year after its creation, it took advantage of the shared geographical origin to use Brembo brakes on its Yamahas. A farsighted choice because in 1986 Brembo introduced the radial pump.
The Agostini Team was the first to use it: the new solution improved ergonomics, making the action on the lever more effective and reducing its bulk. These results were possible because the force of the fingers on the lever and the force of the lever on the piston acted in the same direction, that is radially, relative to the handlebar, without generating friction. Within a few years, the radial pump became the "de facto" standard for motorcycles engaged in major competitions and nowadays is present on all high-performance road motorcycles.
Brembo victories in the 80s
The first victory of a motorcycle equipped with Brembo brakes in the decade comes at the last race of 1980: the protagonist is Marco Lucchinelli with the Suzuki of the Gallina team. The next victory takes a long time and is favored by the refusal of the top riders to compete in the 1982 French GP: Michel Frutschi triumphs with the Sanvenero.
Brembo's successes multiply thanks to the supply agreement with the Agostini team: in 1983, 6 GPs are won, all by Kenny Roberts, but the title eludes him by just 2 points. In 1984, only 4 GPs are won, but they are enough for Eddie Lawson to claim the title, Brembo's first in the 500 class. Another 4 victories in 1985 but no title. In 1986, Yamaha motorcycles with Brembo brakes win 8 times (once with Randy Mamola), and Lawson is champion again.
Lawson extends his winning streak with 4 more GP victories in 1987 and 7 in 1988, the year of his third personal title and Brembo's. The journey seems unstoppable, but in 1989, with Lawson's move to Honda and poor market choices, Brembo records a resounding zero in the victory column. A humiliation it was no longer accustomed to, but having hit rock bottom, the climb begins.
The balance sheet of the 70s
The 1980s ended with a haul of 35 victories, 32 of which were achieved by American riders. Exceptions include Italian Marco Lucchinelli, Swiss Michel Frutschi, and Frenchman Christian Sarron. However, the greatest legacy is the radial pump, which made its debut on a production motorcycle in 2002 and is now a true must-have for supersport and naked bikes, confirming how technology born for racing is now available to millions of motorcyclists.
This is the second episode of our journey. Get ready for the next ones.