From Mugello to Barcelona, with, in most cases, nary a chance in between to head home and wash your smalls. It used to be that the trip from Mugello to Barcelona was a chance to see MotoGP race back-to-back at two of the great motorcycle racing circuits.
Now, it’s one and a half great circuits, with a nadgery little section tagged on at the end to slow everything down. Or as Marc Márquez described it in Mugello, “You arrive [at Montmelo] and you know that it’s kind of two different tracks: the first part is really fast and wide, the last part tight and slow.”
What was a temporary fix to solve the immediate issues exposed by the tragic death of Luis Salom last year – one year on, the paddock will doubtless be full of memorials to the bright young Spaniard – has been turned into a rather horrible bodge job.
The fast sweeper of Turn 12, where Salom fell and found himself on an unexpected trajectory across asphalt, and not gravel which would have slowed him down, is replaced by an even tighter and shorter chicane than last year, made so because of the proximity of the walls on the inside of the F1 chicane used last year.
It is a tragedy – I use that word advisedly, as it cannot compare with the loss of a young man’s life – to sacrifice one of the great sections of a motorcycling track.
But it is also an inevitable consequence of Grand Prix motorcycles getting ever faster, being able to brake later, carry more corner speed. The progress in motorcycle development is pushing their performance beyond the capacity of race tracks to safely host that performance.
The Circuit de Barcelona-Catalunya, home to the Barcelona round of MotoGP, has agreed a new track layout to be used for MotoGP from now on.
After consultation with the FIM and the FIA, the circuit has settled upon a slightly revised version of the F1 layout used during the race at Barcelona this year, with the chicane at the (new) Turn 14 and Turn 15 having been moved several meters closer to the (new) Turn 13, providing more run off at the chicane.
The new layout confirms the use of the F1 layout after Turn 9, the right hander leading on to the back straight.
The FIM have published a report into the crash in Barcelona, in which Moto2 rider Luis Salom lost his life.
The report, which can downloaded from the MotoGP.com website, was drawn up based on information from Technical Director Danny Aldridge and Director of Technology Corrado Cecchinelli, as well as analysis of the data by an independent telemetry expert, Lluis Lleonart Gomez, who was appointed by Luis Salom’s family.
The report reaches a number of conclusions. The first is that there is no evidence of mechanical failure on the part of the bike. The right clipon, holding the throttle and brake assembly, was found to be loose when the bike was examined after the crash.
However, this could be put down to crash damage, as clipons often come loose when the bike hits the ground. Salom’s bike slid on its right side before impacting the wall, and this is the most likely cause of that damage.
The rear wheel was also damaged, but data from the (compulsory) pressure sensors showed that rear tire pressure was at the recommended pressure of 1.5 bar when the bike crashed.
The most likely cause of the rear wheel damage was when the bike hit the wall, the air fence not being sufficient to absorb the impact of the bike.
Episode 29 of the Paddock Pass Podcast is out, and it has David Emmett and Neil Morrison covering the recent GP races at the Catalan GP in Barcelona, Spain – as well as the post-race test that was held in Catalunya, the Monday after the race.
The show starts with a discussion about the tragic loss of Luis Salom on Friday, with the guys talking about Luis’ life, both on and off the track. That somber conversation eventually turns to the racing action in Catalunya, as three well-fought races took place in Spain.
The bulk of the MotoGP conversation is about Rossi’s battle with Marcquez, again a conversation that spans from the on-track action, to off-track as well, as Rossi and Marquez seem to be finding some common ground to begin tolerating each other.
The boys then discuss the happenings in Moto3 and Moto2, followed by a discussion of Monday’s MotoGP testing. New tires, new parts, and some insight into how the 2016 MotoGP season might end were topics of major concern. We think you’ll find it highly informative, as always.
As always, be sure to follow the Paddock Pass Podcast on Facebook, Twitter and subscribe to the show on iTunes and SoundCloud – we even have an RSS feed for you. If you like the show, we would really appreciate you giving it a review on iTunes. Thanks for listening!
On the day after the Barcelona MotoGP race, the entire grid bar the Aspar Ducatis were back at the track for a full day of testing. Conditions were ideal; so ideal that they perhaps a little confusing.
Though it was hot and dry, the fact that only MotoGP bikes are circulating and laying down Michelin rubber meant the track felt different to race day, when the MotoGP bikes have to follow Moto2, and cope with the Dunlop rubber the fat rear tires smear on the track.
The grip was also helped by the fact that Michelin had three new rear tires to test. They were three slightly different versions of construction of the current rear tire, using one of the compounds available for the race weekend.
The tires were well-received, everyone praising the added traction the tire offered. The only criticism offered was that they had a very short life, dropping off after two or three laps.
Michelin were pleased with the results of testing. The main aim of the new tires had been to proved extra traction, and that is what they had delivered. Michelin chief Nicolas Goubert was very satisfied.
“All three tires were better than the reference tires, so we just have to choose which one to make.” The tires were very much test items, used to gather data, and were to be taken away and examined back at the factory.
There, a decision would be taken on when and where the tires will be used. “Technically it’s possible to produce them for the next races, but we will analyze whether they are needed for the tracks we will be going to before the summer.”
On Friday, a young man died in a freak crash at the Circuit de Catalunya, and we mourned him. On Saturday, we went through the motions, picking up the rhythm of a normal race weekend, but in a state of mild shock.
On Sunday morning, we remembered Luis Salom, the whole paddock and a circuit full of fans standing in silence, united both in the memory of a bright young talent who take took from us, and in the knowledge that it can happen again.
On Sunday afternoon, we raced, and reminded ourselves of why young men and women risk their lives with the frankly rather futile objective of demonstrating that they can ride in circles on a motorbike faster than anyone else.
“It was difficult to not cry when we were in the minute of silence,” Maverick Viñales reflected on Sunday afternoon. “It was a really difficult race, but I think the best way to remember Luis is racing, and trying to make the best result. I know he will be always with us.”
Marc Márquez felt much the same. “In the end also this Sunday, I liked it was again the atmosphere of the family, the MotoGP family. Because when we were there together on the grid, when we were racing, everybody was racing for Luis. Everybody dedicated the race to Luis.” And what races to dedicate to Luis Salom.
The Moto3 race saw a tense battle go down to the line, and a thrilling finale and a win that had been a long time coming. The Moto2 race became a brawl between two of Salom’s recent rivals, with a masterful display to take victory. And MotoGP produced one of the fiercest duels we have seen in a while, a popular victory, and a shake up in the championship.
What does the MotoGP paddock do the day after a rider dies? Carry on as normal. Or nearly normal: bikes circulate, riders compete, but conversations are more hushed, the mood muted. The whole paddock is a quieter place, bar the bellowing of racing four-stroke engines.
Heartless? That is putting it a little strongly. It is in part a coping mechanism, immersing yourself in your work to avoid dwelling on tragedy, and thinking too much about danger.
But it is also a response to the request of Luis Salom’s family and team. When Dorna boss Carmelo Ezpeleta asked them what they wanted to do, they said they wanted the race to go ahead.
Their wishes would be respected, but it was not the first choice of everyone in the paddock. Danilo Petrucci told the Italian press he would have preferred to have packed up and gone home, and he was not alone.
“Yesterday I was crying together with my brother because [Luis Salom] was really young,” Aleix Espargaro told us. “This is a disaster. With Pol we were thinking that the best thing was to not race because actually now I feel empty inside.” We all felt empty inside, and still do.