When the rules limiting the number of engines each MotoGP rider is allowed to use were first introduced, their usage was followed hawkishly. After pressure from veteran US journalist Dennis Noyes and myself, and with the assistance of Dorna's incredibly efficient media officer, IRTA and Dorna were persuaded to publish the engine usage charts. These were pored over constantly, searching for clues as to who might be in trouble, who may have to start from pit lane, and who would manage until the end of the season.
How the world has changed since then. Since 2010, the first full year of its application, engine allocations have been cut from six engines a season to just five, but despite that, the manufacturers are getting better and better at building incredible reliability into high horsepower engines. All eight Factory Option Honda and Yamaha riders completed around 9,000 km in 2014, using just 5 engines in the process. In the case of Bradley Smith, he raced for 9416 kilometers using just four engines, an average of 2354 km per engine.
The introduction of the engine reliability rules may have pushed the costs up at first, as factories rushed to modify their engines to suit the new regulations, it has worked well since then to help cut costs. No longer are engines crated up after every race to be flown back to Japan, there to be stripped, measured, tested and rebuilt, then flown back to Europe again ready for the next MotoGP round. Perhaps more importantly, the factories have made real technological progress in the field, Shuhei Nakamoto, Kouichi Tsuji and ex-Ducati Corse boss Filippo Preziosi frequently praising the rule for the advances they have made. It is exactly the kind of technology which will find its way into road going motorcycles, allowing more power to be extracted while retaining reliability. There is good reason to believe that the latest generation of big horsepower road bikes have been made possible thanks to advances in materials and lubrication technology which have made it possible to produce that power without sacrificing reliability.
With the 2014 MotoGP season at an end, it is time for the teams to look back at the year. In a pair of press release interviews, the Movistar Yamaha team reviews 2014 with its riders. First up is Jorge Lorenzo, who takes a frank and open look back at what has been a very difficult season for him. In the interview, he reviews his own performance, where he went wrong in the first part of the season, how he was stronger at the end of the year, and evaluates his main rivals:
Q: The 2014 season is over. Can you evaluate your performance?
JL: “Well, I think the balance is maybe not one of my best seasons since I switched to MotoGP. This has been one of the worst, not so different to 2008. Back then I wasn’t so consistent, I started well but finished pretty bad. Now it’s a bit the opposite; at the beginning was really tough and gradually I got better. During the season either my performance or the bike was improving and at last the results from Sachsenring becoming better and better.”
Q: Which was the worst moment throughout the season?
JL: “The Qatar-Austin-Argentina period, no doubt. There I felt the pressure and I needed to make a good result because the first two races I struggled a lot and we made some big mistakes.”
The final round up of press releases from the teams and Bridgestone after the final day of testing at Valencia:
"This year's machine is not easy to ride," HRC boss Shuhei Nakamoto said of the 2014 Honda RC213V. "More difficult than last year." Given the utter dominance of Marc Marquez in the first half of 2014, that seems hard to believe. It certainly left the journalists gathered for the special press conference convened by Honda to review the season befuddled. "But Honda bikes are always easy to ride!" declared one surprised reporter. "Our bike is very easy, I can ride it, but I don't get under two minutes," Nakamoto said. "But to find the last one tenth, two tenths is very difficult," he remarked.
A look at the timesheets from the test, or a chat with Marc Marquez or Dani Pedrosa about the 2015 Honda, and you understand the problem. On the last day of testing at Valencia, Marquez and Pedrosa finished first and second, but the satellite Hondas of Cal Crutchlow and Scott Redding were a little way off the pace. Crutchlow was eight tenths slower than Marquez, while Redding was struggling 1.6 seconds behind Marquez. In the last race of the 2014 season, Stefan Bradl's fastest lap was just under a second off the fastest race lap, and Alvaro Bautista a fraction slower. The Honda is obviously fast, but it is not easy to go fast on. Too aggressive, too hard to master, a bike with a lot of potential, but extracting that potential takes insight, experience, and the willingness to push an aggressive bike to its limits. It really demands the kind of dirt track background of Casey Stoner or, well, Marc Marquez.
Press releases from the teams after the first day of testing at Valencia:
Press releases from the MotoGP teams and Bridgestone after the final race of 2014 at Valencia:
2014 Valencia Sunday Round Up: Of Dodgy MotoGP Weather, Fuel Issues in Moto2, and Miller vs Marquez in Moto3
It was a fitting finale to one of the best season in years. The arrival of Marc Marquez in MotoGP has given the series in a boost in the arm. Not just in the premier class, the influence of Marquez reaches into Moto2 and Moto3 as well. Tito Rabat's move to the Marc VDS team completed his transformation from a fast rider to a champion, but the schooling and support he received from the Marquez brothers at their dirt track oval in Rufea made him even stronger. And Marc's younger brother Alex brought both talent and Maturity to Moto3.
It made for great racing at Valencia. The Moto3 race featured the typical mayhem, but with extra edge because there was a title on the line. Tito Rabat tried to win the Moto2 race from the front, as he has done all year, but found himself up against an unrelenting Thomas Luthi. And in MotoGP, Marc Marquez set a new record of thirteen race wins in a single season, despite being throw a curve ball by the weather.
Marquez was the first to downplay his taking the record of most wins in a season from Mick Doohan. "Doohan won more than me," Marquez said. "He won twelve from fifteen races. Thirteen is a new record, but not so important." Though it is admirable that Marquez can put his own achievement into perspective when comparing it to Doohan's, that is not the full context. Doohan actually twelve of the first thirteen races in 1997, making his win rate even bigger. Then again, Doohan had to beat Tady Okada, Nobu Aoki and Alex Criville, while Marquez has had to fend off Valentino Rossi, Jorge Lorenzo and Dani Pedrosa.
Even Doohan's win rate pales in comparison with those of John Surtees and Giacomo Agostini, who both had perfect seasons in 1959 and 1968 respectively. But the 1959 season had only seven races, and the 1968 ten races, a good deal less than the current total of eighteen.
It has been four-and-a-half years, or 87 races between Valentino Rossi's 49th pole position and his 50th. The last time Rossi started a race from the first spot on the grid was at Le Mans in 2010, where he just pipped his teammate Jorge Lorenzo into second by 0.054 seconds. At Valencia on Saturday, he was two tenths faster than Lorenzo, but this time, he had Andrea Iannone and Dani Pedrosa between him and his teammate.
There were plenty of parallels to the 2010 season visible at Valencia. Just as five seasons ago, Rossi is engaged in a struggle with Lorenzo for supremacy in the championship. Back in 2010, it was just the third race of the season, and a fierce battle was emerging as Jorge Lorenzo started to gain the upper hand in the team, and in the championship. Now, the fight is over second in the championship, rather than first, but it has grown increasingly intense over the past few weeks. Signs of tension have been starting to emerge in the last couple of races, but they became a little more public after qualifying at Valencia.
Press releases from the MotoGP teams, Bridgestone and Dorna after the final qualifying session of the year at Valencia:
2014 Valencia Friday MotoGP Round Up: New Bikes, New Collaborations, And A Well-Structured Talent Pipeline
Valencia is always an incredibly busy weekend. The last race of the year means a chance to look back at the season which almost past, and the last chance before the winter break to present projects for next season in front of a large audience, or at least, a large press group. As a journalist, you can end up running around the paddock like a headless chicken, sprinting from event to event with no clear idea of what you are doing and with each new event wiping the memory of the last from your mind.
A selection of the events this weekend: A press conference organized by Dorna featuring the principals from the three factories in MotoGP, to look back over the season and review the future of the sport and how it is promoted (interesting, but long-winded). The presentation of Tech 3's new Tech 3 Classics project, which will see Tech 3 engineers restoring classic racing motorcycles for the general public (mercifully brief, but with some stunning old machinery on display). The presentation of the CIP Moto3 team for next year, with Remy Gardner, son of former 500cc world champion Wayne, to contest his first full Grand Prix season. A farewell to Colin Edwards, organized by the Forward Racing team. The introduction of the collaboration project between Monlau, Marc VDS Racing and Estrella Galicia which will see them racing in all three Grand Prix categories, the Spanish CEV championship and the Pre-GP class in Spain (revolutionary, poetic, and in three languages).
It is enough to make you forget about the fact that there are bikes out on track preparing for the last races of the season on Sunday. That is, after all, the actual raison d'etre of the Grand Prix paddock, and the reason we are gathered here in the first place. Even there, new projects were on track distracting the focus from Sunday, offering a glimpse of the bikes which will feature next year. Suzuki is at Valencia for a wildcard appearance, the first time the new GSX-RR has raced ahead of the factory's return to MotoGP. And Hiroshi Aoyama has been handed the Honda RC213V-RS, Honda's new Open class bike for 2015, much to the chagrin of Scott Redding, who is battling with Aoyama for the top Open Honda slot this season.
Press releases from the MotoGP teams and Bridgestone after the first day of practice at Valencia:
The last race of the season is always a little bit special. They are even more special when riders are still scrapping over the spoils, battling for titles, for positions, for honor. There is much at stake at Valencia: a Moto3 title, second place in the MotoGP and Moto2 championships, and the team championship in MotoGP. Above all, though, there is victory, the glory of joining the elite band of Grand Prix winners. At the end of the day, that is what motivates motorcycle racers most on any given Sunday.
Top billing at Valencia is the race which is first, but with the most at stake. On Sunday, Jack Miller and Alex Marquez will slug it out for the 2014 Moto3 World Championship. The race at Sepang set up a fantastic season finale, with Miller riding an intimidating race to cut Marquez' championship lead. Just 11 points separate the two men, putting Marquez easily within reach of the Australian. But Miller will need help: it is not enough for him to win, he also needs to put a few riders between himself and the Estrella Galicia Honda of Marquez. As Miller found out at Sepang, that risks letting someone else slip ahead of him, making his quest even more difficult.
The math is relatively simple. Those 11 points would be enough for Miller to take the title, the Australian already having more wins than the younger Marquez. That means finishing ahead of the Estrella Galicia Honda, but above all, keeping him off the podium. A 3rd place finish would be enough for Marquez to lift the title, even if Miller were to win the race. Things get more difficult if Miller doesn't win: if he finishes second, then 6th will do for Marquez; if Miller ends in 3rd, then 11th will be sufficient for the Spaniard. If Miller doesn't get a top five finish, then his title ambitions are gone.
Press releases from the MotoGP teams and Bridgestone ahead of the final Grand Prix of the season at Valencia: