2014 Barcelona MotoGP Test Round Up: Yamaha's Busy Schedule, Ducati's Shortcomings, And An Alternative Track Layout
It should hardly come as a surprise that Marc Marquez should be fastest man on the day at the post-race test at Barcelona. The Spaniard has been the standout of the season, and for him to be fastest, even at a track where he has not dominated like at others, is starting to become par for the course. More of a surprise is the name of the man in second. Bradley Smith came up just four hundredths short of Marquez, making up for a mediocre race on Sunday, caused by a tire which was not performing as expected. The first thing Smith did when he started testing in earnest this morning was to try the same tire he used in the race. It was a tire which had already been used on Saturday, yet he was immediately as fast as he was in the race, and ended up going four tenths of a second faster on the same tire. Smith had something to prove, and matching Marquez' time did just that. Now he just needs to replicate it in a race.
2014 Barcelona MotoGP Sunday Round Up: MotoGP's New Golden Age, Ducati's Bad Luck, And Honda Ending KTM's Moto3 Streak
Whenever I have the pleasure of running across MotoGP's official statistician and number cruncher Dr Martin Raines, he likes to point out to me exactly why we are living through a golden age of racing. His arguments are backed with a battery of indisputable facts and figures, which boil down to a single fact: the races have never been closer. Not in terms of gap between the podium finishers, not in terms of gap between first and last, nor between all points finishers. This is an era of truly great racing.
As if to underline his point, the Barcelona Grand Prix served up a veritable smorgasbord of fantastic races: a strong win and thrilling podium battle in Moto3, a surprisingly hard-fought Moto2 race, and to top it off, perhaps the most exciting MotoGP race we have had since 2006, with four riders slugging it out and swapping places right to the final lap. The winner of the MotoGP race may have been predictable – any bet against Marc Marquez looks more and more foolish each week – but in Barcelona, Marquez' victory looked in doubt all the way to the final couple of corners. At half a second, his margin of victory is overstated. If things had run a little bit differently, Marquez winning streak – now up to seven in a row – could have ended along with his string of poles.
It was a scintillating race indeed. Four men swapped the lead frequently. Dani Pedrosa got the holeshot, changes to weight distribution having given him back his lightning start. Jorge Lorenzo took off after him, taking the lead with an outrageous 'porfuera' pass around the outside of Turn 1, lining him up for Turn 2. Lorenzo then tried to pull a gap, but that simply wasn't happening, Movistar Yamaha teammate Valentino Rossi took over the lead after three laps, getting past his teammate after a brutal exchange of passes in the first part of the lap. Marc Marquez followed, exploiting Lorenzo's moment of weakness to follow Rossi through, before latching onto the Italian's tail. There he found his teammate Dani Pedrosa stalking him, jabbing and probing, seeking a way past. The two exchanged blows for six laps, before Marquez finally escaped from Pedrosa's clutches and started snapping at Rossi's heels. Marquez took over at the front with six laps to go, holding off attacks from both Rossi and Pedrosa, swapping the lead with Pedrosa, before the final do-or-die lap, where he countered Pedrosa's final attack and held on for the win. Any opportunity to pass was seized, all four men just as aggressive in their passing as each other.
His streak had to come to an end one day, and it turned out to be at Barcelona. Marc Marquez' run of pole positions stopped at seven – Valencia last year, plus the first six races of this season – after he was forced to concede the place to his Repsol Honda teammate Dani Pedrosa. For a change, the front row press conference on Friday afternoon did not feature a jubilant Marquez (well, actually, it did, but more that later) and a couple of dejected rivals, wondering what they can do about the Repsol Honda man. Both pole sitter Pedrosa and runner up Jorge Lorenzo were, if not exactly buoyant, at least rather perky. Hope has returned.
And rightly so. Pedrosa took pole completely on merit, posting a blistering lap that was only just off his own lap record set last year. Given how the track has deteriorated since last year – more bumps, less grip – Pedrosa's time was deeply impressive. So impressive that it forced Marc Marquez into a mistake. The Spaniard and his crew attempted a repeat of their strategy at Jerez, to attempt three runs for pole. It worked rather well, up until the very last run. Marquez was pushing hard, aware that Pedrosa had taken pole, but got into Turn 1 a little too hot, ran a little too wide onto the kerb, then had to push the front a little too hard to try to make the corner. He failed.
2014 Barcelona MotoGP Friday Round Up: A Sweltering Track, Changing Riding Styles, Ducati's Diabolical Dilemma, And Hayden's Wrist
If you thought that Barcelona could be a track to throw up a few surprises, the first day of practice proved you right. Not in Moto2, of course: Tito Rabat's dominance was crushing, making Marc Marquez' earlier reign of terror look like a close fought battle. In Moto3, Finnish youngster Niklas Ajo topped the timesheets, putting the Husqvarna name at the forefront. That was unexpected, though given the fact that the nominally Swedish Husqvarna is nothing more than a rebadged KTM straight from the factory in Mattighofen, Austria, it should be less of a surprise.
The biggest surprises were perhaps in MotoGP. That Aleix Espargaro would be quickest in the morning is to be expected, especially as he put on the super soft tire available to the Open bikes to set his time. But for Bradley Smith to go fastest in the afternoon was a major change of fortunes, and just reward for the effort Smith and his crew have been putting in over the past few weeks. His fast time was set with a fresh soft tire, but given that this compound – Bridgestone's medium tire, the hard being the other option available to the Factory Option teams – has real potential to be the race tire, it is not quite as simple as Smith having pushed in qualifying trim.
It is becoming customary for any MotoGP preview worth its salt to begin with a single question: can anyone beat Marc Marquez this weekend? That same question was put to the riders during the pre-event press conference, to which Valentino Rossi gave the most obvious answer. Of course it was possible, he said. 'It is nothing special. What you have to do is do your maximum and improve your level.' The only trouble is, every time Rossi, Jorge Lorenzo or Dani Pedrosa improve their level, so does Marc Marquez. But it is still possible, Rossi believes. 'We are not very far. It is not easy, but nothing special.'
Barcelona, like Mugello, is one of the tracks where Marquez is perhaps more vulnerable. It is a circuit where the reigning champion has always struggled – though for Marquez, 'struggling' means only managing podiums rather than wins – and where the Yamahas, especially, have been strong. Valentino Rossi has won here nine times, and Jorge Lorenzo, who has been either first or second at the track for the past five years. The track flows, and has a little bit of everything. A long, fast front straight, some elevation change climbing up into the two stadium sections, the two 'horns' of the Catalunya bull which the Montmelo circuit most resembles, a couple of esses, and long, flowing combinations of corners. Those corners more than compensate for the front straight. Jorge Lorenzo reckoned that the Yamaha had a top speed deficit of perhaps 4 or 5 km/h on the Honda, but that at Barcelona, this was less of an issue than at other tracks. After all, he pointed out, there are some 3.7 kilometers of corners in which to catch a Honda ahead of you.
At the Barcelona round of MotoGP – or to give it its full title, the 'Gran Premi Monster Energy de Catalunya' – title sponsors Monster Energy are to unveil a new flavor of their product, called 'The Doctor', marketed around Valentino Rossi. This is not a particularly unusual event at a MotoGP weekend. Almost every race there is a presentation for one product or another, linking in with a team, or a race, or a factory. If anything, the presentation of the Monster Energy drink is even more typical than most, featuring motorcycle racing's marketing dynamite Valentino Rossi promoting an energy drink, the financial backbone of the sport.
It is also a sign of the deep trouble in which motorcycle racing finds itself. Energy drinks are slowly taking over the role which tobacco once played, funding teams, riders and races, and acting as the foundation on which much of the sport is built. Red Bull funds three MotoGP rounds, a Moto3 team and backs a handful of riders in MotoGP and World Superbikes. Monster Energy sponsors two MotoGP rounds, is the title sponsor of the Tech 3 MotoGP squad, a major backer of the factory Yamaha squad and has a squadron of other riders which it supports in both MotoGP and World Superbike paddocks. Then there's the armada of other brands: Gresini's Go & Fun (a peculiar name if ever there was one), Drive M7 backing Aspar, Rockstar backing Spanish riders, Relentless, Burn, and far too many more to mention.
Why is the massive interest in backing motorcycle racing a bad thing? Because energy drinks, like the tobacco sponsors they replace, are facing a relentless onslaught to reduce the sale and marketing of the products. A long-standing ban of the sale of Red Bull – though strangely, only Red Bull – was struck down in France in 2008. Sale of energy drinks to under-18s has been banned in Lithuania. Some states and cities in the US are considering age bans on energy drink consumption. And perhaps more significantly, the American Medical Association has been pushing for a ban on marketing energy drinks to minors, a call which resulted in leaders in the industry being called to testify in front of the Commerce, Science and Transportation Committee of the US Senate.
It is a common complaint among MotoGP riders after the race on Sunday afternoon: the track never has the grip which the riders found on previous days during practice and qualifying. The riders are quick to point the finger of blame at Moto2. The spectacle of 33 Moto2 machines sliding around on fat tires lays down a layer of rubber which adversely affects grip during the MotoGP race.
Andrea Dovizioso was the latest rider to add to a growing litany of complaints. After finish sixth at Mugello, the Ducati rider told the media that the rubber laid down by Moto2 made it hard to obtain the same level of grip as they found during practice. 'Everybody complains about that,' Dovizioso said, 'the rubber from Moto2 makes the grip less'. Because free practice and qualifying for Moto2 always takes place after MotoGP, but the Moto2 race happens before the premier class, it meant that track conditions were different.
Dovizioso was open to suggestions of reversing the order of practice for the Moto3 and Moto2 classes, with Moto2 preceding MotoGP and Moto3 following, rather than the other way round, Moto3 practice taking place ahead of MotoGP, and Moto2 going last. The idea behind this would be to have MotoGP practicing in the same conditions as the race, once Moto2 have left their layer of rubber on the track. 'It would be an interesting test if Moto2 and Moto3 would swap,' Dovizioso said. It is a suggestion which Jorge Lorenzo's team manager Wilco Zeelenberg has also made on a number of occasions, the Dutchman have complained of differing grip conditions repeatedly for several years now.
One circuit, three races, all of them utterly different in nature. The wide, flowing layout with a long straight, fast corners, and multiple combinations of turns present very different challenges to Grand Prix racing's three different classes. For Moto3, escape is impossible, the race coming down to tactics and the ability to pick the right slipstream. In Moto2, it is possible to get away, but it's equally possible to chase an escaped rider down. And in MotoGP, the fast flicks make it possible to both defend attacks and launch your own counter attack. Mugello is a wonderful circuit, and it served up a spectacular portion of racing on Sunday.
We had expected Moto3 to be the race of the day, as it has been every Grand Prix this season. It certainly did not disappoint, but by the time the last few laps of the MotoGP race rolled around, we had forgotten all about Moto3. The Moto3 race was fantastic entertainment, but the MotoGP race at Mugello was one for the ages. The kind of race that fans will bring up over and over again, one to go along with Barcelona 2009, Laguna Seca 2008, even Silverstone 1979.
It took the return of the real Jorge Lorenzo to light a fire under the MotoGP race. Lorenzo had been looking stronger and stronger all weekend, and was coming to a track where he has previously dominated, and with tires which, he had been told, were identical to last year. Lorenzo's punishing cardio workout schedule now back on track and paying dividends. The fitness he lost when three operations during the off season forced him to abandon his normal training schedule cost him dearly.
2014 Mugello Saturday Round Up: Signs Of Marquez' Weakness, The Importance Of Equipment, And The Rocketship Ducati
Knowing that not everyone is in a position to watch qualifying and races when they are live, we try to operate a no-spoilers policy for at least a few hours after the event. No results in headlines, nor on the MotoMatters Twitter feed. But as the mighty motorcycle racing Twitter personality SofaRacer put it today, ' I know you don't like to Tweet spoilers David. But 'Márquez on pole' and 'Márquez wins' technically, erm, aren't.' To the surprise of absolutely nobody, Marc Marquez took his sixth pole of the season, and his seventh pole in a row on Sunday. Marquez remains invincible, even at what he regards as his worst track of the year.
His advantage is rather modest, though. With just 0.180 seconds over the man in second place – the surprising Andrea Iannone – it is Marquez' smallest advantage of the season, if we discount Qatar, where he was basically riding with a broken leg. You get the sense that Marquez is holding something back, almost being cautious, after being bitten several times by the track last year, including a massive crash in free practice and then sliding out of the race. It makes him almost vulnerable for the first time. His race pace is still fast, but he has others – Valentino Rossi, Jorge Lorenzo, Dani Pedrosa, even the Ducatis of Andrea Iannone and Andrea Dovizioso – all on roughly the same pace.
2014 Mugello MotoGP Friday Round Up: On Wasted Sessions, A Feisty Rossi, And American Joy And Despair
The weather didn't really play ball at Mugello on Friday. The forecast rain held off until the last five minutes of Moto3 FP2, before sprinkling just enough water on the track to make conditions too wet for slicks, too dry for wet tires. That left the entire MotoGP field sitting in their garages waiting for the rain to either get heavier and wet the track completely, or else stop, and allow it to dry up. Dani Pedrosa explained that though the track was dry in most places, San Donato, the first corner at the end of the high speed straight, was still wet. Bridgestone slicks need to be pushed hard to get them up to temperature, and if you can't push in Turn 1, then they don't. That leaves you with cold tires, which will come back and bite you further round the track.
One of the items on the list of requirements Dorna sent to Michelin was the need for an intermediate tire. Would anyone have gone out if they had had intermediates? Pedrosa believed they would have. 'With intermediates you can go out. I'm not sure whether you get anything out of it, but for sure you don't have 24 bikes in the box.' You don't learn much in terms of set up when you go out on intermediates, but more people might venture out. One team manager I spoke to was less convinced. 'We have five engines and a limited number of tires. We can't afford to lose an engine in a crash. Why take a risk, when it's better to save miles on the engine?'