Continuing our look back at 2013, here is the second part of our rating of rider performances last season, covering championship runner up Jorge Lorenzo. If you missed part 1, on Marc Marquez, you can catch up here.
|Jorge Lorenzo||Yamaha Factory Racing|
After as close to a perfect year as you can get in 2012, Jorge Lorenzo faced a major challenge in 2013. Defending his 2010 title, Lorenzo found himself pushing right at the limit to try to match the pace of Casey Stoner. He had hoped defending his 2012 title would be a little easier, but that would prove not to be the case.
Ironically, Lorenzo ran up against the same problems in 2013 that he had faced in 2011: a game-changing newcomer at Honda, on a bike developed specifically to beat the Yamaha. In 2011, the game-changer had been Casey Stoner; in 2013, it was Marc Marquez.
Lorenzo started the year well at Qatar, but raced at Austin knowing he could not beat the Hondas. At Jerez, he got a rude awakening, when Marc Marquez barged him aside in the final corner. His worst finish since his rookie year at Le Mans was followed by two wins, Lorenzo regaining his confidence and feeling he had the championship back under control.
As 2014 gets underway, we start our build up towards the upcoming MotoGP season. This starts all this week with a look back at the performance of the riders in 2013, rating the top ten in the championship, as well as exceptional performers last year. Later this month, we will start to look forward, highlighting what we can expect of the season to come, both in terms of riders and the new regulations for 2014. The new season starts here.
|Marc Marquez||Repsol Honda|
How would Marc Marquez fare in MotoGP? It was the question on everybody's lips at the start of 2013, as the young Spaniard left the class he had dominated to play with the big boys. It would be Marquez' moment of truth: throughout his career in the junior classes, he had always been in the best teams. Many outside observers also claimed he had been on the best bike in Moto2. In 2013, Moto2 teams who had competed against him were free to concede that Marquez had won despite his Suter, not because of it.
Their words were backed by Marquez' action. Accepted wisdom holds that a rookie year is for learning, for getting to grips with a MotoGP bike, having a few big crashes, chasing the odd podium and maybe even a win. Marquez did all that and more, but how he did it marked him out as one of a kind. His first podium came in his first race, the Spaniard benefiting from problems Dani Pedrosa suffered with the dusty Qatar surface. His first win came a race later, smashing what would be one of many records in MotoGP. Youngest race winner, youngest champion, youngest rider to set a fastest lap, youngest polesitter, youngest back-to-back winner, youngest to win four races in a row, most wins as a rookie, most poles as a rookie, highest points total for a rookie; the list goes on and on. Marquez broke records held by Freddie Spencer, Kenny Roberts, Mike Hailwood. These are very big boots to fill, yet fill them he did.
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.
2013 Valencia MotoGP Saturday Round Up: Of Pressure, Mistakes, Engines, And How To Win A Championship
After all the drama, the talk stops tomorrow. Two titles on the line, and five men to fight over them. On Sunday, there will be no talk of crew chiefs being sacked, of team bosses appealing for penalty points, of teams concocting dubious plans, of teammates, team strategies or team orders. When the red lights go out, and the thunderous roar of four-stroke racing motorcycles fills the natural bowl which cradles the tightly wound ribbon of tarmac that is the Circuit Ricardo Tormo, it is every man and woman for themselves, and the devil take the hindmost. Nearly a hundred young men and one young woman will take to the track on Sunday. Most have already had their dreams of glory shattered; three more will share that disappointment; only two will etch their names permanently into the history books.
Both the Moto3 and the MotoGP titles are still undecided, the winner of each race likely to be crowned champion. The Moto2 title is already decided, and going on the evidence of practice and qualifying, the race could be over within a couple of laps, Pol Espargaro hoping to top off his championship with a win in the final race in front of his home crowd. The HP Tuenti Pons rider has been fastest in every session so far, usually by a comfortable margin, so his objective looks well within his grasp. Others may try to prevent an Espargaro victory march, but it doesn't look like either Tito Rabat, Jordi Torres or Nico Terol will be able to do much about it. Espargaro has deserved his title, repaying the faith Yamaha put in him when they signed him to the Tech 3 MotoGP team at Qatar, before the very first race of the year.
MotoGP fans have been rubbing their hands in anticipation of this weekend's final round of the championship. The race has everything: a mental Moto3 race to be decided outright by the rider who wins, with just five points separating Luis Salom, Maverick Viñales and Alex Rins; a triumphant homecoming for a newly crowned Moto2 champion, Pol Espargaro wearing a positively regal helmet to celebrate, while his title rival Scott Redding wears special leathers and helmet thanking the Marc VDS Racing team who have stood behind him for the past four seasons; and a shootout for the MotoGP championship, between Jorge Lorenzo, a man with nothing to lose, and Marc Marquez, who has to balance between riding hard enough to keep the bike working properly and not taking any unnecessary risks, while ensuring he comes home in fourth, something which sounds easier than it is. There were even a couple of sideshows: the presentation of the Honda RCV1000R production racer, and Yamaha's annual technical presentation, in which they brief the media on how they have developed the bike to be so competitive.
All that is forgotten. Valentino Rossi's shock announcement on Thursday that he had told long-term crew chief Jeremy Burgess that he wanted to replace him with someone else has dominated the headlines, as well as the hearts and minds of almost everyone in the paddock. In the search for the elusive last couple of tenths of a second which separate Rossi from the three Spanish superstars who have dominated the 2013 season, the Italian is leaving no stone unturned. Even the most revered of institutions - Burgess is held in extremely high regard throughout the paddock, even by his fiercest rivals - are no longer sacred. Rossi still wants to win, and so far, he has failed. 'We've been chasing rainbows for four years,' as Burgess so succinctly put it, but to no avail. 'We haven’t nailed anything decent in those four years. These are long periods in racing and it becomes more and more difficult.'