How quickly things change. Yesterday, it looked like Jorge Lorenzo had handed the 2013 MotoGP championship to Dani Pedrosa on a plate, by crashing unnecessarily at Turn 10, and bending the titanium plate he had fitted to his collarbone after breaking it at Assen. Today, Pedrosa did his best to level the playing field again, by pushing a little too hard on a cold tire at Turn 1, and being catapulted out of the saddle in a cold tire, closed throttle highside. He flew a long way, and hit the ground hard, coming up rubbing his collarbone much as Jorge Lorenzo had done. He was forced to miss qualifying, and for most of the afternoon, it looked like he too could be forced to miss the Sachsenring race, and possibly also Laguna Seca.
At the end of the afternoon, the medical intervention team - a group of experienced Spanish emergency doctors who spend their free weekends hooning around race tracks in hotrodded BMW M550d medical cars - gave a press conference to explain Pedrosa's medical situation, and what had happened that afternoon. Dr Charte and Dr Caceres told the media that Pedrosa had had a huge crash, walked away feeling dizzy, and been rushed to the medical center. There, he had one X-ray on his collarbone, but just as he was about to have a second X-ray, his blood pressure dropped dramatically. The second X-ray was immediately aborted as the medical staff intervened to stabilize Pedrosa.
There's an expression in the Dutch language, "een ongeluk zit in een klein hoekje," which translates literally as "accidents hide in small corners." It seems particularly relevant at the Sachsenring on Friday, as while there were crashes galore at Turn 11, the fast corner at the top of the long downhill run to the two final left handers, Jorge Lorenzo crashed at Turn 10, the uphill left which precedes Turn 11. It is not much of a corner, just the last of the long sequence of left handers which proceed from the Omegakurve towards the top of the hill, and the plunge down the waterfall. But it was enough to bend the titanium plate holding Jorge Lorenzo's collarbone together, and put him out of the German Grand Prix, and maybe Laguna Seca as well. That relatively minor corner may have ended Jorge Lorenzo's championship hopes.
What happened? It's hard to say exactly, but buoyed by the fact he topped the timesheets in FP1, and was consistently fast, Lorenzo came out in FP2 in attack mode. He pushed aggressively for the first two laps, setting a time that would put him in 4th on just his second full lap out of the pits. He was faster still round the first two sectors of the track, and then Turn 10 happened. The factory Yamaha man was thrown off his bike and into the air, landing having on his shoulder and back. The impact was violent enough to bend the titanium plate, and Lorenzo immediately knew something was wrong. He got up, zipped open his leathers and started gingerly feeling his collarbone.
2013 Sachsenring MotoGP Thursday Round Up: On Rossi's Return, Pedrosa's Invincibility, And Riding Injured
The big question, of course, is can he do it again? After taking his first win two-and-a-half years and 45 races (after Assen, there were a lot of tortuous calculations being made trying to squeeze the number '46' in somewhere) after his previous one, the question is, was it just a one-off or is Valentino Rossi capable of fighting for the win every weekend from now on?
It's a tough call to make, but on the evidence so far, things are looking good for the Italian. Rossi's braking problem appears to have been solved, allowing him to ride in the way he wants to. The front end tweaks which his crew chief Jeremy Burgess found at Aragon seem to have worked, and given Rossi confidence in braking again.
Just what those changes were? Matt Birt, writing over on the MCN website, has a full explanation of the changes made by Burgess, but the short version is that they found a solution to cope with the softer construction front Bridgestone tires introduced last year. Revised fork innards, including changed shims, has made the first part of the fork travel a stiff enough to compensate for the softer tire construction, allowing him to brake harder, yet still turn the bike. Now able to enter corners as he wishes, he should be able to at least fight with the front runners from the start.
With the start of the summer break coming up in ten days time, contract negotiations are starting to hot up for the 2013 MotoGP rider market. The two race weekends at the Sachsenring and then Laguna Seca will see a frenzy of meetings, horse trading and secret talks as the few open MotoGP seats for 2014 get closer to be being filled.
The biggest problem facing riders looking to upgrade their seat is the scarcity of good seats available, both for 2014 and beyond. The Repsol Honda and Factory Yamaha teams are fully booked through the 2014 season, and even after that, it is hard to see them changing personnel. Jorge Lorenzo has shown he has the potential to win multiple championships for Yamaha, and Marc Marquez looks like doing much the same at Honda. Neither man is showing any intention of going anywhere for the foreseeable future.
Dani Pedrosa is looking stronger than ever, and has to be getting closer to his first ever MotoGP title. Though he considered retiring early after a couple of difficult years with injury, the Spaniard has rediscovered his passion for racing, and is also likely to extend his contract with Honda again once it comes up for renewal at the end of next year.
At Assen, Ducati MotoGP Project Director Paolo Ciabatti revealed to the MotoGP.com website that they, too, will be offering bikes for non-MSMA teams in 2014. While Honda is selling a simplified production racer version of the RC213V, and Yamaha is to lease M1 engines, the package Ducati is offering could turn out to be very interesting indeed. Instead of producing a separate machine, Ducati will be offering the 2013 version of the Desmosedici to private teams, to be entered as non-MSMA entries, and using the spec electronics hardware and software package provided by Magneti Marelli.
Although the current 2013 machine is still far from competitive - at Assen, the two factory Ducatis finished 33 seconds behind the winner Valentino Rossi, and behind the Aprilia ART machine - the special conditions allowed for non-MSMA entries make the Desmosedici a much more interesting proposition. Though the main difference between the MSMA entries (i.e. factory and satellite teams, using bikes run directly from the factories) and non-MSMA entries (i.e. privateer teams, using any bike they like) is in the choice of software for the spec ECU (MSMA entries get to write their own software, non-MSMA entries have to use the standard Marelli software), the amount of fuel (20 vs 24 liters) and the number of engines (5 vs 12), there are a couple of other differences which are also significant.
This was a day when legends were born. After race after race of watching clinical perfection, savored mainly by the Grand Prix connoisseur, the 83rd Dutch TT at Assen was a shot of raw, unfiltered passion, emotion, will, strength and determination. It was a day which will live in the memories of everyone there for many years to come, for more reasons than there is space to mention. It is partially a tale of how a great circuit helps produce great racing, but it is mostly about the way that logic does not always triumph in sport. And that the will to win can drive elite athletes to go beyond themselves, and explore limits they didn't know they had.
What will we remember most? Valentino Rossi's return to victory, after two barren years at Ducati and the fear that he had lost his edge with age? The exhilarating battles that took place for the top five, with passes being made despite the risks? With another chapter in the fierce rivalry that is building in Moto2, between Pol Espargaro and Scott Redding? With Luis Salom's mature and calculated last lap lunge to take the win in Moto3? Or the story of Jorge Lorenzo, who broke his collarbone on Thursday, flew back and forth to Barcelona to have a plate fitted, and then raced despite the pain, 36 hours after his operation?
What an intriguing weekend the 83rd running of the Dutch TT at Assen has turned out to be. (Well, I say weekend, it's still Friday, but in any racing paddock, the weekend starts once bikes roll out for the first practice, and ends when the final press conference of the day is completed.) The story lines are plentiful, made possible by mixed conditions, low grip and a barrel load of ambition.
First, there's the MotoGP polesitter. Cal Crutchlow took his first ever pole in the class on Friday, with a perfectly-timed lap to blast ahead of Marc Marquez and earn himself a Tissot watch. He left it to the very last lap, but cut it very fine indeed. He crossed the finish line with just 3 seconds left on the session clock, giving him a final attempt at pole. He had worked out he would make it across the line for one last shot by looking at the sector times displayed on the digital dashboard, but when he exited the GT chicane and saw the starter already out with the checkered flag, he had gotten a little nervous.
Winning a MotoGP championship - in fact, winning any motorcycle racing championship - is very hard indeed. It takes years of training, and a full season of utmost concentration, and hours, days, weeks, months of hard work to get everything as perfect as possible. Losing a championship is done in seconds, maybe milliseconds. A single, small mistake, and you can throw away everything you have devoted your life to achieving.
Jorge Lorenzo came into Assen on a roll, off two victories in a row, at Mugello and Barcelona. Assen is a track which suits the Yamaha, and at which Lorenzo is outstanding. He was comfortably fastest in the morning session, ahead of Cal Crutchlow on the other Yamaha, and was just starting to get into the swing of things on a soaking track when he hit a patch of water deeper than he was expecting. In the blink of an eye, he was tossed from his bike and onto his shoulder, suffering a displaced fracture of his left collarbone which will ensure that he will miss the race on Saturday at Assen. The momentum Lorenzo had been amassing in the previous races just hit a brick wall.
Lorenzo crashed at the worst part of the circuit conceivable. He entered the Hoge Heide corner - a fast right-left flick, with a little bit of camber - at 238 km/h, according to a Yamaha spokesperson, hitting the same section of track he had been riding over for the past seven laps in a row. But the rain which had been falling heavily and steadily had caused water to gradually start pooling in ever greater quantities on the track. The eighth time Lorenzo hit that corner, the situation had changed, just enough for him to be catapulted off his bike and break his collarbone. It was an uncharacteristic mistake from an otherwise flawless rider.
2013 Assen MotoGP Wednesday Round Up: Of Weird Wednesdays, Difficult Ducatis, And MotoGP's Long Term Future
Wednesday at Assen is always a rather odd day. At most rounds, Wednesday is a travel day, and the paddock regulars spend the day in airports, planes and hire cars. But because the race at Assen is on Saturday, the events that normally take place on Thursday such as the pre-event press conference, happen a day earlier. That leaves everyone with the racing equivalent of jet lag, their bodies and minds 24 hours behind events. Mentally, we are all prepared for a day of torpor and inaction. What we are greeted with is a day of rushing around to talk to riders, team managers, and anyone else foolish enough to cross our paths. Mind battles physical reality, and both come out losers.
Even focusing on the upcoming race is hard. Rolling into the circuit under bright skies and cheery temperatures - not warm, but not freezing either - feels slightly surreal after having studied the weather forecasts for the coming days. While race day is likely to be dry, Thursday and Friday look like being full wet days. What that means is that practice may not be much of a guide to what actually happens on race day, rendering practice and qualifying relatively meaningless.
Ducati, at least, will welcome the rain. "The rain is bad for the fans, but it's good for Ducati," Nicky Hayden quipped, though he was not entirely happy with the situation. The Ducati goes very well in the wet, despite still struggling in the dry. Though a wet race may act as a placebo - though perhaps an analgesic is a better metaphor - in easing the pain of the Ducati riders, the fact of the matter is that Andrea Dovizioso, Nicky Hayden, Andrea Iannone and Michele Pirro, still taking the place of the injured Ben Spies, are starting to run out of options.
The Dutch TT at Assen looks like being a very busy few days for everyone looking for a ride next year. The end of June has been earmarked as a deadline for all sorts of negotiations, from rider contracts to bike projects. Decisions will be made and contracts - or at least letters of intent - will be signed. A lot of paperwork should get done by the time the trucks roll out of the paddock on Sunday, heading for Germany and the Sachsenring.
Though most of the prototype rides are already wrapped up, there are still a few seats open, and some interesting and major changes could be on the way. The focal point for the future, and the key to all of the moves for next year is Scott Redding. The young Briton has raised his game in 2013, elevating himself to both the favorite for the 2013 Moto2 title, and hot property for MotoGP next season. Redding's prospects went from a possible ride on a Honda production racer with Marc VDS, on a relatively limited budget, to factories reconsidering their current contracts to see if they can make room for the Gloucestershire youngster.
Redding's options are still very open, the only limit the existing contracts the factories have. All three manufacturers would be keen to get their hands on him, with Ducati the current favorite to secure his services. Yamaha's hands are perhaps most tied, especially as Cal Crutchlow appears to be drawing ever closer to renewing his contract with the Tech 3 team, possibly including some kind of additional support from the factory. Redding could only join Yamaha if Bradley Smith could be persuaded to step aside, but the Englishman's contract looks to be pretty watertight so far.