Jerez was a tough round for MotoGP riders. Stefan Bradl suffered severe arm pump during the race on Sunday, where he finished in 10th place. But it seems that Dani Pedrosa was also suffering from a similar problem, despite riding to 3rd — just short Valentino Rossi.
Those who fear a Marquez whitewash at the Circuit of the Americas could draw some comfort from the raw numbers on the timesheets as Saturday progressed.
Marquez’s gap from Friday was cut dramatically, first to under a second in FP3, then to a third of a second in FP4, before being slashed to less than three tenths in qualifying. Is the end of Marquez’s dominance at Austin in sight?
But raw numbers are deceptive. Sure, the gap in single lap times is small, but there is still no one who can get close to the reigning world champion. Marquez’s four flying laps were faster than the best laps by any other rider on the grid.
Second place man Dani Pedrosa’s fastest lap was still slower than Marquez’s slowest. In FP4, Marquez punched out four laps in the 2’03s, while the best anyone else could do is lap in the 2’04s.
During the morning FP3 session, Marquez racked up five 2’03s, while only Pedrosa could manage two 2’03s, Stefan Bradl, Andrea Dovizioso and Bradley Smith managing only a single solitary lap under 2’04.
Where the others took eight or nine tenths off their best time during qualifying, Marquez only improved on his previous best by a quarter of a second.
“It looks like Marc always rides at qualifying pace,” Jorge Lorenzo’s team manager Wilco Zeelenberg quipped. Given the string of 2’03s Marquez hammered out on hard tires in race trim during FP4, that bodes ill for the rest of the riders.
A measure of just how confident and comfortable Marquez is at Austin – a local journalist finally got the Spaniard to admit that the circuit favors the Honda, a small triumph in itself – came during FP4, and then again during qualifying.
In Q2, Marquez lost the front in the tight left-hander, saved it, nearly lost it again, then got on the gas again as if nothing had happened. In FP4, while testing a change to the weight distribution, Marquez found himself running straight on at the end of the back straight three laps in a row.
On one lap, the rear came up as he hit one of the few bumps on the circuit, and instead of struggling to regain control, Marquez tried to control it and carry it on as far as possible. He grinned as he recounted the experience to the press conference. This young man is in his element, which bodes ill for the competition.
It has been a long and confusing wait for the 2014 MotoGP season to begin. An awful lot has happened since the MotoGP bikes were rolled into their packing crates after the Valencia test and shipped back to the factories and workshops from whence they came. There have been shock announcements, shock testing results, and shock training crashes.
There have been last-minute rule changes, made in an attempt to keep all of the different factions in the paddock from rebelling. The final rules for the premier class were only announced on Monday, and even then, they still contain sufficient ambiguity to confuse.
But this confusion and chaos cannot disguise the fact that 2014 looks set to be the most intriguing championship in years. Gone are the reviled CRT machines – unjustly reviled; though slow, they were still jewels of engineering prowess – and in their place is a new class of machinery, the Open entries.
A simpler demarcation has been made, between factories running their own software on the spec Magneti Marelli ECU, and the Open teams using the championship software supplied and controlled by Dorna.
The latest rule change adds a twist, allowing underperforming Ducati all the benefits of the Open class – 24 liters of fuel instead of 20, 12 engines per season instead of 5, unlimited testing and a softer tire – until they start winning races. But the 2014 grid looks much more like a single coherent class than the pack of racing motorcycles that lined up last year.
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.
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.
Though Bradl improved, consistently finishing inside the top six, it was not what he or Honda had hoped. The Aragon test in June gave Bradl a boost, trying the same forks which the factory riders had already been using, and switching to Brembo brakes, at least at the front.
Stefan Bradl has been forced to miss the Sepang round of MotoGP, after fracturing his ankle in a crash during FP4. The LCR Honda rider fell at Turn 1, sliding unhurt towards the gravel, but clipped his foot on the carpet on the outside of the kerb, which had been picked up by the handlebar of his Honda RC213V.
The impact was enough to fracture the right medial malleolus (the spur on the inside of the tibia visible as part of the ankle), ruling him out of action for Sunday’s race.
Marc Marquez has made a name for himself this season, not only by being a prodigy on two wheels, but also for being the light-hearted breath of fresh air that the MotoGP Championship needed so dearly.
Marquez himself is perhaps a stark contrast to his employer, the Honda Racing Corporation (HRC), which is known for being a bit more uptight and mechanical with its persona.
After watching the video after the jump, we think we can safely say that Nakamoto-san and his crew have redefined HRC…and they might just be having the most fun in the MotoGP paddock in the process.
Though Ducati have told Nicky Hayden that there is no room for him in its factory MotoGP team, it is no secret that they would like to keep him within the Ducati family.
The American retains a huge following in his native country (according to Google Trends, he is the second most searched MotoGP rider, after Valentino Rossi, though Marc Marquez is hot on his heels), and is a favorite with sponsors thanks to his willingness to help the people who help pay his salary. Hayden has been a great ambassador for Ducati in the US during his four and a half year tenure at the Italian factory.
So Ducati are doing all they can to persuade Hayden to move to World Superbikes, and take on the challenge of racing the Ducati 1199 Panigale R. To that end, Hayden rode the World Superbike-spec version of the bike at Mugello last week, to assess what he was getting into before making a decision.
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.
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 a 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.