This is going to be a big weekend in MotoGP, perhaps one of the most significant in a long while. The outcome of Sunday’s race is unlikely to be earth-shattering – the chance of the top three being entirely Spanish, and composed of two Repsol Hondas and a Factory Yamaha is pretty large – and the championship will look much the same on Sunday night as it does now. Yet this weekend will be key.
Much of the interest – and intrigue – revolves around the test on Monday. The most visible piece of the MotoGP puzzle will be in the Suzuki garage, where their brand new MotoGP machine is due to make its first real public debut.
The bike has had a number of private tests, some more secretive than others, the latest being last week at Motegi with Randy de Puniet. The times that were leaked from that test were respectable, though with only test riders for competition, it is hard to put them into context.
At Barcelona, a public test, with official timing, and up against the full MotoGP field, there will be nowhere to hide. Will the Suzuki be able to match the times of the Hondas and Yamahas? Unlikely, the bike is still at an early stage of development.
But it should be faster than the CRT machines, and close to the Ducati satellite bikes. De Puniet’s first target will be himself, and the time he sets during practice and the race on the Aprilia CRT he rides for Aspar.
Mugello is arguably MotoGP’s crowning glory. The location is stunning, in the verdant hills of Tuscany, a few miles north of Florence, one of the most beautiful ancient cities in the world. The track itself is gorgeous and beautifully laid out, rolling round the valley in which the circuit is set.
It is one of the few tracks left at which a MotoGP bike can fully stretch its legs, even a 260+ horsepower fire-breathing 1000cc Honda RC213V. At the end of the front straight, as riders drift right then left for the slight kink of the pit lane exit just before the track drops off for the spectacular first corner at San Donato, the bikes approach the magical barrier of 350 km/h. An obstacle that has not yet been cleared, but one which must surely fall in the near future.
A lap of the circuit passes in under 1’48, an average of 175 km/h, or nearly 110 mph. It is verily a temple of speed.
It may seem odd, then, that the fastest bike does not necessarily win at the circuit. Of the past ten editions of the race, seven have been won by Yamahas, a bike which has never been the fastest in a straight line.
While speed is not the secret to the circuit, a glance at the list of winners over the years reveals exactly what is: Valentino Rossi has won seven times at the circuit in the premier class (as well as twice more in the support classes), Mick Doohan won here six times, Jorge Lorenzo won twice, and the list of one-time winners includes Dani Pedrosa, Kevin Schwantz, Loris Capirossi and Casey Stoner.
To win at Mugello is simple: it is merely a matter of being one of the very best riders in the world.
Three races into the 2013 MotoGP season, and the Yamaha Factory Racing team have been forced to tear up the script they had written for themselves after pre-season testing. Their original goals were for Jorge Lorenzo to win as often as possible in the early part of the season, building a lead at the tracks at which Yamaha is supposed to be strong, then defend that lead in the second half of the year. Valentino Rossi, meanwhile, was to finish adapting to the Yamaha once again, and get on the podium ahead of the Hondas as much as possible, to help build out Lorenzo’s lead in the championship.
The plan worked perfectly at Qatar. Lorenzo was untouchable in the race, and won easily. Rossi showed he still had it by getting on the podium and taking second, while the first Honda was Marc Marquez in third. This worked out even better than expected, as although Marquez is clearly an exceptional talent, the real title threat, Yamaha believed, would come from Dani Pedrosa.
So we’re back in Europe. Despite the eerie beauty of the night race at Qatar, despite the magnificent splendor of the Circuit of the America’s facilities, Jerez still feels like the first proper race of the MotoGP season. The paddock is set up in its full regalia, and all of the hospitality trucks are present.
The fans will be out in full force – or at least much fuller force than in the previous two races, despite the entirely respectable attendance figures at Austin – and everyone knows the score: where the track entrance is, where the truck park is, where the media center is, what the schedule is. Things have now returned to normal, and we are about to embark on the meat and potatoes section of the Championship.
And here we highlight precisely where the weakness of MotoGP lies: Jerez feels like home, and everyone in the paddock immediately feels much more comfortable here than at the previous two races. It is symptomatic of the Eurocentric (and Iberocentric) nature of MotoGP and world championship racing in general that the paddock is so very far inside its comfort zone here. If MotoGP is to expand to the world, this is one thing which urgently needs addressing.
Oh HRC, how we begin to love thee. I think I am belaboring the point now, but someone at Honda’s MotoGP team has really latched onto this whole online marketing thing, and I like it. With a plethora of videos and interviews building up to this weekend’s season-opening round at Qatar, HRC is really promoting its factory-backed riders: Dani Pedrosa, Marc Marquez, and Stefan Bradl.
Though pitched as a season preview video, the short clip after the jump is really more like four minutes of MotoGP porn, set on location at the Circuit of the Americas race course outside Austin, Texas. Complete with slow-motion cameras and what looks like a helicopter drone camera (I wonder where they got that idea), if you don’t come away pumped for this weekend’s race, then you should consult your physician.
Just remember though, the only reason this video exists is because HRC paid for a private test week at COTA, and was thus free of Dorna’s media restrictions. Had this been an official MotoGP test, video like this would have never been produced (or worse, thrown behind the MotoGP.com paywall). Makes you wonder, huh?
In three weeks’ time, the 2013 season gets underway for all three Grand Prix classes, and motorcycle racing’s winter will finally be over. Before that, there is a week of testing at Jerez, where first the Moto2 and Moto3 classes get their final run out on the track from Monday through Thursday, before MotoGP takes to the track on Saturday, Sunday, and Monday.
Testing at Jerez may be affordable for GP’s junior classes, but it does not come without risk. Moto2 and Moto3 tested at both Valencia and Jerez in February, and while conditions were sunny and dry, if a little cool at Valencia, the test at Jerez was very mixed indeed, with rain disrupting two of the three days of testing. This test looks just as likely to be disrupted by rain: while good weather is forecast for Monday, Wednesday and Thursday, Tuesday looks like being a total washout.
That will leave the riders with two full days of dry testing – for some arcane reason, IRTA has decided to spread the three days of Moto2 and Moto3 testing over four days, with the test starting on Monday afternoon, and concluding on Thursday lunchtime.
There is surely method to this madness, but unfortunately, IRTA does not have a press office, and so nobody to explain it. In the absence of an IRTA – the International Roadracing Teams Association, the official body representing the teams – press officer, the media are left to scratch their heads, speculate, and all too often, concoct explanations for themselves.
After an absence of some three weeks or so, the MotoGP teams once again return to action at Sepang for the second official test of the pre-season. The intervening period has seen a flurry of activity in the factories in Japan and Italy, and at CRT team headquarters around Europe.
The data accrued on the first visit to the Malaysian circuit has been analyzed, assessed, and more modifications made and ideas worked out for the second Sepang test. So what can we expect to see in Malaysia for the next three days? And what are the key details to keep an eye on?
For most of the groups inside the MotoGP paddock, this final visit to Estoril for the Portuguese Grand Prix is tinged with sadness. Everyone loves this place, except for arguably the most important group of individuals present: the riders. The track is too tight for a MotoGP bike, especially the tight uphill chicane that follows a couple of corners after the back straight, and the many surfaces of Estoril make it very difficult to cope with. But for anyone who doesn’t actually have to ride the track, Estoril is wonderful. Teams and journalists either stay in the beautiful seaside resort of Cascais, or else in the magical town of Sintra, up the mountain overlooking the Portuguese circuit. As far as ambiance is concerned, the Portuguese round of MotoGP is very hard to beat.
Unfortunately for the Estoril circuit and the many fans it has in the paddock, this is the last time we will be coming here for the foreseeable future. The state of the Portuguese economy, combined with the fact that this is one of the least attended races of the season means that it is just not viable for the time being, especially not as the circuit really needs resurfacing. In a last-ditch effort to attract as many people as possible to the Grand Prix, the circuit organizers have slashed prices by quite an astonishing level. The cheapest ticket for the weekend? 2 euros. The most expensive? 20 euros for a three-day pass and the best seating. There are several circuits where you could spend ten times that much on a ticket. A bit of judicious googling for hotels and flights and you could come to the Portuguese GP for just the cost of entry for another European round.
After the opening of hostilities in the black of the desert night in Qatar, the 2012 MotoGP season gets underway for real – or at least, what feels like for real – this weekend in Jerez. The paddock finally full, not of Nissen huts, but of sleek and shiny hospitality units and race trucks; the stands full of fans, and spread all around the track, not huddled together at one end of Qatar’s single grandstand; the bikes displaying their natural glory in daylight, not the fluorescent glare of Qatar’s admittedly spectacular floodlit fish bowl.
The track is familiar to all. We were here just a month ago, for the final IRTA test ahead of the season, and everyone has had a chance to find a decent setup for the track. Fastest man during the test was also the fastest man at Qatar, though arm pump prevented Casey Stoner from capitalizing on that speed, and his title rival Jorge Lorenzo taking advantage to secure a well-deserved victory.
If you want to get a quick feel of how the 2012 MotoGP Championship is shaping up from a very knowledgeable person in the MotoGP paddock, then today’s video from Yamaha Racing’s Lin Jarvis is your best bet. Taking some time from his duties of running Yamaha’s MotoGP team, Jarvis talks about the tests underway in Sepang, Malaysia, and is generally optimistic about the season.
Of course sometimes what isn’t said is more important than what is said, and in this season preview you won’t hear a single word about the most important change to MotoGP: the claiming rule teams. Simple omission, or are the OEMs beginning their face-off with Dorna on the future of MotoGP?
I’m going to come out and say that I loved the 2011 Triumph Speed Triple when it came out. A divisive model with the Triumph’s loyal fan base, the revised Speed Triple’s aesthetics are a marked improvement over the earlier generations in my book, which was the only thing that kept the peppy three-cylinder machine out of my personal garage. Now to thoroughly ruining my Christmas wish list, the British brand has added the 2012 Triumph Speed Triple R to its EICMA debut list, with the “R” designation denoting the bike’s upgraded Öhlins suspension, Brembo brakes, and PVM wheels.