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After Alvaro Bautista’s runaway success since joining the WorldSBK series, winning all six main races and all three Superpole races, mostly by a significant margin, the FIM has made the first move toward balancing out performance.

Starting from the next round at Assen, the Ducati Panigale V4R is to lose 250 revs, while the Honda CBR1000RR, which has struggled badly since the start of the year, is to given an extra 500 revs on the maximum rev limit.

If you looked very carefully at the Repsol Honda 2019 livery, you could see a difference. A touch more black under the tail. A dash more white on the tank, and a different line here and there. But other than a large sticker celebrating 25 years of collaboration between Repsol and HRC, the differences were almost impossible to see.

And why should they change? In the previous 24 seasons together, Repsol and Honda have won the premier class championship 14 times, a strike rate of nearly 60%. Marc Márquez, Mick Doohan, Valentino Rossi, Casey Stoner, Nicky Hayden, and Alex Crivillé have all become world champions wearing Repsol colors.

Repsol Honda riders have a combined 168 wins, 427 podiums, and 177 poles between them. So why ditch that in pursuit of novelty? The Repsol livery is proven, and it is timeless. And so it stays as it was, no matter how much the crowd bays for change.

There was much talk of this long shared history at the Repsol Honda team launch in Madrid. Mick Doohan and Alex Crivillé were present, standing alongside Marc Márquez and Jorge Lorenzo on the stage, a conscious callback to an era when the Repsol Honda team dominated the 500cc era, and two riders won almost every race they started.

There was much talk of a “Dream Team”, both in reference to the 500cc pairing of the late 1990s, and to the two men who will race in MotoGP in 2019.

First it was Ducati Corse in Switzerland, and now it is Repsol Honda in Madrid, as the factory-backed MotoGP team debuted its 2019 team and livery. The bikes look the same, the goal hasn’t changed, but the big news from Sepang was seeing Jorge Lorenzo in Repsol orange.

Lorenzo was wrapped in bandages of course, still fresh from the surgery on his left scaphoid, which he broke while training. This meant his leathers had to be cut along the left arm so he could get in and out of them, and it will also delay some of the press photos of the 2019 Honda RC213V race bike.

As far as debuts go, that is not a great start, but it will have little effect on perhaps the biggest shakeup in the MotoGP paddock over the past few seasons.

Just days before the Repsol Honda team launch in Madrid on Wednesday, Jorge Lorenzo has suffered a wrist injury. The Spaniard fractured his left scaphoid in a training accident while riding dirt track.

Lorenzo underwent examinations in Italy and Spain, and is due to undergo surgery in Barcelona on Monday, with Dr. Mir set to operate.

The accident occurred in Italy on Saturday afternoon, and became public when Lorenzo turned up at the Clinica Pederzoli in Peschiera del Garda, in the southeast corner of Lake Garda in Italy.

You would think that after writing about what I got wrong in my predictions last year, I would not be so foolish as to try to make predictions again for the 2019 season. As it turns out, I am that foolish, so here is a list of things I expect to happen in the coming year.

2019 certainly looks very promising for world championship motorcycle racing, in just about every class in both MotoGP and WorldSBK. A range of changes mean the racing should be closer and more competitive.

Cutting the MotoGP grid from 24 to 22 bikes, and having the Petronas Yamaha team replace the underfunded Aspar squad, means there are more competitive bikes on the grid.

Ducati will field only GP19s and GP18s, and the GP18 is a much better machine than the GP17. Honda will field three 2019 RC213Vs, and a 2018 bike for Takaaki Nakagami, and the fact that Nakagami was fastest at the Jerez MotoGP test last November suggests that it, too, is good enough to run at the front.

Yamaha, likewise, will field three factory-spec bikes, with only rookie Fabio Quartararo on a 2018-spec machine. Suzuki made big steps forward in 2018, and have a more powerful bike for 2019.

It’s not just in MotoGP either. In Moto2, the new Triumph engine will change the way riders have to ride the bike, and the introduction of electronics – very limited, but still with more than the old Honda ECU kit had to offer – will give teams more options.

Ducati’s introduction of the Panigale V4 R will make the WorldSBK series a good deal more competitive. And the cream of last year’s Moto3 crop moving up to Moto2, to make way for an influx of young talent, will make both classes fascinating and exciting to watch.

So what can we expect from 2019? Here are a few concrete predictions:

The start of the year is traditionally a chance to look ahead, and make predictions for what is to come.

But as an old Danish proverb, sometimes ascribed to the brilliant Danish physicist Niels Bohr, says, it is difficult to make predictions, especially about the future.

To demonstrate just how hard, we will kick off the year taking a look back at predictions I made last year, and what I got wrong.

I started last year with an article in which I made three predictions for the 2018 season:

Episode 89 of the Paddock Pass Podcast is out, and in it we see David Emmett, Steve English, and Jensen Beeler on the mics, as we cover the 2018 WorldSBK Championship season.

The conversation starts with the champions, Jonathan Rea and the Kawasaki Racing Team, and we discuss how this has become the wining package in the WorldSBK paddock, especially with the contrasting fortunes of Tom Sykes.

The discussion includes a short interview with Leon Haslam, as he got his leg over the KRT-spec superbike during the Jerez post-season test.

It’s been a difficult test at Valencia. The weather simply hasn’t played ball. Tuesday started wet, took a few hours to dry out, then rain started falling around 3pm, meaning the riders effectively had around two and a half usable hours on track.

Rain on Tuesday evening meant the track was wet on Wednesday morning, and in the chill of a November morning, it took a couple of hours before the track dried out enough for the riders to hit the track.

At least it stayed dry and sunny throughout the day, and the last couple of hours saw the best conditions of the test, times dropping until falling temperatures put paid to any thought of improvement. The teams may have lost time, but at least they had a solid four and a half hours of track time to work.

For half the factories, what they were focusing on was engines. Yamaha, Honda, and Suzuki all brought new engines to test, and in the case of Yamaha and Honda, two different specs.

Ducati was mainly working with a new chassis, aimed at making the bike turn better. Aprilia had a new engine and a new frame to try. And as usual, KTM had a mountain of parts and ideas to test.

If you want to see the law of unintended consequences in action, just take a look at MotoGP testing. The nature of testing has changed as manufacturers have suffered the consequences of not fully understanding the effects of the engine development freeze during the season.

Honda suffered, Suzuki suffered, and now Yamaha have suffered when they made the wrong choice of engine in preseason testing. They learned the hard way they had to get it right.

This has meant that the Valencia MotoGP test has become first and foremost about getting the engine in the right ballpark, giving the engineers enough data to work out the fine details over the winter. A tight track and cold air temperatures sees engines at their most aggressive, with plenty of horsepower on hand and very little room on track to actually use it.

The addition of Jerez as an official winter test – to be held at the end of next week – makes this even more explicitly an engine test. If the factories bring an engine that is manageable at both Valencia and Jerez, they are in good shape for next season.

As an aside, going to Sepang rather than Jerez to test in the past couple of seasons may be one of the factors that led Yamaha down a blind alley with their engine. Sepang is hot, wide, and fast, sapping power and allowing a MotoGP bike to stretch its legs.

It is the kind of track that can hide an overly aggressive engine, which then can rear its ugly head when the season is underway, the engine spec is frozen, and it’s too late to fix the problem.

While the line up for the 2019 MotoGP season was settled surprisingly early in the year, the opposite has been the case for WorldSBK. With just two weeks to go to the first full test of 2019, there are still a whole range of seats open, and questions going unanswered.

One of the reasons for the delay became clear at the EICMA show in Milan last week. While the manufacturers were presenting their newest bikes, including some of the key machines that will star in World Superbikes next year, a couple of manufacturers also presented their racing programs for 2019.

Perhaps the biggest story came from Honda, where HRC presented Althea and Moriwaki as their new partners in running their WorldSBK program. After a partnership of three years, and a relationship going back nearly two decades, Ten Kate are out, with the Italians and Japanese taking over.

It wasn’t just Ten Kate: title sponsor Red Bull were also out. The energy drink firm had signed up when Nicky Hayden was with the team, a big name draw for sponsors, and a rider with a long connection to Red Bull.

It was Red Bull who brought in Jake Gagne, the American who never really found his feet in the WorldSBK championship. After two years of poor results, Red Bull withdrew.