After visiting three Honda tracks in a row, MotoGP finally heads back to a Yamaha track. Brno is fast, flowing, with a multitude of left-right and right-left combinations which favor the agility and high corner speed of the Yamaha over the more stop-and-go Honda tracks. Here, it is the Yamaha's turn to shine.
Well, that was the theory. At the end of the first day of practice, it's the Honda of Stefan Bradl on top of the pile, ahead of Jorge Lorenzo, Dani Pedrosa, Valentino Rossi, Marc Marquez and Cal Crutchlow. That's Honda, Yamaha, Honda, Yamaha, Honda, Yamaha. So much for Yamaha domination. Then again, with just three tenths of a second separating Bradl in first from Crutchlow in sixth, Brno is hardly seeing the Hondas dominate either. There is very little to choose between any of them.
So how do you separate the leaders? It's hard to do. All six men are posting consistent runs of mid to high 1'56s, the only exceptions being Stefan Bradl, who only upped his pace at the end of FP2, and Dani Pedrosa, who had opted to go for shorter runs. Pedrosa was in more pain than expected, he said on Friday, and that had made it difficult to ride. He had not had much pain the previous couple of days, but back on the bike less than a week after the previous GP at Indianapolis and his collarbone was more painful than he had hoped. It didn't slow him at Indy, though, so he should be just as fast as at Brno.
One race down, two more to go in the first of MotoGP's two triple headers in 2013, and this is the most brutal transition. After a draining race in the humidity of the Mid West, the teams and riders pack up, head east and face a wall of jet lag before getting ready to race at Brno, one of the most physically demanding circuits on the calendar. After that, they get to pack up again and head back west, just a short hop this time to the UK, its one hour time difference from Brno small enough not to cause jet lag, but just enough to throw your body clock just out of kilter.
Whether Brno will produce the same flashes of excitement which Indianapolis did remains to be seen. At Indy, the riders encountered what they described as the best surface they'd ever seen at the track - relative, of course, to previous visits - and that helped in some small way to spice the racing up a little. In previous years, getting off line meant running the risk of serious injury, the drop in grip levels meaning riders found themselves in low earth orbit. Getting off line in 2013 was still a risky pursuit, but if you did it in the right place, you could get away with it, and even use it to your advantage.
With all of the prototype seats occupied for 2014 - barring a contractual bust up between Ducati and Ben Spies, which is only an expensive theoretical possibility at the moment - battle has commenced for the rest of the MotoGP seats regarded as being most competitive. While the factory bikes - the bikes in the factory and satellite teams being raced as MSMA entries - are all taken, the privateer machines - using Dorna spec ECU software and extra fuel - are still mostly up for grabs.
The three most highly sought after machines are the 2013 Yamaha M1s to be leased by the NGM Forward squad, Honda's production racer (a modified RC213V with a standard gearbox and metal spring instead of pneumatic valves) and the Aprilia ART bikes, which are an increasingly heavily modified version of Aprilia's RSV4 superbike. Of the three, only the ART machine is a known quantity, with Aleix Espargaro and Randy de Puniet having raced the bikes with some success in 2012 and 2013, joined by Yonny Hernandez and Karel Abraham this year. Teams and riders will have to guess about the performance of the Yamahas and Hondas, though given the basis of the two machines, it is a safe bet they will be relatively competitive.
The most popular machine among riders is the Yamaha M1, naturally enough. The bike is a near complete 2013 machine, with a few parts excluded, such as the fuel tank, and will utilize the spec ECU software from Dorna, being developed by the current CRT teams. Given just how good the 2013 M1 is - Jorge Lorenzo and Valentino Rossi have won races on it, Cal Crutchlow has scored regular podiums - it is expected to be the best privateer machine on the grid next season, and anyone hoping to advance in the series is angling for a ride on it.
And so Giovanni Cuzari, the team boss of Forward, is a very popular man with the riders. He has had talks with almost everyone who is anyone, including current Pata Honda World Superbike rider Johnny Rea, Aspar's Aleix Espargaro, now rideless Nicky Hayden, current BMW World Superbike man Marco Melandri, IODA Came's Danilo Petrucci, as well as current Forward riders Colin Edwards and Claudio Corti, and Forward's Moto2 rider Alex De Angelis.
2013 Indianpolis MotoGP Saturday Round Up: An Unstoppable Marquez, A Breakable Spies, And A Desirable Hayden
Somebody appears to have neglected to inform Marc Marquez of the laws of physics. Though the track is less slippery than it was last year, and so a little faster, where Dani Pedrosa and Jorge Lorenzo upped their pace by three tenths of a second, dipping under last year's pole record, Marc Marquez positively obliterated it. The Spanish rookie put in one of the best laps every seen on a MotoGP bike, and stripped nearly nine tenths of a second off the pole record, held by his teammate Dani Pedrosa. He sits half a second ahead of reigning world champion Jorge Lorenzo, and a fraction more ahead of Pedrosa.
That gap bears repeating. Half a second in a single lap is a world apart in MotoGP: If they both started at the same time, Marc Marquez would have crossed the line 22 meters ahead of Jorge Lorenzo after that first lap, or roughly 11 bike lengths. By comparison, third place man Dani Pedrosa would have followed 60 centimeters later, or just over a wheel length, while Cal Crutchlow would have crossed the line 1.3 meters later, his front wheel in line with Pedrosa's boot and Lorenzo's rear wheel.
Of course, posting a fast lap in qualifying is one thing, hammering them in lap after lap is another. Jorge Lorenzo is the master of the metronomic lap times, but at Indy, Marquez is just blowing him and everyone else away. Marquez' race pace is around the low 1'39, a lap time he is capable of comfortably repeating, while the rest struggle to post the occasional 1'39.4. If you're the betting type, it's not even worth putting your money on Marquez for the win, the bookmakers have already priced the rest of the field out of the market.
2013 Indianpolis MotoGP Friday Round Up: The New King Kenny, Yamaha's Seamless Gearbox, And Returning Next Year?
There's something about America. Especially if your name is Marc Marquez. The Repsol Honda Rookie led both sessions on the opening day of the Indianapolis Grand Prix (the last one? Too early to say) going quickest both in the tricky morning, when there was very little grip, and in the afternoon, once the bikes had laid down some rubber. Marquez has won both US rounds so far, dominating at Austin and winning comfortably at Laguna Seca, and he has picked up at Indy where he left off before the summer break.
Unsurprisingly, the parallels with Kenny Roberts are starting to be made, the only other rider to become world champion as a rookie. Those parallels are unfair yet perfectly valid: both men exceeded expectations and raised the bar, shaking up the established order with a radical new riding style. Yet Roberts and Marquez also came from totally different backgrounds: Kenny Roberts had grown up racing dirt track, switched to road racing and then came to Europe to win his the championship at the first attempt, on tracks he had never seen before. Marc Marquez has had a classically European education: minibikes from a very young age, then nurtured through Spain's many road racing series, before rising up through the ranks of 125, Moto2 and now MotoGP. Marquez knows all of the tracks MotoGP races like the back of his hand, with the exception of Austin, which nobody knew, it being a new circuit, and Laguna Seca, which didn't prevent him from mastering and winning at his first attempt.
The news that Cal Crutchlow has signed a two-year deal with Ducati led to howls of despair from MotoGP fans, especially among those in the UK. Why, they asked, would Crutchlow willingly leave the Tech 3 Yamaha team and the as-near-factory-as-possible M1 to take on the miserable task of taming the Ducati? Why throw away another year on a bike which he knows he can score podiums, and perhaps even wins on, in exchange for riding a bike which has been a proven failure since Casey Stoner last climbed off it and headed next door to the Repsol Honda garage? If Valentino Rossi, the biggest name and most politically powerful rider in motorcycle racing couldn't make the bike competitive, what chance does Crutchlow stand?
Though only Crutchlow himself fully understands the motives behind his choice, he has left plenty of evidence offering some insight into why he has signed for Ducati. Though fans around the world have tried to point to a single reason - usually either money or having a factory bike - the decision-making process is far, far more complex than that. It is a case study of the complex thought process that lies behind the decisions a rider must make when steering his career. With so little time spent at their peak, and so many factors outside of their control, the decisions a rider makes are not as clear-cut and simple as the fans would like them to be.
So why did Crutchlow go to Ducati? There is no easy answer to that question. Crutchlow had a number of options on the table, but not all led to the same goal. His objective, Crutchlow has made it clear on numerous occasions, is to win races and challenge for the title. Winning races requires a competitive bike, and there is no argument that the satellite Yamaha he currently rides is capable of doing just that.
It had been widely rumored that Yamaha would have some important updates to test at their private test being held yesterday and today at Brno. The biggest expected update to be tested was a seamless gearbox, but though Yamaha Racing Managing Director Lin Jarvis had hinted they might be testing the new gearbox, it was far from certain. As the test at Brno was a private one, no media were invited who would be able to verify whether the seamless gearbox was being tested or not.
Fortunately, however, the Brno circuit was allowing visits in to watch the test. And among those was Pavel, who runs the Czech Valentino Rossi fansite http://www.rossi-yamaha.cz/. Pavel shot some video footage of the private test - thankfully not covered by the blanket ban Dorna has on all coverage of the official tests - and was kind enough to send us the audio from the recordings. Armed with that audio, we were able to analyze the sound, as we have done previously (on both the Honda and the Yamaha), to try to judge whether Yamaha were indeed testing a seamless gearbox, and if they were, what advantage it was giving them.
With the 2013 MotoGP season at its halfway mark, now is a good time to take a look back and examine the engine usage for the teams and riders. In 2012, with the engine durability regulations in their third full season, the factories appeared to have the situation pretty much under control. The only excitement arose when something unexpected happened, such as Jorge Lorenzo have an engine lunch itself after he was taken out by Alvaro Bautista at Assen last year.
For 2013, the engine allocation was reduced from 6 to 5 per season. Each rider now has 5 engines to last the entire season, for use in all timed practice sessions during each race weekend. With three seasons already under their belt, no real drama was expected, yet that is not quite how it has turned out. While Honda and Ducati are right on course to last the season, Yamaha find themselves unexpectedly struggling. An unidentified design flaw has seen Yamaha losing engines too rapidly for comfort. Both factory Yamaha men have had an engine withdrawn, while there are question marks over the life left in one engine each allocated to Valentino Rossi and the two Monster Tech 3 Yamaha riders.
There was a small flurry of excitement when the minutes of the last meeting of the Grand Prix Commission, including rules on the spec ECU and factory entries were announced last week. That was then followed by a bout of confusion, as everyone tried to figure out what all of the various changes meant, and what impact they may have on the series. It appears that the answer to that question is "not as much as you might think," so let us take a look at what has changed.
The changes announced in the FIM press release (shown below) outline two major changes, both regarding the replacement of CRTs for 2014. Since the return to a larger capacity, the Grand Prix Commission (MotoGP's rulemaking body, comprising representatives of the FIM, Dorna, the teams and the manufacturers) opened the door to a simpler, cheaper form of racing, which in practice (though not by rule) consisted of putting tuned engines from road bikes into prototype chassis. To help such teams compete against the engineering prowess of HRC, Yamaha Racing and Ducati Corse, teams entering under the CRT rules were given extra engines and extra fuel, to allow them to make more power and sacrifice reliability. To prevent other factories from entering under the guise of a CRT, the GPC instituted a claiming rule, which meant that any factory could buy the engine from a CRT for 20,000 euros.
2013 Laguna Seca MotoGP Post-Race Round Up: Of Marquez' Achievements, The Legality Of The Pass, And The Lone Yamaha
It may be, in the colorful phrase of Jeremy Burgess, a "sh*tty little race track," but somehow Laguna Seca always manages to produce moments of magic. This year was no different, with Stefan Bradl finally getting his first podium, Marc Marquez breaking record after record, and Jorge Lorenzo and Dani Pedrosa coming back after both damaging their collarbones at the Sachsenring.
As memorable as those performances were, they will all be overshadowed by one moment. Marc Marquez passed Valentino Rossi in the Corkscrew on lap 4, running through the dirt in scenes reminiscent of Rossi's iconic pass on Casey Stoner back in 2008. The incident fired the imagination of MotoGP fans for so very many different reasons: the reminder of Rossi's pass on Stoner; the even deeper line which Marquez took through the gravel in 2013; the thrill of a rider running through that corner and still managing to return and maintain his position.
Naturally, it was the talk of the press conference. When asked about the pass, Rossi turned his attention to HRC team principal (and Marc Marquez' team boss) Livio Suppo. Suppo was Casey Stoner's team boss back in 2008, and had complained bitterly of Rossi's pass at the Corkscrew. "You and Stoner break my balls for two or three years about that overtake, because I cut the kerb. So what do you say about that? Have to be disqualified hey?" Rossi asked to much laughter. Not to be outdone, Suppo replied in kind: "Thanks for the question, and thanks to Marc, because after a few years, we pay you back!"