Stefan Bradl’s LCR Honda is sporting a new livery at Assen, after the team secured a major new sponsorship deal. The tie up will see the bike in CWM’s colors for three races in 2014, and will continue as a major backer in 2015.
The new sponsorship deal is so significant that it offers LCR Honda new possibilities. Lucio Cecchinello has made no secret of his desire to expand from a single bike to a two-bike team, but so far, the financial backing necessary has been missing.
The deal with CWM World has the potential to be the key support which would allow Cecchinello to add a second, Open bike to his satellite Honda RC213V currently being ridden by Bradl.
The 2015 MotoGP grid is shaping up to look even stronger than this season. There are increasing signs that the weaker teams on the grid are set to disappear, with the strongest teams in Moto2 moving up to take their place. In addition, there is a chance that some of the stronger existing MotoGP teams could expand their participation as well.
It is an open secret that the Marc VDS Racing team is weighing up a switch to MotoGP. Team boss Michael Bartholemy has had initial talks with the team owner Marc van der Straten about adding a MotoGP entry to their line up, but they are still a long way from making a decision.
Bartholemy told us that a decision on their participation would come at Assen at the earliest, but admitted that it was still a very serious option.
Honda’s RCV1000R production racer is due to get some upgrades after all, but those upgrades are not set to come until 2015, according to reports on GPOne.com.
The performance of the RCV1000R has been a source of some disappointment for the teams who stumped up the roughly 1 million euros a season in bike costs, as well as for the riders who have been hired to race the bike. After reports that a Honda test rider had lapped with 0.3 seconds of the factory RC213V machine, expectations of the bike were very high indeed.
On the track, the RCV1000R has not got anywhere near the times expected of it. Comparing the fastest race lap of the fastest RCV1000R rider against the slowest RC213V rider shows an average difference of 0.730 seconds over the first five races of the season, four tenths more than Honda had managed with a test rider.
Teams have complained, riders have been open in criticizing the lack of power, and the current teams have been eyeing the Open class Yamahas fielded by the NGM Forward team with some interest.
The news that Honda would be building a production racer to compete in MotoGP aroused much excitement among fans. There was much speculation over just how quick it would be, and whether it would be possible for a talented rider to beat the satellite bikes on some tracks. In the hands of active MotoGP riders, the gap was around 2 seconds at the Sepang tests. Nicky Hayden – of whom much had been expected, not least by himself – had made significant improvements, especially on corner entry. The difference in performance and the big gap to the front has been cause for much speculation. Where are the Honda production racers losing out to the Factory Option bikes?
One of the great privileges which holding a MotoGP media pass allows is to stand behind the armco and watch and listen to the bikes as they go past. At the Sepang test, I made full use of that opportunity, and wandered over to Turn 3 – the glorious, fast right hander, where the riders get sideways driving through the turn and onto the short straight to Turn 4 – to enjoy the spectacle of the best riders of the world showing off their skills. There is more to be learned from watching at trackside than just how spectacular MotoGP bikes are through fast corners, though.
Part of Honda’s racing success has been the fact that the Japanese motorcycle manufacturer has been able to attract some of the best riders ever to come to a Grand Prix race’s starting line. But also part of the equation has been the superb equipment that HRC, Honda’s racing department, produces for its riders, bike likes the Honda NSR500, RC211v, RC212V, and RC213V, which have widely been regarded as the best machines on the grid in each of their respective eras. It would appear that Honda has a firm grasp on the next few years of MotoGP racing, and as a bit of an homage to this company’s fantastic two-wheeled craftsmanship, along with the racers who rode them, we give you wallpaper-sized photos of Honda’s Grand Prix motorcycles, from the 1995 to 2013 seasons.
While the talk of the Valencian GP will be the on-track action between Marc Marquez and Jorge Lorenzo, the off-track chatter is about HRC’s open class race bike for private teams, the Honda RCV1000R. This is the machine that Nicky Hayden, Scott Redding, and Karel Abraham, with other riders expected to be added, hope will close the gap between factory and private teams. Like its predecessor, the 2014 Honda RCV1000R uses a 999.5cc 90° V4 engine, and while there are many similarities between the two bikes, there are major differences as well. Specifically, the Honda RCV1000R uses conventional steel valve springs, instead of the Honda RC213V’s pneumatic valve springs; and a conventional gearbox, instead of the factory bike’s seamless gearbox design.
On Monday, the new Honda RCV1000R production racer from HRC will take to the Circuit Ricardo Tormo in Valencia, Spain for its first public testing session. HRC couldn’t wait to show off its machine though, and held a press conference today at the Valencian GP for the MotoGP press pool.
Based closely off the Honda RC213V that Dani Pedrosa, Marc Marquez, Stefan Bradl, and Alvaro Bautista are racing with this season, the Honda RCV1000R will fit under the “Open Class” set of rules, and be campaigned by Nicky Hayden, Scott Redding, and Karel Abraham, with further riders expected to be added to that list.
As expected, the Aspar team today announced they would be switching from Aprilia to Honda for the 2014 season in MotoGP. The team has signed a two-year deal with HRC to race the Honda RCV1000R production racer, and will field 2006 world champion Nicky Hayden on one of the bikes. The reasons behind dropping Aprilia and their highly successful ART machine are simple: after the departure of chief engineer Gigi Dall’Igna, the future of Aprilia’s MotoGP program is in severe doubt. American Honda had lobbied hard to have Hayden back on a Honda, and his signing came with the blessing and support of HRC.
The future of Nicky Hayden appears to have been decided. Jorge Martinez, boss of the Aspar team, has decided to drop Aprilia in favor of Honda, according to German language website Speedweek.com. Aspar is set to make an announcement later this week on its future, and that decision appears to be that the Spanish team will be running Honda’s production racer RCV1000R for next season.
The decision was made almost inevitable once it was announced that current Aprilia racing boss Gigi Dall’Igna would be leaving the Noale factory to join Ducati. Dall’Igna and Martinez had a strong working relationship dating back to the years in which Aspar ran 125 and 250cc team, and Aspar’s faith in Aprilia’s MotoGP program was based on the strength of that relationship.