September 21st, 2014
Michael van der Mark will be moving up to the World Superbike class for the 2015 and 2016 seasons. The move had been widely expected, after the 22-year-old Dutchman had shown a very strong progression in his second World Supersport season, culminating in clinching the title with a thrilling at the last round in Jerez.
Van der Mark is to stay with the Ten Kate team, who recognized his talent early and supported him throughout his European Superstock 600 and World Supersport career, putting him on the CBR1000RR in the Pata Honda WSBK squad. Though Van der Mark will be staying with the team, his contract is now directly with Honda, rather than with Ten Kate. The deal with Honda is a three-year one, with Van der Mark aiming to make the move to MotoGP after two seasons in World Superbikes with Pata Honda.
The Dutchman will be taking the place of the departing Jonathan Rea in the Pata Honda team. Though Rea had come close to signing a deal in the MotoGP paddock, where he had several offers, the 27-year-old is to make the switch to the Kawasaki team, where he will attempt to dethrone his new teammate and World Superbike champion Tom Sykes. The second slot in the Pata Honda team will be taken by Sylvain Guintoli.
Below is the press release issued by the Pata Honda team:
Two years of World Superbike for van der Mark and Honda
Corrado Cecchinelli Interview: The Goal Of MotoGP's Spec Software? More Usable, More Relevant To The Road
From 2016, the entire MotoGP class will switch to a single, spec software for the electronics on the bikes. Development of the software is to become a collaborative process, with the factories competing in MotoGP supplying code and requirements through a single website. This much we know. But what we don't know is much more interesting. Which technologies will be supported? Which functions will be available? How sophisticated will the software be? Who will lead the software process, the factories or Dorna?
To get answers to all of these questions and more I spoke to MotoGP's Director of Technology, Corrado Cecchinelli at Silverstone. He is the man in charge of the process of making the switch to the spec, or unified software, as it is now being called. Cecchinelli will manage the development process, and define the goal of the unified software, trying to create a level playing field for all of the competitors.
It was a long and interesting interview. We covered many subjects, from the logistics of the development process, to the technologies which will be allowed, to what Cecchinelli sees as the objective of the software, and the goals it should achieve. Cecchinelli described in some detail how the development process for the unified software is to work, and how the process will be managed. It will be a collaborative process, but it will not, as some fans had hoped, be a fully open process, with fully public access to the code.
Cecchinelli then set out his vision for the unified software, both in terms of implementation at the track and its application in production bikes. The goal is that any MotoGP-level electronics engineer should be able to extract the maximum performance from the software, rather than requiring mastery of an arcane and excessively complex piece of software. It should be fully usable by the engineers in the independent or non-factory teams, allowing them to use the software to its full potential. This is one of the complaints made by the Open teams at the Sepang test at the start of the year, when they were handed an extremely powerful, but extremely complex software update. The update was soon dropped, in favor of an evolution of the existing software.
The news that KTM would be building a MotoGP machine has been public since the beginning of August. In an interview with the German website Speedweek, KTM CEO Stefan Pierer confirmed that the Austrian manufacturer would be building a V4 MotoGP machine ready for the 2017 season.
KTM's MotoGP plans were confirmed again last weekend at Misano. KTM's head of motorsport Pit Beirer told the MotoGP.com website that they would indeed be building a MotoGP bike, and that work on the machine had already started. The bike, Beirer told MotoGP.com, would be a V4, would use a steel trellis frame, just as their Moto3 machines do, and would be kitted with WP suspension. Design work on the bike was already underway, with the bike scheduled to make its debut on track "at the end of next summer," Beirer said.
There would be no prospect of an early entry, however. The bike is to be prepared for the 2017 season, with testing going on from late 2015 onwards. The bike would be designed around the Michelin tires, which will be replacing Bridgestone as the spec tire from 2016 onwards. The bike would also be designed with the spec electronics and unified software package in mind, which is also to be compulsory from the 2016 season.
This year's MotoGP's silly season has seen many badly-kept secrets, and one of the very worst of them is now out in the open. Today, the LCR Honda squad confirmed what everybody has known since July, and suspected since the beginning of June: Jack Miller is to make the leap directly from Moto3 to MotoGP, to ride the Open class Honda in the LCR team alongside Cal Crutchlow.
Miller may be riding in the LCR Honda team, but hsi contract is directly with HRC. Lucio Cecchinello has long insisted that he has had no direct involvement with the deal, Honda working hard to secure the services of Miller for the future. Miller's contract is for three years, according to GPOne.com, and the young Australian will spend the next two seasons with LCR. That would put him in the frame for the second seat in the Repsol Honda team, with both Marc Marquez and Dani Pedrosa out of contract at the end of 2016.
MotoMatters.com is delighted to feature the work of iconic MotoGP writer Mat Oxley. Oxley is a former racer, TT winner and highly respected author of biographies of world champions Mick Doohan and Valentino Rossi, and currently writes for Motor Sport Magazine, where he is MotoGP correspondent. We are featuring sections from Oxley's blogs, which are posted in full on the Motor Sport Magazine website.
A new way of riding, a new way of crashing
Well, it appears that whoever coined the term ‘you can’t teach an old dog new tricks’ didn’t know what they were talking about.
On Sunday in Italy a middle-aged man defeated a young phenomenon for several reasons. Firstly, he’s learned a new trick or two.
I can only assume that Valentino Rossi discovered his new way of riding his Yamaha YZR-M1 by reading old copies of Grand Prix annual Motocourse because he seems to have adopted the outlandish riding style of 1990s BSB champ James Whitham. The Yorkshireman rode in a highly unusual fashion, with upper body completely out of line with the motorcycle, neck craning towards the inside of the corner, as if he was literally dragging his machine to the apex.
Misano was the stage for a flurry of negotiating among riders, though much of it was dependent on the fate of Scott Redding. As was previously the case with Marc Marquez, Jorge Lorenzo and Cal Crutchlow, Redding was proving pivotal in which seats would be available. With Redding now firmly ensconced in the Marc VDS Racing team for the next two years, the other seats can start to fill up.
Below is a list of all of the seats currently filled and available in MotoGP, with notes on individual contracts and speculation on who could fill the empty seats. PBM has sold its grid slots to IRTA, who will be selling them to Suzuki. The IODA team have made no announcement on their future, but they seem unlikely to continue, given the dearth of funding for the project. The grid as it stands consists of 24 bikes, two more than IRTA's target of 22. All 24 will get a start, but the grid slots with the worst record at the end of 2015 will lose their IRTA travel allowance.
Here's the state of play so far:
As usual, Bridgestone issued its post-race debrief after the Misano round of MotoGP on Tuesday. In the press release, chief engineer Masao Azuma explains the situation with the wet tires on Friday, how the rain on Friday affected tire choice on Sunday, and Jorge Lorenzo's decision to go with the hard front tire at Misano. The press release debrief appears below:
San Marino and Rimini MotoGP™ debrief with Masao Azuma
Tuesday, September 16 2014
Bridgestone slick compounds available: Front: Soft, Medium & Hard; Rear: Soft, Medium & Hard (Asymmetric)
Bridgestone wet tyre compounds available: Hard (Main), Soft (Alternative)
Movistar Yamaha MotoGP’s Valentino Rossi won his first race of the 2014 MotoGP™ season ahead of teammate Jorge Lorenzo in second place, and Repsol Honda’s Dani Pedrosa in third.
After the first day of the race weekend was subjected to heavy rain and the coldest track temperatures yet recorded this season, conditions for the rest of the weekend were fine and Sunday experienced the warmest weather of the weekend, resulting in a peak track temperature of 37°C for the race.
Q&A with Masao Azuma – Chief Engineer, Bridgestone Motorcycle Tyre Development Department
Can you explain the situation on Friday, when Bridgestone expanded its wet tyre allocation to make more soft compound wet tyres available to each rider? Why was this decision made, and did the soft compound wet tyres bring an improvement in grip over the hard compound?
It is no secret that Eugene Laverty is keen to move to MotoGP for the 2015 season. The Irishman has been present at the last three MotoGP rounds, touting his services around the teams in the hope of securing a ride. He has been in talks with Forward, Pramac and Aspar about a ride in 2015, but as yet, no deal has been announced.
It is certain that one has been signed, however. Today, the Voltcom Crescent Suzuki team - his team in World Superbikes - issued a press release wishing Laverty well on his step up to MotoGP. No details were given of where Laverty is headed, other than that he will not be in World Superbikes in 2015, but will be racing in MotoGP.
Though no announcement was made, it seems certain that Laverty will be riding a production Honda for Aspar in 2015. A deal had to wait until Scott Redding's future had been secured, as Redding was Aspar's preferred choice, despite never having spoken to either the Gloucestershire rider or his manager. Once Redding was confirmed as riding with Marc VDS in MotoGP next season, that cleared the way for Laverty.
Alvaro Bautista has signed a two year contract with Aprilia, and will remain in the Gresini squad in MotoGP for the 2015 and 2016 season. The Spaniard had been widely expected to be one of the two riders on the factory Aprilias, given his long association with both Gresini in MotoGP and Aprilia in the 125cc and 250cc classes. Bautista won the 125cc world championship for Aprilia in 2006.
The signing of Bautista is the next domino to fall after the announcement that Marc VDS Racing would be moving up to MotoGP, and taking over the Honda RC213V from Gresini, along with Scott Redding. That, in turn, had been triggered by Gresini's announcement that they would be switching to Aprilia, and abandoning Honda. Bautista's deal was dependent on Redding, as the Englishman was Aprilia's first choice to place alongside Marco Melandri. With Redding no longer available, the path was cleared for Bautista to sign.
Press releases after Sunday's dramatic MotoGP race at Misano from the teams and from Bridgestone:
Press releases from the Moto2 and Moto3 teams after Sunday's races at Misano:
It would be fair to say that Sunday at Misano turned into a perfect Italian fairy story. After being forced to sit through two renditions of the Spanish national anthem after the Moto3 and Moto2 races, the Italian fans were finally able to bellow along with Il Canto degli Italiani, or the Song of the Italians, at the end of the MotoGP race. Valentino Rossi took his eighty-first victory in MotoGP in front of a crowd awash with yellow #46 banners, at the track just a few miles from his home. It was Rossi's first victory since Assen last year, and his first victory at Misano since 2009.
But the happy ending to the fairy tale was Rossi's win was no fluke, and came with no asterisk attached. There were no riders out through injury, as there were at Assen in 2013. Rossi came to Misano determined to score a good result. His team worked perfectly to give him a competitive bike, improving an already strong set up. The Italian dominated practice, qualified on the front row, and got a strong start. He then chased down his teammate Jorge Lorenzo, beat up Marc Marquez, and drew the Repsol Honda rider into making a mistake.
This was the Valentino Rossi of old, the man that many (myself included) feared had disappeared. He had not. A shoulder injury, two years on the Ducati, and then a year to adapt to the Yamaha had merely left him working out how to go fast again, and get back to winning ways. That Rossi was prepared to suffer through the Ducati years, then put in the long, hard hours of work adapting his style to the new realities of MotoGP, changing his approach, learning new skills and putting them to use on track speaks of the hunger Rossi still has for success. Valentino Rossi is unquestionably one of the most talented riders ever to have swung his leg over a motorcycle. But he owed this victory to far more than his talent. Dedication, hard work, ambition, mental toughness: these were the keys to his win at Misano.
Marc VDS Racing are to move up to MotoGP, fielding a factory Honda RC213V for Scott Redding. The deal was announced late on Sunday night via the Marc VDS Racing Twitter feed, after meetings between the team, Honda, and team owner Marc van der Straten.
The agreement means that the Marc VDS team will field a factory Honda RC213V for the next three seasons, through 2017. The duration of the contract had been a critical point in the negotiations, allowing the team to spread the costs out over a longer period, and showing HRC's support for both the team and Redding.
The move to MotoGP had been mooted after the Indianapolis GP. After Indy, rumors emerged that Gresini's title sponsor, Go&Fun, would be pulling out of their deal a year early. Without the money from Go&Fun, Gresini could not afford the factory Honda. Gresini have now officially switched to Aprilia, leaving a factory Honda and an Open class Honda going begging.
The Grand Prix Commission met at Misano to agree a couple of steps on the long road towards creating a single, unified MotoGP class from 2016. The four parties to the GPC agreed that the minimum weight in the MotoGP class would be reduced from 160kg to 158kg, and agreed to freeze development of the software for all Factory Option class bikes from 30th June 2015. From that point on, work will switch to the spec, or unified software, ready for the start of 2016.
The reduction in minimum weights has been under discussion since last year. The weights were originally raised to make it cheaper for manufacturers of CRT machines to reach the minimum weight of a MotoGP machine, with the need to resort to exotic materials. However, with the disappearance of the CRT machines at the beginning of this season, the weight became less of an issue. The Open class bikes which replaced CRTs were much closer to MotoGP prototypes, and as a consequence, were easier to keep light.
Race report and results follow.