This is because KTM is making available two former MotoGP race bikes for private purchase – effectively ruining your holiday wish list. They bikes are not cheap however, and you will need to have at least €250,000 in your bank account to buy one.
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.
It had been widely rumored, and long expected, but KTM has finally confirmed that Dani Pedrosa will be a test rider for the Austrian factory for the next two seasons. Pedrosa will take on the role alongside current test rider Mika Kallio.
Rumors that Pedrosa would take on a testing role with KTM have been circulating for some time, ever since it became clear that Pedrosa would not be part of the Repsol Honda team.
The Spaniard had been linked to the Petronas Yamaha seat as well, but in the end, he felt that some of the joy had gone out of racing, and he didn’t feel he had the intensity to keep racing beyond the end of this year.
A number of the MotoGP teams have had a busy test at the Aragon circuit over the past two days. This is the test that played a role in not being able to move the Silverstone race to the Monday, a public holiday in the UK, as the trucks needed to travel the 2000km from Towcester to Alcañiz and set up ready for testing.
On Wednesday, Suzuki, Yamaha, and KTM were the factories taking to the track, with the Pramac Ducati squad also present. Thursday saw Yamaha and Pramac depart to make way for the factory Ducati squad. The teams were met with much better weather than at Silverstone, allowing two full days of testing, with the track improving as it got cleaned up with bikes circulating.
You would think that after a tough weekend of racing in punishing conditions, the riders would find it very hard to spend eight hours on a MotoGP bike, pushing as close to race pace as possible, testing new parts and setup.
Not according to Andrea Dovizioso. “No, for me it’s very easy, and it’s the easiest way to do that. If there is a break, it’s worse,” he told us at the end of Monday’s test at Brno.
There was a pretty full cast of MotoGP characters present, with one or two notable exceptions. The Reale Avintia and Angel Nieto Team Ducati teams were both absent, because they had nothing to test except setup, and testing is expensive.
Pol Espargaro was in the hospital waiting for scans on his broken collarbone and his back, which confirmed that luckily only his collarbone was fractured, and it won’t need to be plated (though he will definitely miss KTM’s home race at the Red Bull Ring in Austria).
HRC test rider Stefan Bradl was also absent, after stretching ligaments in his right shoulder in a crash he caused on the first lap. A crash in which he also took out Maverick Viñales, who also suffered a minor shoulder injury, and decided not to test.
It is a truism in MotoGP that though they hand out the trophies on Sunday, the race is often won on Friday and Saturday. Practice is when riders and teams can find the setup tweaks they need to go faster, evaluate tire choices, and plan a strategy.
Which tires offer the most potential? Which area of the track can we gain most while sacrificing the least in other points? Is there more to be gained by pushing hard early and trying to manage, or by being patient in the first half of the race, hoping to have an advantage in the second half?
The wide range of tires offered by Michelin make practice even more important. Michelin’s remit from Dorna is to produce three front tires and three rear tires that can all be used during the race.
That requires a certain amount of compromise: labeling tires soft, medium, and hard does not mean that Michelin make three tires with an equal step in between the three different tires. It is more like an indicator of how well the French tire make expects each tire to cope with the heat and stress of a race, and the trade off in terms of grip.
So a soft and a medium tire may use the same rubber on one side of the tire, or on opposite sides of the tire. Or they may use the same compounds with a stiffer carcass, to reduce flex and therefore the amount of heat being generated.
Understanding how all these factors work together, and what that will mean for the race, is what the teams spend their time doing in practice. The team and rider that does this best on Friday and Saturday gets to spend Sunday evening celebrating their victory during the race. If all goes to plan, of course.
The tale of the TT Circuit at Assen is really the tale of Grand Prix motorcycle racing.
That is hardly surprising, given that the race has featured on the calendar since Grand Prix racing was born, or rather, since the FIM Motorcycle Grand Prix Road Racing World Championship was established, back in 1949. And like Grand Prix racing, it has roots which go back a long way before that.
The first race took place in 1925, a year after the Dutch government passed a law permitting racing on public roads. It ran over cobbled roads and sand tracks between three villages to the east of Assen: Rolde, Borger, and Schoonlo.
The next year it moved south of Assen, again over public roads, between De Haar, Oude Tol, Hooghalen, Laaghalen, and Laaghalerveen. It stayed there until 1955, when the first sections of what would become the modern circuit were built.
The roads were closed and the circuit was separated from the world, an isolated loop of tarmac, where racing was safer, easier to organize, and, not coincidentally, easier to monetize.
The inaugural Grand Prix season in 1949 took place mainly on circuits set out using public roads, which made for long tracks taken at high speed (Bremgarten in Switzerland and Monza in Italy were the two purpose-built circuits on the calendar, but Bremgarten, in particular, was a spectacularly dangerous circuit which wound through a forest).
Once upon a time, a post-race test would see almost a full complement of riders taking part. But in the past couple of years that has changed, as spec software has meant fewer things to do.
The spec software, the engine freeze, the aerodynamics freeze: there is less to test, and so more factories are opting out of the one-day post-race tests.
So it was at Jerez on Monday that the factory Ducati riders, the Ecstar Suzuki team, and the Gresini Aprilia squad all decided to skip the test at Jerez in favor of some private testing at Mugello later in the week.
Behind closed doors, they can work a little more freely, away from the prying eyes of the press, and especially of a contingent of photographers.
There are other reasons to be wary of a post-race test. The track is in as good a condition as it is going to get on the Monday after a race. It has been swept clean by a weekend of racing, and the last class to smear its rubber all over the track is MotoGP.
So the bikes are treated to a clean, well rubbered in circuit, allowing lap times to drop. The average improvement between the race and the test was nearly 1.3 seconds a lap.
About half the 16 permanent riders who took to the track on Monday improved their times from qualifying. It is fair to say that Monday tests can be deceptive.
The foursome tackle first the topic on everyone’s mind, the three-bike pile-up of Dani Pedrosa, Jorge Lorenzo, and Andrea Dovizioso. Who was to blame? What does it mean for the championship? Is Race Direction acting appropriately?
The guys tackle these questions, and their disagreement on their conclusions makes for an interesting debate.
The conversation then turns to the progress being made at the various manufacturers. With four races down in the MotoGP Championship, a picture is starting to be painted in regards to the strengths and weaknesses of each brand and team, and the episode covers that tapestry.
Of course the show ends with the guys picking their biggest winners and losers from the weekend’s events, which isn’t as obvious this week as one would think.
We think you will enjoy the show. It is packed with behind-the-scenes info, and insights from teams and riders in the paddock.
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!
With the MotoGP paddock back in Europe and heading to Jerez, the first round of contract announcements is upon us, with the second wave not far behind.
First domino to fall for the moment is Pol Espargaro, who will be staying at KTM for the 2019 and 2020 seasons. Ahead of his first home grand prix of 2018, KTM today officially announced that they will be retaining the services of the Spaniard for the next two years.
Espargaro’s signing had been broadly expected. The Spaniard has outperformed his teammate Bradley Smith, and with the Austrian factory’s MotoGP project moving from the development phase to the point where they need to start producing results, Espargaro has been favored over Smith.