In the eighth instalment of our series looking at 2013, we come to Andrea Dovizioso. This is how the Italian got on in his first year at Ducati. To read the rest of our reviews of last year, you can read part 1, Marc Marquez; part 2, Jorge Lorenzo; part 3, Dani Pedrosa; part 4, Valentino Rossi; part 5, Cal Crutchlow; part 6, Alvaro Bautista; and part 7, Stefan Bradl.
|Andrea Dovizioso||Ducati Factory|
After losing his factory Honda ride at the end of 2011, Dovizioso made the switch to Yamaha, joining Cal Crutchlow in the Tech 3 team. A strong year with six podiums saw him win the slot in the factory Ducati team vacated by Valentino Rossi. Dovizioso felt he deserved a factory ride, and he had got what he wanted.
That proved to be something of a poisoned chalice. The year after Ducati was taken over by Audi proved to be a year of stagnation, with new head of Ducati Corse Bernhard Gobmeier never really able to impose his authority on the race department. A lot of work was done with chassis stiffness, a new aerodynamics package was unveiled, the engine received a minor upgrade with improved throttle bodies. It all helped, a little, but the bike still had understeer, still wouldn't turn.
Continuing our look back at 2013, we come to seventh place man Stefan Bradl. Here's how he fared in 2013. To read the rest of our reviews of last year, you can read part 1, Marc Marquez; part 2, Jorge Lorenzo; part 3, Dani Pedrosa; part 4, Valentino Rossi; part 5, Cal Crutchlow; and part 6, Alvaro Bautista.
|Stefan Bradl||LCR Honda|
In his first season of MotoGP, Stefan Bradl did exactly what was expected of him, learning slowly, building speed, and getting better week after week. He impressed his team, crew chief Christophe 'Beefy' Bourguignon expressing admiration at his calm and intelligent approach after the first test on the bike. He did not crash too often, finished inside the top six on a regular basis, and even got close to his first podium.
After such a strong start, he was expected to do even better in year two. The target was the occasional podium, and to be the best of the satellite riders. Strong support from Honda meant that Bradl had the tools to do the job, though starting the season using Nissin brakes instead of Brembo put him at a slight disadvantage, the Nissins offering fractionally inferior brake release.
In part six of our series looking back at 2013, we reach Alvaro Bautista. Below is our view on Bautista's season in MotoGP. You can catch up with the rest of this series here: part 1, Marc Marquez; part 2, Jorge Lorenzo; part 3, Dani Pedrosa; part 4, Valentino Rossi; and part 5, Cal Crutchlow.
|Alvaro Bautista||Go&Fun Gresini Honda|
Alvaro Bautista is arguably MotoGP's most underappreciated rider. A former 250cc champion, the Spaniard has been on a downward trajectory since moving to MotoGP, through no real fault of his own. First, he signed with Suzuki, making him a factory rider with MotoGP's weakest factory. After Suzuki left, Bautista moved to Gresini, where he rides for a pittance, and is forced to earn his keep as a test rider for Showa and Nissin. Left to fight against the industry standard Ohlins and Brembo on his own, Bautista does not get the recognition he deserves even when he is punching above his weight.
The fifth part of our series looking back at 2013 sees us turn to Cal Crutchlow. Here's a perspective on his 2013 season. You can catch up with this series here: part 1, Marc Marquez; part 2, Jorge Lorenzo; part 3, Dani Pedrosa; and part 4, Valentino Rossi.
|Cal Crutchlow||Monster Tech 3 Yamaha|
In 2011, Monster Tech 3 boss Herve Poncharal cursed the day he signed Cal Crutchlow to a two-year contract. The 2010 World Supersport champion was struggling to get to grips with MotoGP, finding the tires harder to deal with and the level of competition higher than he expected. In 2012, Poncharal's took back most of what he said about the Englishman, and in 2013, Crutchlow rewarded Poncharal's patience in spades.
This was the year of the great British motorcycle racing revival. Cal Crutchlow looked like being the first Brit to win a premier class race since Barry Sheene in 1981, and Scott Redding looked like being the first British Grand Prix champion since Sheene in 1977. Neither man would succeed in their objective, but they generated a surge of enthusiasm for the sport back in their home country.
In the fourth part of our series looking back at 2013, we take a look at Valentino Rossi's season. To catch up with previous instalments, you can read part 1 on Marc Marquez, part 2 on Jorge Lorenzo, and part 3 on Dani Pedrosa.
|Valentino Rossi||Yamaha Factory Racing|
Valentino Rossi left Ducati at the end of 2012 with a palpable sense of relief. At last he would be back on a bike with a front end he could trust, and could get back to being competitive. The goal was to test himself, to see if he could still run at the front with the Jorge Lorenzo and Dani Pedrosa, he repeatedly told reporters in the preseason.
Testing looked promising. Rossi was a little way behind the Hondas, but so was his teammate Jorge Lorenzo, and that was the man he had to measure himself against. At the first race, Rossi was straight onto the podium, dishing out a lesson in racecraft to Marc Marquez along the way. It looked like he was finally back in business.
In part three of our series looking back at 2013, we review the performance of Dani Pedrosa last season. If you missed the first two instalments, you can read part 1, Marc Marquez, and part 2, Jorge Lorenzo.
|Dani Pedrosa||Repsol Honda|
At the end of the 2013 season, some sections of the media took great delight in writing off Dani Pedrosa, after he failed yet again to secure a MotoGP title at his eighth time of trying. Surely Pedrosa's days at the Repsol Honda team were numbered, as he consistently fails to deliver on the promise he showed in the 125 and 250 classes?
It is easy to dismiss Pedrosa as MotoGP's 'nearly man', and consign him to the dustbin of history, but to do so is to ignore Pedrosa's actual results. Dani Pedrosa won three races in 2013, was on the podium a further ten times, moved ahead of Kevin Schwantz, Wayne Rainey and Kenny Roberts in the all-time MotoGP rankings, and now has the same number of second- and third-place finishes as Valentino Rossi. After Assen, Pedrosa was leading the championship by 9 points.
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 2013 Australian Grand Prix at Phillip Island - likely to be known henceforth as 'The Debacle Down Under' - taught us many things. It taught us that tire companies need to find ways to test at newly surfaced tracks (especially when a newly retired world champion and now Honda test rider lives in the same country), that pit stops in dry conditions are potentially dangerous when each stint is less than 10 laps, and that hurriedly changing rules and race lengths are far from ideal when trying to organize a MotoGP race. Those were the lessons that were immediately obvious to anyone watching.
There were more subtle lessons from Phillip Island as well. Marc Marquez' disqualification was not just a failure of either strategy or his ability to read a pit board, it was also a sign of growing tensions inside the Repsol Honda box. The reactions of the various members of Marquez' crew after he failed to enter the pits to swap bikes at the end of lap 10 (shown in an excellent free video on the MotoGP.com website) suggests a deep-seated failure of communication among the entire crew. Most of his crew appeared to be surprised and shocked when Marquez didn't come in to swap bikes, but Marquez' inner circle, Emilio Alzamora and Santi Hernandez, appear unperturbed as he races by on the lap that would lead to his disqualification. Cristian Gabarrini, formerly Casey Stoner's crew chief and now HRC engineer assisting Marquez' team, is immediately certain of the consequences, the cutting motion across the throat showing he knows it's over.
After the race, Marc Marquez told reporters that it had been deliberate strategy to ride for the extra lap. The strategy had been decided by a small group. 'We made the plan together, with three or four guys, with Santi [Hernandez] and with Emilio [Alzamora],' Marquez said, but the plan had backfired. 'The biggest problem was that we thought that it was possible to make that lap,' Marquez said, expressing his surprise at being black flagged. He had thought the penalty was for speeding in the pit lane or crossing the white line too early.
Talking to the Spanish media, Marquez was a little more explicit. 'We knew we had to enter on lap 9 or lap 10, and we thought we could enter the pits on lap 10. This was always the plan, to enter on the last lap possible, and we thought this was the last lap possible.' It was not, and that lap would lead to his disqualification.
After the initial disappointment at the death of the 250cc two strokes, the advent of the Moto2 class raised hopes that Grand Prix racing would enter a new era of chassis innovation, as the teams spent the money saved on engine development on exploring novel solutions to the problem of hustling a motorcycle around a circuit is the shortest time possible. The first set of designs unveiled did little to feed that hope, with most bikes being of the aluminium twin beam variety which is standard in most sports and racing machinery, with a couple of tubular trellis frames thrown in for good measure.
Even that variety did not last. The trellis frames were the first to go - mostly as a result of the extra weight the design created - and the number of chassis manufacturers dropped from 13 in the first year to 6 in 2013. Even that figure gives an inflated picture of the variety in the paddock: 28 out of the 32 permanent entries form Moto2 this year use either the Kalex, Suter or Speed Up chassis. The bikes vary in stiffness, in aerodynamic detail and in aesthetics, but other than that, they are virtually identical.