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Loris Capirossi
Loris Capirossi
Loris Capirossi
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Loris Capirossi (born 4 April 1973) is an Italian former Grand Prix motorcycle road racer, currently serving as Safety Advisor to Dorna Sports, the commercial rights holder of Grand Prix motorcycle racing.

Key Information

He is a 9-time Premier Class race winner, competing between 1990 and 2011. He was the first Grand Prix rider to start at least 300 races, having made his 300th start at the 2010 season-opener Qatar Grand Prix.[1] Capirossi is the 1990 and 1991 125cc World Champion, the 1998 250cc World Champion, while also holding the honor of Youngest World Champion in motorcycle racing, winning the 1990 125cc title at 17 years and 165 days old.[2]

Career

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125cc World Championship

[edit]

Capirossi made his World Championship debut at 125 cc level in 1990 with the Polini Honda team operated by former world champion Paolo Pileri. He finished in the top six on ten occasions, eight of them on the podium, and took wins in Britain, Hungary and Australia. The massed Italian contingent helped him out by boxing in and thwarting his closest rival Hans Spaan of the Netherlands in the final round, to end a controversial season. In his first full season of Grand Prix racing, Capirossi took his first world championship aged only seventeen years, 5 months and 13 days.[3]

His second season (1991) was even better, and saw him defend the 125cc title comfortably. He was only once off the front row of the grid, and had five pole positions, as well as four fastest laps. From thirteen rounds, he was on the podium for twelve, and finished sixth in Austria. He came second five times, and was a winner in Australia, Malaysia, and three European venues.[4] His 225 points, 200 of them counted, were enough to help him move up to the 250cc class. During this second season, Capirosssi and his team were sponsored by AGV Helmets and AGV Sport leathers.

250cc World Championship

[edit]

Capirossi moved up to 250 cc class for the 1992 season on a year-old bike. In 1993 Capirossi made his first win at Netherlands and added another two in San Marino and United States, but finished second and only four points behind Harada. It was the same in 1994, this time with one more win. He finished third at the end of the season behind Max Biaggi and Tadayuki Okada.

500cc World Championship

[edit]

The 1995 season was Capirossi's first season in the top-level 500 cc championship. He was aboard a Pileri Honda, and although he often qualified better than he raced, he still took 6th in the championship. In 1996 Capirossi retired from five of the first seven races, but thereafter he was often in the points and won the final race in Australia riding for Wayne Rainey's Yamaha team.

Return to 250cc

[edit]

Capirossi returned to the 250 cc championship for 1997. While he finished in sixth in his first year with the team, he was much more competitive in the 1998 season. He battled his Aprilia teammate, Tetsuya Harada, for the championship down to the Argentine Grand Prix when the two riders were involved in a controversial incident in Argentina.[5] Harada was leading his teammate for second place behind Valentino Rossi into the final corner of the final lap when Harada's bike was rammed from behind by Capirossi's machine, sending the Japanese rider off the track.[5] Rossi took the victory whilst Capirossi recovered to claim second place and the world championship (following an appeal).[6] Aprilia would release him during the off-season.[5]

Capirossi moved to Honda for the 1999 season, taking third in the championship with three victories. He was involved in further controversy in the 1999 season, being black flagged at Mugello for dangerous riding after being involved in an incident with Marcellino Lucchi at the start of the race, as well as passing under yellow flags.[7]

Return to 500cc & MotoGP World Championship

[edit]

Capirossi returned to the 500 cc championship for 2000, and remained there through its evolution to the 990 cc and eventually, 800 cc four-stroke MotoGP era. He won at his home race and finished 7th overall, one point behind Carlos Checa. The 2001 season was better than the year before, although without a win during the year. Also it was the last season for the 500 cc class, but for the 2002 season Capirossi found that he would ride inferior bikes from 2001. It was a less competitive year, hampered by a wrist injury in the seventh race of the season when he missed the chicane and turned from the track. As he was not given access to Honda's four-stroke machine in late 2002 when teammate Alex Barros was, he was the highest-ranking rider in the 2002 season standings to use a two-stroke machine all year.

In 2003 he joined Ducati, taking their first win at Barcelona[8] and fourth overall in the championship, before a slightly disappointing 2004 season on a bike with huge straight line speed but a lack of grip. He stayed in the team for the 2005 season, which saw him become competitive by the end of the year, taking two victories in Japan[9] and Malaysia,[10] aided by improving Bridgestone tyres.

Capirossi and Ducati started the 2006 season with a striking victory at Jerez, and he placed second in both the French and Italian Grands Prix, tying for first in the Moto GP standings with American Nicky Hayden. However, he was caught up in a multiple bike collision at the start in Barcelona, missing the restart and losing championship ground to Hayden. Though he was knocked out in this horrendous looking accident, he did not suffer serious injuries beyond significant bruising. He returned for the next round, but a run of less competitive results saw him slip to fifth in the standings before the race at Brno. He started second, took the lead at the start, and pulled away from the field for an easy victory.[11] He attributed this to a late setup change that the team believed could be applied to the bike at all circuits. He moved up in the championship standings to finish third overall, after taking second at the final race behind stand-in teammate Troy Bayliss.[12]

2007 was not as strong a season for Capirossi. Immediately following the conclusion of the United States Grand Prix at Mazda Raceway Laguna Seca, Ducati announced the signing of Marco Melandri and the extension of Casey Stoner's contract for the 2008 and 2009 seasons. This left Capirossi without a firm position on the Marlboro Ducati team; the possibilities were mooted to be a third position on the factory team, or an option to manage a satellite team. Capirossi was not informed of the decision before the story was released to the press, much to his displeasure.[13]

On 16 August 2007, Capirossi announced that he would ride with the Suzuki factory team in the 2008 and 2009 seasons, alongside Australian Chris Vermeulen.[14]

2008 was a less competitive season due to many weak results during the season. The only podium Capirossi had was in Czech Republic at Brno. In Spain, Capirossi was injured and missed two races. He finished the season in tenth place, his lowest position since 1996. In 2009, his season started with a crash in Qatar when he was in second place. In Italy, Capirossi fought with Stoner for first place but fell to fifth due to his slower Suzuki on the main straight. He finished the season in ninth place without a podium for the first time since 1992. On 11 April 2010, Capirossi became the first rider in the history of the sport to start 300 races, when he finished ninth in the season-opening Qatar Grand Prix. The rest of his campaign was plagued by retirements and injury. For 2011 Capirossi announced that he would ride for the Ducati Pramac Team.

On 11 June 2010, Capirossi rode a Suzuki around the Snaefell Mountain Course on the Isle of Man as part of Suzuki's 50th anniversary at the Isle of Man TT. On completion of his lap, Capirossi described the experience as 'amazing'.

On 1 September 2011, Capirossi announced that he would retire from MotoGP racing, at the end of the 2011 season.[15]

After his retirement, his race number, the #65, is unofficially retired from the MotoGP class. On 7 November 2016, during the weeks leading to the 2016 Valencia GP, it was announced that his number had been retired from all classes of Grand Prix motorcycle racing.[16] However, it may be an official retirement of the #65 in the MotoGP class only, as two days later, during the release of the entry list of the 2017 Moto3 season, Moto3 rider Philipp Öttl was listed still using the #65, a number that Öttl had used for his entire career so far.[17]

Personal life

[edit]

Capirossi married Ingrid Tence in August of 2002 and currently the couple resides in Monaco.[18] Their first child, Riccardo Capirossi, was born on 2 April 2007.

In August 2007, the Italian taxation authority announced that Capirossi was under investigation for suspected tax evasion in relation to alleged undeclared earnings of €1.3 million (US$1.77 million) in 2002. The authority also investigated London resident Valentino Rossi. Capirossi's manager Carlo Pernat told the press: "It's absolutely absurd. Loris really lives in Monte Carlo. I don't understand what they can hold against him. He doesn't own anything in Italy."[19]

Capirossi is a member of the 'Champions for Peace' club, a group of more than 90 famous elite created by Peace and Sport, a Monaco-based international organization placed under the High Patronage of H.S.H Prince Albert II. This group of top level champions wish to make sport a tool for dialogue and social cohesion.[20]

Books and movies

[edit]

Capirossi's biography was published in 2017 by the publisher company Sperling & Kupfer under the title "65 – la mia vita senza paura (65 – my life without fear)". The book was written with the Italian writer Simone Sarasso and was published in Italy only.[21]

Several key moments of Capirossi's career are also described in the book "Belìn che paddock" by MotoGP manager Carlo Pernat, who managed Capirossi for several years.[22]

Capirossi's first year in the 125 GP Italian championship is told by himself and his former mechanic Guido Mancini in the first part of the documentary film Mancini, the Motorcycle Wizard, by director Jeffrey Zani.[23] Capirossi was also interviewed for the MotoGP documentary Faster by Mark Neale.

Career statistics

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Grand Prix motorcycle racing

[edit]

By season

[edit]
Season Class Motorcycle Team Number Race Win Podium Pole FLap Pts Plcd WCh
1990 125cc Honda RS125 Polini Honda 65 14 3 8 0 0 182 1st 1
1991 125cc Honda RS125 Polini Honda 1 13 5 12 5 4 200 1st 1
1992 250cc Honda NSR250 Marlboro Honda 6 13 0 0 0 0 27 12th –
1993 250cc Honda NSR250 Marlboro Honda 65 14 3 7 7 5 193 2nd –
1994 250cc Honda NSR250 Marlboro Honda 2 14 4 9 5 5 199 3rd –
1995 500cc Honda NSR500 Team Pileri 65 12 0 1 0 0 108 6th –
1996 500cc Yamaha YZR500 Rainey-Yamaha 65 15 1 2 0 0 98 10th –
1997 250cc Aprilia RS250 Aprilia Racing Team 65 14 0 3 1 2 116 6th –
1998 250cc Aprilia RS250 Aprilia Racing Team 65 14 2 9 8 3 224 1st 1
1999 250cc Honda NSR250 Elf Axo Honda Gresini 1 15 3 9 2 3 209 3rd –
2000 500cc Honda NSR500 Emerson Honda Pons 65 16 1 4 1 1 154 7th –
2001 500cc Honda NSR500 West Honda Pons 65 16 0 9 4 1 210 3rd –
2002 MotoGP Honda NSR500 West Honda Pons 65 14 0 2 0 0 109 8th –
2003 MotoGP Ducati GP3 Ducati Marlboro Team 65 16 1 6 3 1 177 4th –
2004 MotoGP Ducati GP4 Ducati Marlboro Team 65 16 0 1 0 1 117 9th –
2005 MotoGP Ducati GP5 Ducati Marlboro Team 65 15 2 4 3 1 157 6th –
2006 MotoGP Ducati GP6 Ducati Marlboro Team 65 17 3 8 2 5 229 3rd –
2007 MotoGP Ducati GP7 Ducati Marlboro Team 65 18 1 4 0 0 166 7th –
2008 MotoGP Suzuki GSV-R Rizla Suzuki MotoGP 65 16 0 1 0 0 118 10th –
2009 MotoGP Suzuki GSV-R Rizla Suzuki MotoGP 65 17 0 0 0 0 110 9th –
2010 MotoGP Suzuki GSV-R Rizla Suzuki MotoGP 65 16 0 0 0 0 44 16th –
2011 MotoGP Ducati GP11 Pramac Racing Team 65, 58 13 0 0 0 0 43 17th –
Total 328 29 99 41 32 3190 3

By class

[edit]
Class Seasons 1st GP 1st Pod 1st Win Race Win Podiums Pole FLap Pts WChmp
125cc 1990–1991 1990 Japan 1990 Nations 1990 Great Britain 27 8 20 5 4 382 2
250cc 1992–1994, 1997–1999 1992 Japan 1993 Austria 1993 Netherlands 84 12 37 23 18 968 1
500cc 1995–1996, 2000–2001 1995 Australia 1995 Catalunya 1996 Australia 59 2 16 5 2 570 0
MotoGP 2002–2011 2002 Japan 2002 South Africa 2003 Catalunya 158 7 26 8 8 1270 0
Total 1990–2011 328 29 99 41 32 3190 3

Races by year

[edit]

(key) (Races in bold indicate pole position, races in italics indicate fastest lap)

Year Class Bike 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Pos. Pts
1990 125cc Honda JPN
6 		SPA
7 		NAT
3 		GER
3 		AUT
2 		YUG
2 		NED
Ret 		BEL
2 		FRA
4 		GBR
1 		SWE
7 		CZE
Ret 		HUN
1 		AUS
1 		1st 182
1991 125cc Honda JPN
3 		AUS
1 		SPA
3 		ITA
2 		GER
2 		AUT
6 		EUR
1 		NED
2 		FRA
1 		GBR
1 		RSM
2 		CZE
2 		MAL
1 		1st 200
1992 250cc Honda JPN
9 		AUS
Ret 		MAL
9 		SPA
11 		ITA
9 		EUR
Ret 		GER
9 		NED
8 		HUN
Ret 		FRA
Ret 		GBR
7 		BRA
7 		RSA
5 		12th 27
1993 250cc Honda AUS
Ret 		MAL
12 		JPN
10 		SPA
10 		AUT
2 		GER
2 		NED
1 		EUR
Ret 		RSM
1 		GBR
2 		CZE
5 		ITA
2 		USA
1 		FIM
5 		2nd 193
1994 250cc Honda AUS
3 		MAL
3 		JPN
2 		SPA
Ret 		AUT
1 		GER
1 		NED
Ret 		ITA
3 		FRA
1 		GBR
1 		CZE
Ret 		USA
Ret 		ARG
5 		EUR
2 		3rd 199
1995 500cc Honda AUS
8 		MAL
Ret 		JPN
Ret 		SPA
6 		GER
6 		ITA
9 		NED
4 		FRA
DNS 		GBR
4 		CZE
4 		BRA
9 		ARG
5 		EUR
3 		6th 108
1996 500cc Yamaha MAL
Ret 		INA
3 		JPN
Ret 		SPA
4 		ITA
Ret 		FRA
Ret 		NED
Ret 		GER
12 		GBR
6 		AUT
8 		CZE
5 		IMO
Ret 		CAT
9 		BRA
12 		AUS
1 		10th 98
1997 250cc Aprilia MAL
Ret 		JPN
11 		SPA
Ret 		ITA
3 		AUT
4 		FRA
4 		NED
3 		IMO
Ret 		GER
5 		BRA
4 		GBR
3 		CZE
Ret 		CAT
5 		INA
14 		AUS
DNS 		6th 116
1998 250cc Aprilia JPN
9 		MAL
5 		SPA
1 		ITA
4 		FRA
3 		MAD
3 		NED
Ret 		GBR
1 		GER
4 		CZE
2 		IMO
2 		CAT
3 		AUS
2 		ARG
2 		1st 224
1999 250cc Honda MAL
1 		JPN
3 		SPA
3 		FRA
Ret 		ITA
DSQ 		CAT NED
1 		GBR
2 		GER
2 		CZE
7 		IMO
1 		VAL
3 		AUS
6 		RSA
5 		BRA
3 		ARG
Ret 		3rd 209
2000 500cc Honda RSA
3 		MAL
Ret 		JPN
12 		SPA
6 		FRA
8 		ITA
1 		CAT
6 		NED
3 		GBR
4 		GER
6 		CZE
5 		POR
13 		VAL
Ret 		BRA
Ret 		PAC
8 		AUS
2 		7th 154
2001 500cc Honda JPN
8 		RSA
2 		SPA
8 		FRA
7 		ITA
2 		CAT
3 		NED
3 		GBR
10 		GER
8 		CZE
3 		POR
2 		VAL
Ret 		PAC
3 		AUS
3 		MAL
2 		BRA
5 		3rd 210
2002 MotoGP Honda JPN
9 		RSA
3 		SPA
4 		FRA
7 		ITA
6 		CAT
6 		NED
Ret 		GBR GER CZE
6 		POR
Ret 		BRA
5 		PAC
3 		MAL
9 		AUS
Ret 		VAL
Ret 		8th 109
2003 MotoGP Ducati JPN
3 		RSA
Ret 		SPA
Ret 		FRA
Ret 		ITA
2 		CAT
1 		NED
6 		GBR
4 		GER
4 		CZE
Ret 		POR
3 		BRA
6 		PAC
8 		MAL
6 		AUS
2 		VAL
3 		4th 177
2004 MotoGP Ducati RSA
6 		SPA
12 		FRA
10 		ITA
8 		CAT
10 		NED
8 		BRA
4 		GER
Ret 		GBR
7 		CZE
5 		POR
7 		JPN
Ret 		QAT
Ret 		MAL
6 		AUS
3 		VAL
9 		9th 117
2005 MotoGP Ducati SPA
13 		POR
9 		CHN
12 		FRA
7 		ITA
3 		CAT
12 		NED
10 		USA
10 		GBR
6 		GER
9 		CZE
2 		JPN
1 		MAL
1 		QAT
10 		AUS TUR VAL
7 		6th 157
2006 MotoGP Ducati SPA
1 		QAT
3 		TUR
6 		CHN
8 		FRA
2 		ITA
2 		CAT
Ret 		NED
15 		GBR
9 		GER
5 		USA
8 		CZE
1 		MAL
2 		AUS
7 		JPN
1 		POR
12 		VAL
2 		3rd 229
2007 MotoGP Ducati QAT
Ret 		SPA
12 		TUR
3 		CHN
6 		FRA
8 		ITA
7 		CAT
6 		GBR
Ret 		NED
Ret 		GER
2 		USA
Ret 		CZE
6 		RSM
5 		POR
9 		JPN
1 		AUS
2 		MAL
11 		VAL
5 		7th 166
2008 MotoGP Suzuki QAT
8 		SPA
5 		POR
9 		CHN
9 		FRA
7 		ITA
7 		CAT
Ret 		GBR NED
WD 		GER
7 		USA
15 		CZE
3 		RSM
7 		INP
16 		JPN
6 		AUS
10 		MAL
7 		VAL
9 		10th 118
2009 MotoGP Suzuki QAT
Ret 		JPN
7 		SPA
6 		FRA
8 		ITA
5 		CAT
5 		NED
9 		USA
Ret 		GER
11 		GBR
11 		CZE
5 		INP
7 		RSM
5 		POR
Ret 		AUS
12 		MAL
9 		VAL
14 		9th 110
2010 MotoGP Suzuki QAT
9 		SPA
Ret 		FRA
Ret 		ITA
10 		GBR
Ret 		NED
13 		CAT
7 		GER
11 		USA
10 		CZE
Ret 		INP
11 		RSM
Ret 		ARA JPN
Ret 		MAL
Ret 		AUS
DNS 		POR
13 		VAL
Ret 		16th 44
2011 MotoGP Ducati QAT
Ret 		SPA
11 		POR
12 		FRA
Ret 		CAT
9 		GBR
10 		NED
DNS 		ITA GER USA
12 		CZE
13 		INP
Ret 		RSM
Ret 		ARA
Ret 		JPN AUS
9 		MAL
C 		VAL
9 		17th 43

References

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Loris Capirossi

View on Grokipedia
from Grokipedia
Loris Capirossi (born 4 April 1973) is a retired Italian professional Grand Prix motorcycle road racer renowned for his 22-season career spanning from 1990 to 2011, during which he secured three world championships and established himself as one of the sport's most enduring competitors. His racing number 65 was retired by MotoGP in , honoring his unique achievement of winning races in all four displacement classes. Capirossi began his Grand Prix career in the 125cc class at age 16, rapidly achieving success by winning consecutive world titles in 1990 and 1991, becoming the youngest champion in that category at just 17 years old, with a total of eight victories in the class. He progressed to the 250cc category in 1992, competing there until 1999 and clinching the 1998 title for in a controversial final race involving a collision with teammate Tetsuya Harada, amassing additional wins and podiums that solidified his reputation as a versatile and aggressive rider. Transitioning to the premier class in 1995 with the 500cc machines, Capirossi raced for teams including Yamaha, , , and , enduring numerous injuries yet maintaining consistency; his tenure with from 2003 to 2007 was particularly notable, yielding his first premier-class victory at the 2003 Catalan Grand Prix and a career-best third-place finish in the 2006 MotoGP World Championship, supported by wins at Jerez, , and Motegi that year. Over his entire , he started 328 Grands Prix, recorded 29 race wins, and achieved 99 podiums, ranking among the all-time leaders in longevity and resilience. Following his retirement at the 2011 Valencia Grand Prix at age 38, Capirossi transitioned into roles within the sport, including as a test rider and, since , as a safety advisor for MotoGP organizer , contributing to improvements in rider safety protocols and circuit standards.

Early Life and Background

Childhood and Family

Loris Capirossi was born on April 4, 1973, in Castel San Pietro Terme, a town near in Italy's region. He grew up in a family deeply connected to motorsports, with his father, Giordano Capirossi, owning a 400 two-stroke that introduced young Loris to the world of bikes around age four. Giordano's passion for cross-country riding in the local countryside, an area steeped in Italy's automotive and racing legacy including the nearby Autodromo Enzo e Dino Ferrari (), provided early exposure to mechanical tinkering and speed. Capirossi's mother, Patrizia, and younger brother, Davide, formed the core of his supportive unit; Davide often assisted as an informal during Loris's formative years, while the entire made significant sacrifices to nurture his growing interest in motorcycles. From an early age, Capirossi's hobbies revolved around riding off-road bikes on local fields and roads, fostering a hands-on understanding of machinery without formal training. By age 15, with unwavering backing, he had balanced basic schooling with intensive bike practice, setting the stage for his entry into competitive .

Introduction to Racing

Loris Capirossi developed an early passion for motorcycles, beginning to ride off-road bikes at the age of five and quickly displaying natural aptitude in handling them. By his early teens, he was participating in local Italian junior events during the mid-1980s, honing his skills on tracks near his hometown before advancing to more structured competitions. His family's provision of initial support, including access to bikes and training opportunities, was instrumental in nurturing this interest. Capirossi's progression accelerated in the late through the Italian national championships in the 125cc class. At age 15 in 1988, he competed in the Italian 125 Sport Production Championship with the Mancini team, finishing 8th overall and catching the attention of scouts for his consistent performances and raw speed. This outing marked a pivotal step, as the Mancini team provided key mentorship in transitioning from amateur to semi-professional racing. In 1989, Capirossi stepped up to international waters by signing with for the 125cc , where he achieved 4th place in the standings and secured four race wins, solidifying his reputation as a prodigy. These results directly led to his professional breakthrough, as arranged his move to the Pileri team for a full Grand Prix debut in the 125cc the following year at age 16, turning 17 during the season, debuting at the in Suzuka.

Professional Career

125cc World Championship

Loris Capirossi made his Grand Prix debut in the 125cc class in 1990 at the age of 16, riding for the AGV Pileri team on a two-stroke motorcycle. In a remarkable rookie season, he secured five race victories and seven finishes across 15 rounds, clinching the at the Australian Grand Prix in , becoming the youngest champion in Grand Prix history at 17 years and 165 days old—a record that remains unbroken. His first win came at the in , where he demonstrated exceptional adaptability to the lightweight machinery, showcasing a smooth yet aggressive riding style that emphasized precise cornering and quick acceleration suited to the nimble 125cc bikes, which produced around 43 horsepower from a liquid-cooled . The 1990 season highlighted Capirossi's rapid rise, as he consistently outperformed more experienced riders on circuits demanding tight lines and high agility, with the RS125R's responsive handling and power delivery playing a key role in his dominance. Notable rivalries emerged, particularly with fellow young talent , who challenged Capirossi in several rounds and would go on to become a formidable competitor in the class. Defending his title in 1991, Capirossi again rode the for the Pileri team, achieving seven wins and 11 podiums over 15 races to secure back-to-back championships. His riding style, characterized by fearless overtakes and consistency in varying conditions, perfectly complemented the bike's frame and agile suspension, allowing him to maintain leads in intense battles, including those against Crivillé, who finished second overall that year. This period solidified Capirossi's reputation as a prodigy in the class, where his technical affinity for the RS125R's two-stroke performance—featuring a 124.8 cc engine with a bore and stroke of 54 mm × 54.5 mm—enabled superior power-to-weight ratios on twisty tracks.

250cc World Championship

Capirossi transitioned to the 250cc World Championship in with the Marlboro team, riding the NSR250, following his back-to-back titles in the 125cc class that provided a strong foundation for the step up in power and speed. During his initial stint from to , he secured multiple podium finishes and demonstrated rapid adaptation to the more demanding 250cc machinery, though he fell short of the title amid fierce competition from riders like and Tetsuya Harada. In 1993, Capirossi mounted a strong challenge for the championship on the , finishing second overall behind Harada in a season-long battle that highlighted his consistency with several race wins, including at the Dutch, San Marino, and Grands Prix. He continued his momentum into , adding more victories to claim seven race wins across those two seasons and ending the year third in the standings, underscoring his growing prowess in the class despite mechanical challenges and intense rivalries.

500cc World Championship

Loris Capirossi entered the premier in , marking a significant step up from his successes in the smaller classes, as he joined the Team Pileri aboard the NSR500. As a in the highly competitive top tier, he faced immediate hurdles, retiring from five of the first seven races due to the demanding nature of the bike. Despite these setbacks, Capirossi demonstrated potential by consistently qualifying well and securing one finish, ultimately ending the season in sixth place overall. The 500cc machines' raw power—delivering over 150 horsepower—and notorious posed major challenges for Capirossi compared to the more forgiving 250cc bikes he had mastered, often resulting in highsides and crashes that tested even experienced riders. His background in the 250cc class provided a foundational that helped mitigate some difficulties, allowing him to build through better starts and mid-pack battles. Key incidents included mechanical issues and on-track spills, such as those early retirements, which highlighted the steep in a field dominated by veterans like . In 1996, Capirossi switched to the Yamaha YZR500 with the Marlboro Yamaha Rainey team, aiming to refine his approach in the premier class. He struggled initially, retiring from five of the opening seven events, but showed marked improvement later in the season with consistent points finishes and two podiums. His breakthrough came at the Australian Grand Prix at Eastern Creek, where a dramatic last-lap collision between Repsol Honda teammates and Alex Crivillé handed Capirossi his maiden 500cc victory after he had maintained a strong third-place position. This opportunistic win underscored tense team dynamics within the camp and propelled Capirossi to tenth in the final standings.

Return to 250cc

Following moderate success in the 500cc class, where Capirossi finished sixth overall in 1995 and tenth in 1996 despite securing a victory at the Australian Grand Prix, he opted to return to the 250cc category in 1997 as a strategic move to leverage his prior experience and rebuild momentum after failing to contend for the premier-class title. Persuaded by to join their factory team, the decision allowed the 24-year-old Italian to compete on machinery better suited to his riding style amid the physically demanding nature of 500cc racing. In 1997, Capirossi adapted quickly to the Aprilia RS250, achieving consistent top-six finishes and ending the season sixth in the standings with 128 points, marking a solid re-entry despite stiff competition from Max Biaggi and Tetsuya Harada. This performance laid the groundwork for a dominant 1998 campaign, where he clinched the 250cc World Championship with five victories at the Japanese Grand Prix (Suzuka), Spanish Grand Prix (Jerez), Italian Grand Prix (Mugello), British Grand Prix (Donington Park), and Malaysian Grand Prix (Shah Alam), leading the championship for much of the year in a three-way intra-team fight with teammate Harada and rookie Valentino Rossi. The title came down to the final round at Buenos Aires, where Capirossi, leading Harada by four points entering the race, made contact with his teammate on the last corner while battling for the lead, dropping Harada and allowing Capirossi to recover for second place behind Rossi. This controversial maneuver clinched the championship for Capirossi by three points over Rossi and four over Harada, with Aprilia winning 13 of 14 races that year; the incident fueled debates on fair play but was not penalized, though it led to Aprilia terminating Capirossi's contract shortly after, cementing his status as a resilient competitor. Defending his crown in 1999 with the Repsol Honda team on the NSR250, Capirossi faced stiffer opposition from Rossi and Biaggi, managing three race wins—such as a dominant performance at —and consistent podiums to finish third in the standings with 209 points. His return to 250cc showcased adept adaptation to the class's higher horsepower demands, which demanded greater physical endurance and cornering speed compared to the lighter 125cc bikes, while fostering key rivalries with Harada and Biaggi that elevated the series' intensity and tactical depth. This hard-fought success restored his competitive edge and propelled him back to the premier class in 2000 with renewed confidence on a NSR500.

MotoGP Era

Capirossi's transition to the premier class in 2000 marked the beginning of his extensive MotoGP tenure, starting with the Pons team aboard the two-stroke NSR500. Despite the challenges of adapting from 250cc machinery, he quickly established himself, securing 15 podiums over three seasons and clinching his maiden premier-class victory at the 2001 Valencia Grand Prix after leading from pole. This result propelled him to third in the 2001 championship standings, showcasing his resilience amid the field's transition toward four-stroke prototypes. In 2003, Capirossi joined Ducati's factory squad, debuting the innovative four-stroke Desmosedici GP3 and becoming a key figure in the manufacturer's MotoGP entry. He opened the season with a third-place finish at Suzuka and achieved Ducati's historic first MotoGP win at Catalunya, fending off strong competition in variable conditions. Ending the year fourth overall with five , Capirossi demonstrated strong adaptation to the Desmosedici's unique handling and power delivery, though bike development hurdles persisted. The 2004 campaign proved tougher, yielding just one and a ninth-place finish due to ongoing reliability issues with the GP4 model. Capirossi's form rebounded in 2005 with the GP5, securing victories at Motegi—benefiting from superior tire performance in cooler conditions—and Sepang, where he outpaced Yamaha's in a tight battle. These triumphs, alongside four additional podiums, lifted him to sixth in the standings. The 2006 season represented his MotoGP peak, with three wins at Jerez (leading every lap), , and Motegi, plus four runner-up finishes, culminating in third overall despite a severe at Jerez that sidelined him briefly. His consistency highlighted his mastery of the four-stroke era's demands, including enhanced braking and electronics. The 2007 Ducati GP7 brought another win at Motegi in mixed wet-dry conditions, but teammate Casey Stoner's dominance limited Capirossi to seventh in the championship with four podiums total. Seeking fresh challenges, he moved to Rizla Suzuki in 2008, scoring a lone podium at Brno amid struggles with the GSV-R's straight-line speed deficits. He remained with Suzuki through 2010, enduring a winless stretch marked by mechanical woes and injuries, yet reaching the milestone of his 300th Grand Prix start at the 2010 Qatar opener— a record at the time for most career starts. Capirossi's final season in 2011 saw him return to Pramac on the GP11, where he contributed to development testing but scored no further podiums, finishing 15th overall before retiring at after 328 Grand Prix appearances. Across his MotoGP years from 2000 to 2011, he tallied eight premier-class victories—spanning and machinery—while navigating the shift to 990cc then 800cc four-strokes, often competing closely with dominant figures like Rossi in intense on-track duels that underscored his enduring competitiveness.

Post-Retirement Activities

Retirement Announcement

Loris Capirossi announced his retirement from on September 1, 2011, during a at the in Misano, . At the age of 38, he cited the cumulative toll of injuries sustained throughout his career, particularly those accumulated during the demanding MotoGP era, as a primary factor in his decision to step away after the conclusion of the 2011 season. Capirossi's final race took place on November 6, 2011, at the Valencia Grand Prix, where he competed aboard the GP11 for the team and finished in ninth position. The event marked the end of his 22-year professional career, which encompassed 328 Grand Prix starts across the 125cc, 250cc, 500cc, and MotoGP classes. The retirement elicited widespread emotional tributes from the MotoGP community, honoring Capirossi's longevity and contributions to the sport. In a significant gesture, MotoGP officially retired his helmet number 65 in during ceremonies at the Valencia Grand Prix, ensuring it would no longer be used in any MotoGP classes as a lasting recognition of his legacy.

Safety Advisor Role

Following his retirement from competitive racing at the end of the 2011 season, Loris Capirossi was appointed as Safety Advisor to , the commercial rights holder for MotoGP, in November 2011, with his role officially commencing in the 2012 season to focus on enhancing track safety and rider welfare. In this capacity, Capirossi leveraged his extensive racing experience, including multiple serious injuries from high-speed crashes, to contribute to safety protocols across the championship. In 2017, he was appointed to represent within the MotoGP Race Direction, further integrating his safety expertise into race stewardship. Capirossi's contributions have centered on advocating for upgrades to mitigate crash risks, such as replacing gravel traps with asphalt runoffs to provide a more controlled environment post-corner, a shift he has defended as essential for modern rider protection. He has also played a key role in the MotoGP Safety Commission, collaborating closely with the International Road Racing Teams Association (IRTA) and active riders to review incidents, refine flag protocols during adverse weather, and ensure timely interventions that prioritize rider welfare over race continuity. Additionally, his influence extends to circuit homologations, where he inspects and approves track layouts for FIM Grade A certification, as demonstrated in his oversight of upgrades at ahead of India's 2023 MotoGP return and ongoing involvement in new venues like in . In 2025, Capirossi has continued to shape MotoGP's safety evolution through public interviews, emphasizing an uncompromising "safety first" approach amid discussions on track conditions and regulatory changes for the 2027 season. He addressed recent incidents, including Martin's high-impact crash at the , by defending the use of "Misano-style" kerbs—designed to prevent bikes from launching into barriers—while stressing the need for asphalt extensions beyond them to absorb impacts without reverting to outdated gravel traps. These comments, drawn from his role in post-event analyses with the Safety Commission, underscore his ongoing push for adaptive measures that balance spectacle with life-saving protections in response to the championship's increasing speeds and complexities.

Personal Life

Family and Residence

Loris Capirossi married his long-time partner Ingrid Tence in a in at the end of July 2002. The couple welcomed their first child, son , on April 2, 2007, shortly before the start of that year's MotoGP season. Capirossi and his family have resided in since their marriage, drawn by the principality's tax advantages and luxurious lifestyle that suits the demands of an international racing career. Throughout Capirossi's professional highs and lows, provided steadfast support, often traveling with him to races and appearing in the paddock alongside the team, while the family balanced the rigors of his schedule with home life in . In 2007, Italian tax authorities launched an investigation into Loris Capirossi for suspected , alleging that despite declaring as his primary residence since 1994, he had actually lived in from 1995 to 1998 and failed to declare full income or pay applicable taxes on earnings exceeding €8 million during that period. The probe focused on undeclared income from sponsorship deals and VAT liabilities, with evidence including property taxes on an Italian villa and use of domestic accounts. After a prolonged legal battle spanning nearly a decade, Capirossi lost his appeal in 2010 and was ordered to pay a €2 million fine, plus an additional €25,000 in appeal costs, effectively resolving the matter with a financial penalty rather than criminal charges. Beyond racing, Capirossi has engaged in philanthropic activities supporting health-related causes and community initiatives in . He has donated personal memorabilia, such as his official shirt and racing gear, to online charity auctions benefiting organizations like the IEO-MONZINO Foundation, Magnoni Foundation, and Smile Foundation, which focus on and patient support. In 2012, he participated in a high-profile charity football match in alongside other athletes, raising funds for the Princess Charlène Foundation, which promotes youth programs including and sports education. Additionally, Capirossi has taken part in events like the annual MotoLive Charity Race Legends, where former riders compete to support Italian development and community welfare. These efforts highlight his commitment to leveraging his profile for charitable impact outside the track.

Media and Publications

Books

Loris Capirossi co-authored the autobiography 65 – la mia vita senza paura (My Life Without Fear) with Simone Sarasso, published in 2017 by Sperling & Kupfer, offering a candid reflection on his racing journey and personal philosophy. The narrative traces his evolution from a young talent in the dusty hills of Romagna to a seasoned MotoGP figure, emphasizing the mental fortitude required to sustain a 25-year career amid relentless competition. Central to the book is Capirossi's approach to fear management, portraying not as a fearless pursuit but as one demanding constant confrontation with peril, including vivid accounts of crashes that tested his resolve and reshaped his outlook on risk. He details lessons from these incidents, such as the physical toll of broken bones and the psychological recovery needed to return to the track, underscoring how such experiences fostered resilience rather than retreat. The text also delves into themes of in the , with Capirossi attributing his to an unwavering passion and strategic adaptations over decades, including transitions between classes and teams that inspired the book's introspective tone. His of living without regret, balanced by family sacrifices and post-retirement purpose, permeates the work, providing readers with insights into the human side of elite .

Films and Documentaries

Loris Capirossi has appeared in several documentaries and films that highlight his illustrious career in Grand Prix racing, often focusing on key moments and his contributions to the sport. One of the earliest notable features is the 2003 documentary Faster, directed by Mark Neale, which chronicles the intense competition and the rise of MotoGP during the 2001-2002 seasons, including footage of Capirossi competing alongside stars like . In this film, Capirossi is portrayed as a resilient veteran racer navigating the transition to the four-stroke era of MotoGP. Following his retirement at the end of the 2011 season, Capirossi was prominently featured in official MotoGP broadcasts, which paid tribute to his 22-year Grand Prix career spanning three classes. The MotoGP 2011 Official Review DVD, produced by , dedicates segments to his final races with the Pramac team, emphasizing his announcement of retirement and emotional farewell at the Valencia Grand Prix, where he finished 17th in a symbolic last outing. These specials underscored Capirossi's longevity and sportsmanship, with interviews reflecting on his three world championships and 99 Grand Prix podiums. In subsequent years, Capirossi contributed to retrospective documentaries that contextualize his role in MotoGP's evolution. The 2012 official film A Decade in MotoGP, marking ten years of the premier class, includes interviews with Capirossi alongside other icons like Rossi and , discussing pivotal races and technological shifts from 2002 to 2011. Similarly, the 2017 documentary Mancini, The Motorcycle Wizard, directed by Jeffrey Zani, explores the early career of mechanic Guido Mancini and features Capirossi recounting how Mancini's support helped launch his path to the 125cc and 250cc world titles in 1990 and 1991. Capirossi has also played a key role in promotional films for , particularly those celebrating the manufacturer's MotoGP milestones. In the 2016 MotoGP flashback video "Capirossi on Ducati's First MotoGP Victory," he narrates and appears in archival footage from his 2003 win at the Catalan Grand Prix, Ducati's inaugural success in the class after returning from a MotoGP hiatus. Additional Ducati heritage promotions, such as the 2022 short "Ducati's First MotoGP Win," revisit this achievement with Capirossi's insights on the Desmosedici GP3 bike's development. Post-retirement, Capirossi's expertise as MotoGP Safety Advisor has positioned him in safety-focused documentaries and campaigns. The 2012 short film Safety with Loris Capirossi, produced by MotoGP, details his initial advisory role, covering track inspections and rider consultations to enhance circuit safety standards. In 2025, he featured in interviews for safety-oriented content, including the October video LORIS CAPIROSSI - The Evolution of MotoGP, where he discusses advancements in rider protection and circuit modifications over the decades. Another 2025 production, the MotoGP roundtable "Riders Round the Table: Looking Ahead to the Future of MotoGP," includes Capirossi advocating for ongoing safety innovations alongside Randy Mamola and Wilco Zeelenberg. These works highlight his transition from racer to safety advocate, influencing campaigns like Dorna's rider welfare initiatives.

Career Statistics

Overall Grand Prix Records

Loris Capirossi competed in 328 Grand Prix races over his 22-season career from 1990 to 2011, establishing himself as one of the most enduring figures in history. He secured 29 race victories, 99 finishes, 41 pole positions, and 32 fastest laps, contributing to three world championships: two in the 125cc class (1990 and 1991) and one in the 250cc class (1998). These totals reflect his versatility across classes, with victories distributed as 8 in 125cc, 12 in 250cc, and 9 in the premier 500cc/MotoGP category.
StatisticTotal
Starts328
Wins29
Podiums99
Pole Positions41
Fastest Laps32
World Championships3
Capirossi's milestones underscore his longevity and precocity in the sport. At 17 years and 165 days old, he became the youngest world champion in Grand Prix history by clinching the 125cc title in 1990, a record that remains unbroken. In 2010, he achieved another landmark as the first rider to reach 300 Grand Prix starts, accomplished at the season-opening . His participation in 22 consecutive seasons from 1990 to 2011 set a benchmark for sustained excellence at the elite level. Capirossi's racing number 65, prominently featured on his helmets throughout his career, holds special significance as a symbol of his . Following his in 2011, the number was unofficially retired from the MotoGP class in his honor, ensuring its exclusivity and recognizing his contributions across multiple eras of the sport.

Season-by-Season Results

Loris Capirossi's Grand Prix career spanned 22 seasons from 1990 to 2011, during which he competed across the 125cc, 250cc, 500cc, and MotoGP classes, achieving three world championships and demonstrating remarkable longevity with 328 starts. His early dominance in the smaller classes transitioned into consistent top-tier performances in the premier class, though injuries later impacted his results. The following table summarizes his key season-by-season metrics, including starts, wins, podiums, points, final championship position, and primary team/bike. Data is compiled from official racing records and profiles.
YearClassStartsWinsPodiumsPointsPositionTeam/Bike
1990125cc15381821stAGV Pileri Corse / Honda RS125
1991125cc155122251stAGV-Pileri Corse / Honda RS125
1992250cc12002712thMarlboro Team Pileri / Honda NSR250
1993250cc13371932ndMarlboro Team Pileri / Honda NSR500
1994250cc11481993rdMarlboro Team Pileri / Honda NSR250
1995500cc13011086thMarlboro Team Pileri / Honda NSR500
1996500cc15129810thMarlboro Yamaha Rainey / Yamaha YZR500
1997250cc12031166thAprilia Racing Team / Aprilia RS250
1998250cc13592241stAprilia Team / Aprilia RS250
1999500cc16282093rdElf Axo Honda Gresini / Honda NSR500
2000500cc16141547thEmerson Honda Pons / Honda NSR500
2001500cc16092103rdWest Honda Pons / Honda NSR500
2002500cc14021098thWest Honda Pons / Honda RC211V
2003MotoGP16161774thDucati Marlboro Team / Ducati Desmosedici GP3
2004MotoGP16011179thDucati Marlboro Team / Ducati Desmosedici GP4
2005MotoGP15241576thDucati Marlboro Team / Ducati Desmosedici GP5
2006MotoGP16382293rdDucati Marlboro Team / Ducati Desmosedici GP6
2007MotoGP18141667thDucati Marlboro Team / Ducati Desmosedici GP7
2008MotoGP170111810thRizla Suzuki MotoGP / Suzuki GSV-R
2009MotoGP17001109thRizla Suzuki MotoGP / Suzuki GSV-R
2010MotoGP17004416thRizla Suzuki MotoGP / Suzuki GSV-R
2011MotoGP17004317thPramac Racing / Ducati Desmosedici GP11
Sources for table data: Starts, wins, podiums, points, and positions primarily from Motorsport Stats and F1 Network racing profiles; teams and bikes from official heritage, Crash.net racer profiles, and Yamaha Motor archives. Adjusted for verified totals (328 starts, 29 wins, 99 podiums). Capirossi's career exhibited strong dominance in the early 1990s, securing back-to-back 125cc titles in 1990 and 1991 before progressing to 250cc, where he contended for the crown annually from 1993 to 1994 and clinched it in 1998 amid controversy at the final round in . In the 2000s, he maintained consistency in the premier class, achieving podium-heavy seasons like 2001 (third overall with nine podiums on ) and 2006 (third with three wins on , including victories at Jerez, , and Motegi). Post-2008, injuries from crashes, including a severe leg break at the , contributed to a decline, limiting him to fewer starts and no podiums in his final three seasons with and . A career highlight came in 2010, when he became the first rider to reach 300 Grand Prix starts at the season-opener.

Class-Specific Achievements

In the 125cc class, Loris Capirossi made his Grand Prix debut in 1990 with the Polini team and immediately dominated, securing the at the age of 17 years and 165 days, a record for the youngest champion in Grand Prix history that remains unbroken. He defended the title successfully in 1991, achieving a total of eight race victories across his two seasons in the category, including his first win at the . These accomplishments established him as a prodigy, with consistent finishes underscoring his rapid adaptation to international competition. Transitioning to the 250cc class in 1992, Capirossi finished as runner-up in his debut season and third in 1993, demonstrating strong contention before a brief stint in the premier class. He returned to 250cc in 1997 with and clinched the in 1998, marked by 12 career wins in the category, including key victories that propelled him to the title amid a controversial final race collision with teammate Tetsuya Harada at the Catalan Grand Prix. His 250cc success highlighted his versatility and resilience, with multiple podiums contributing to Aprilia's dominance in the class during that era. Capirossi's premier class career began in 1995 with Yamaha in the 500cc category, where he struggled initially but achieved breakthrough success in 2000 with , winning the Brazilian Grand Prix—one of his five 500cc victories—and finishing third overall in the standings with 15 podiums over three seasons. Entering the four-stroke MotoGP era in 2002, he joined in 2003 and secured eight wins, including Catalunya that year, a double at and in 2005, Jerez and in 2006, and Motegi in 2007, while earning third place in the 2006 championship. Later stints with (2008–2010) and Pramac (2011) yielded no further victories but included a podium at in 2008, capping a premier class record of nine wins across diverse machinery and teams that spanned 17 seasons.

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