2014 MotoGP Sepang 1 Day 3 Round Up: Marquez' Consistency, Lorenzo's Speed, And Ducati's Open Dilemma
On Thursday, the riders opted almost unanimously to go out first thing in the morning. It was a wise choice, conditions proving ideal to see the fastest ever lap around the circuit set, beating Casey Stoner's time from 2011. The name of the rider that took Stoner's record from him? Marc Marquez, the man brought in by Honda to replace the departing Australian.
Marquez' time was impressive, but he was not the only man to get under the two minute mark. Valentino Rossi, Jorge Lorenzo, and the continually surprising Aleix Espargaro also cracked the barrier, though none were quite capable of getting under Stoner's old record. The first 30 minutes of testing had produced a scintillating start to the day, whetting the appetite of all in the paddock for more.
While Marquez' time is without doubt a fantastic lap, perhaps the most impressive time was set by Jorge Lorenzo. His fastest time, and the fastest time of the test up until that point, was set on his first flying lap of the day. It was, if you like, a simulation of the start of the race: firing off the line from pit lane exit, getting up to speed immediately, and then going on to set a lap record. Normal fare for Lorenzo, whose flying starts have become something of a trademark. What made it truly incredible was the fact that this was done on new tires, on his very first laps of the day. On race day, Lorenzo has the morning warm up to get up to speed, but not today. Fast straight out of the starting blocks, then following it up with another 1'59.9. If you ever needed proof of Lorenzo's metronomic ability, this was surely it.
Motorcycle racing championships are like a pendulum, flowing back and forth between one rider and another, between one manufacturer and another. One year, Yamaha is on top, the next, it's Honda. One year, Yamaha manages to exploit the rules best, the next year it's Honda.
On the evidence of the first two days of testing – scant evidence indeed, but all we have to go on at the moment – conditions appear to favor Honda. With a liter less fuel to play with, and the new tires being introduced by Bridgestone, it looks like the tide is flowing Honda's way, while Yamaha is set to suffer. For the Factory Option entries at least; in the Open category, the tide is flowing very firmly in the other direction, with Aleix Espargaro and the NGM Forward Yamaha blowing Honda's production racer out of the water.
That the fuel reduction would favor the Honda was expected, but the advantage might be bigger than Yamaha would like to admit. After a tough first day of testing, Jorge Lorenzo spent all of Wednesday trying to recover his confidence in the bike, as his crew searched for a set up that would smooth power delivery and give him the precise throttle control his high-lean-angle – and high risk – strategy demands. They were successful, at least in renewing Lorenzo's confidence in the bike, he told the press.
It has been a fascinating first day of testing at Sepang. And like all fascinating days, it has been long, tiring, and utterly inspiring. There were surprises, disappointments, and rumors confirmed and denied. It was, in short, a good day at the office.
Marc Marquez was fastest – it goes almost without saying – the 2013 world champion picking up where he left off. He was quick from the off, and put in a final burst of speed at the end of the day to open the gap on the rest, finishing with half a second advantage. Braking stability was the watchword for the Repsol Honda team, especially rear grip on braking and corner entry, with both Marquez and Dani Pedrosa working on a slightly revised version of the 2014 RC213V which both men had tested at Valencia last year.
Their main focus – like those of everyone on their first day back on a MotoGP – was just to get used to the speed again. The switchover had been toughest for Cal Crutchlow, the Englishman claimed. He had ridden a motocross bike for exactly one day, he said, spending the rest of his winter training on his bicycle. The speed differential between a 20-speed racing bicycle and a 6-speed Ducati Desmosedici is nothing if not cavernous.
The test ban is over, and the MotoGP season is about to get underway. Bikes are already circulating, as the test riders put the first versions of the 2014 models through a shakedown to ensure that everything is in place, and working the way the engineers intended. In a few hours, we get the first glimpse of what the 2014 season could hold.
The rule changes for 2014, though at first glance relatively small, could have a major impact. For the front runners, the fuel allowance is dropped from 21 to 20 liters, a change requested by the manufacturers to give them the engineering challenge they demand to justify their involvement. All of the Factory Option (the designation for the bikes which have been referred to as factory prototypes for the last two seasons) entries must now use the spec Magneti Marelli ECU, but they retain the ability to develop their own software for the computer which sits at the heart of every modern vehicle. That reduced fuel allowance will place a premium on fuel conservation, meaning the manufacturer who can reduce friction, thermal efficiency and combustion efficiency will hold the upper hand.
It's not just the factory bikes that have a new designation. The CRT category has disappeared, replaced by the Open class. The change is not as big as the renaming would appear. Like the CRT bikes, they have 12 engines instead of 5 to last the season, and 24 liters of fuel to last each race. And like the Factory Option bikes, they must also use the spec Magneti Marelli ECU. The difference, with both the Factory Option bike and last year's CRT machines, is that now they must use the Dorna-controlled software, written by Magneti Marelli to Dorna specifications. The switch to control software means that the claiming rule, which defined the CRT class, has been dropped. Anyone can enter anything in the class, from modified Superbike (as long as, like Aprilia's ART machine, it uses a prototype chassis) to full-fat factory engine, as long as they use the spec software.
The 2014 MotoGP season marks a key point in the evolution of Grand Prix racing. Next season, all entries in the MotoGP class must use the Magneti Marelli standard ECU and datalogger as part of their hardware package. For the first time in history, electronics have been limited in motorcycle racing's premier class.
It is a small victory for Dorna and the teams, however. Only the hardware has been regulated. All entries must use the standard ECU, but the choice of which software that ECU runs is up to the teams themselves. If a team decides to run Dorna's standard software, they get extra fuel to play with, and more engines to last a season. If a factory decides they would rather write their own software, they are also free to do so, but must make do with only 20 liters to last a race, and just five engines to last a season.
The difference between the two - entries under the Open class, using Dorna software, and as Factory option entries using custom software - is bigger than it seems. Open class entries are stuck with the engine management strategies (including launch control, traction control, wheelie control, and much more) as devised and implemented by the Magneti Marelli engineers, under instruction by Dorna. Factory option entries will have vastly more sophisticated strategies at their disposal, and manufacturers will be free to develop more as and when they see fit.
It's been a busy time for motorcycle racing in the south of Spain. With the winter test ban about to commence, and now in force for both MotoGP and World Superbikes, the teams are heading south to get some development work done while they still can. For the World Superbike and MotoGP Open class teams, their destination is Jerez, while Moto2 and Moto3 are at Almeria, in Spain's southeastern corner.
At Jerez, Suzuki has just wrapped up a test, and Yakhnich Motorsport are taking the MV Agusta F4RR out for its first spin. The Jerez test was Eugene Laverty's first opportunity to ride the GSX-R1000, after the Irishman had signed for the Crescent Suzuki team, who have swapped title sponsors from Fixi to Voltcom. The move is a step down from the full factory Aprilia team for Laverty, but it is a long-term investment for the Irishman. Speaking to German language website Speedweek.com, Laverty explained that he believed that it was easier to move development on a project forward with a smaller group of people than inside a large organization.
2013 Valencia Post-Race Test Day 3 Round Up: Ducati's Hope, Espargaro's Improvement, And Hayden's Honda
The rain that threatened didn't come, to both the relief and the despair of everyone at the MotoGP test in Valencia. After 18 races, three flyaways and two days of testing, there were plenty of folk who had been secretly doing rain dances so they could pack up and go home early. As much as we all love MotoGP - and given the number of people who have to work second jobs to be able to afford to be there, love is the only explanation - the season is long and tiring, and testing is necessary, but a real grind to both do and watch. There were a lot of jealous looks at the empty space where the Factory Yamaha trucks had stood, the team having upped sticks and left at the end of Tuesday.
There were plenty of people who were happy to ride, though, and people who had things to test. Pol Espargaro was delighted to be back on the bike, and continued his impressive debut on the Tech 3 bike. Aleix Espargaro continued work on the NGM Forward Yamaha FTR, while Hiroshi Aoyama and Nicky Hayden continued to ride the production Honda. At Ducati, a mildly despondent Andrea Dovizioso continued to turn laps, while new signing Cal Crutchlow learned about the grind that riding for Ducati can be, testing lots of things that don't appear to make much difference to the bike. Crutchlow remained positive, pointing to the fact that even though the experiments had failed to produce a blistering lap time, the fact that his feedback was the same as Dovizioso's and the other Ducati riders, it would prove useful in the search for improvement.
2013 Valencia Post-Race Test Day 2 Notes: Hayden's Honda, Edwards On The FTR, And The Brothers Espargaro
The track was a lot busier on Tuesday at Valencia, after the halfhearted beginning to MotoGP testing on Monday afternoon. A group of well-rested riders took to the track to get prepared for the 2014 onslaught, and take the first steps on the road to a new season. Some familiar faces, some new faces, but also a couple of new bikes, with the Yamaha FTR machines run by Forward Racing making their debut on the track, and Nicky Hayden getting his first taste of the Honda RCV1000R.
The times set by the brand new Open class bikes hardly set the world on fire, but that was to be expected given the fact that this was the first time either of them had seen serious use in the hands of Grand Prix riders. 'Don't forget that Casey [Stoner] did just five laps in Motegi with that bike,' Honda principal Livio Suppo told me. 'It's really just a first shakedown with the riders.' That point was illustrated by Scott Redding, who has a problem with the wiring loom of the Gresini RCV1000R, and had to wait while they fixed that problem. It was probably for the best, as Redding is still struggling with injuries to his arm and back. The problems is worse in left handers, which Valencia has in abundance. By the end of the long left of Turn 13, the pain had become almost unbearable, Redding said.
2013 Valencia Post-Race Test Day 1 Round Up: Rossi's New Crew Chief, Crutchlow's Strong Debut, And Gigi Dall'Igna On Ducati's Future
Having a test on the Monday after the last race of the season is a rather cruel punishment for the MotoGP riders. The Sunday night after Valencia is usually a rather festive affair, with teams holding parties to mark either the departure of one rider, the arrival of a new one, celebrating success or drowning their sorrows. For those 'lucky' enough to go to the FIM Gala awards, a stately and formal affair, there is also the need to blow off some steam afterwards, riders never very good at sitting still for a couple of hours while official presentations are made. Most people in the paddock are usually a little worse for wear on Monday morning.
Several years ago, the riders were given respite on Monday as journalists were allowed to ride the bikes, but as technology and tires have moved on, just getting the tires to work requires the kind of commitment and riding talent sorely lacking among the denizens of the media center (though they would only admit it under severe torture). Tired of spending many thousands of euros to repair the damage done after the inevitable crashes, that idea was abandoned, freeing up the Monday testing slot. The last couple of years, it was filled by the Moto2 and Moto3 tests, but a single day was not much use, and so the Moto2 and Moto3 teams will now test separately.
So the start of testing saw quite a few bleary-eyed riders turn up for work on Monday afternoon, the test supposed to start at noon. Though the track was clear, and the weather was perfect - warm, dry, with thin clouds preventing the track temperatures from going sky high - much of the action was confined to pit lane, where hordes of reporters thronged around the Ducati, Gresini and Tech 3 garages, where Cal Crutchlow, Scott Redding and Pol Espargaro were due to make their debut. There was also plenty of ogling at Yamaha's 2014 machine, though there were virtually no discernible differences between it and the 2013 bike it replaces. MotoGP bikes tend to change in small evolutionary increments - a different frame wall thickness here, a weld moved a couple of millimeters there, or even more intangible, the invisible world of bits and bytes that control so much of MotoGP performance nowadays - so of the thirty of forty people milling around Jorge Lorenzo's 2014 bike, there may only have been two or three which could genuinely spot the differences. I was not one of them.
I knew it was going to be a big day at Valencia when I found myself taking two hours to get into the circuit on Sunday morning instead of twenty minutes. After years of relatively light traffic on the back roads, I took a wrong turning and found myself on the main motorway going from Valencia to Madrid, which was packed with cars and motorcycles heading to the circuit near Cheste. The sun was shining, two titles were to be decided between five Spaniards, and that had brought the fans out in force. I was stuck in the middle of them, reminding myself once again that the best way - the only way - to visit a motorcycle race is on a motorcycle. These were big, big crowds who had come to see a show.
And what a show they got. The Moto3 race took a while to come alight, but once it did it was explosive. The first casualty was Luis Salom, the championship leader falling shortly after the halfway mark. It was his second unforced error in consecutive races, surprising given that Salom is the oldest and most experienced of the three men in the running for the Moto3 title. That left Alex Rins and Maverick Viñales, and with four laps to go, the battle started hotting up in earnest. Viñales was pushing, getting past Rins only to run wide and let the Estrella Galicia rider back through. He looked wild, off line, barely in control, and liable to crash out at any time. But he didn't, he held on, diving past Rins in the final corner to take the lead and leaving him nowhere to go. At Saturday's qualifying press conference, Rins predicted the Moto3 title would be decided in the last corner. He was right, though he had probably hoped that it would be him deciding it in his favor.
Viñales was the first deserved winner of the day, and the first title to be settled. Despite having the fewest wins of the three title contenders, the Team Calvo rider held his nerve, profited from the mistakes of Salom and Rins, and when it counted, pushed home his advantage. Before Motegi, he had given up on winning the Moto3 title, he said after the race. But when Salom and Rins crashed out, he believed it was possible. He had complained about his bike all season, that it didn't have enough power and he couldn't keep up with his two main rivals. At Valencia, his team had given him the best bike of the year, and Viñales had repaid them with a win and a title. After Viñales tantrums at the end of 2012, when he refused to race and walked out of his then team, he had looked to be more trouble than he was worth. But team manager Pablo Nieto had decided he was worth a second chance. At Valencia, Nieto's faith was repaid with interest.