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It has been a decade, but it is here at last. The last time a rider from the United States of America took pole position in a Grand Prix was in 2010, at Indianapolis, where Ben Spies set the fastest time in qualifying. The last time an American rider was fastest in the intermediate class was Kenny Noyes at Le Mans in 2010. 2010 was a good year for Americans in racing.

Are we likely to see a revival of Americans in Grand Prix racing? Unlikely, given that there is only one rider from the US current in the entire series. But that doesn’t preclude seeing a lot of success for the US this year.

Joe Roberts has found something this year. The American Racing team (owned, ironically, by someone who is not American) have taken a big step forward with the Kalex, and the bike suits Joe Roberts’ riding style much better than the KTM did.

There is nothing like the sight of racing motorcycles entering a track for timed laps to bring a circuit alive.

If yesterday, the atmosphere was best described as eerie, the baritone roar of a pack of Moto3 bikes was enough to snap the MotoGP paddock out of its malaise.

We went from wandering around looking lost to watching the timing screens, and jumping out of the way of bikes as they entered the pits.

Walking up and down pit lane, and with a chance to focus on Moto2 and Moto3 exclusively, a few things catch your attention.

The second day of the final preseason test of 2020 showed pretty much the same pattern as the first day: Maverick Viñales didn’t finish the day on top of the timesheets, but the Monster Energy Yamaha rider clearly has the best pace, capable of running consistent low 1’54s, a tenth or two faster than anyone else.

Fabio Quartararo posted the fastest single lap on Sunday, and he and Alex Rins were the only riders getting anywhere near to Viñales’ pace.

As a benchmark, Quartararo posted 14 laps in the 1’54s, Viñales 13 laps, Rins 11 laps. Joan Mir was the only other consistent contender, with 6 laps in the 1’54s, and a solid race pace in the low 1’50s, high 1’54s. The Yamahas and Suzukis are looking very strong indeed at Qatar.

That was borne out by Maverick Viñales’ media debrief. Once, those were glum affairs, in which Viñales would sullenly respond with nearly monosyllabic answers. His mood has improved since last year, especially since his results became more competitive in the second half of the season.

This year, he is positively upbeat: he used the word ‘happy’ ten times in three-and-a-half minutes speaking to reporters. Two years ago, the only time Viñales used the word ‘happy’ was when he preceded it with the words ‘we can’t be’.

Danilo Petrucci certainly believes that Viñales is the man to beat. “Maverick has been really, really fast, also in Sepang,” the Ducati Factory rider told reporters.

“I think at the moment, he is the rider in the best shape, absolutely, both in the single lap and race pace. He can ride in high 1’54, and I think nobody is able to do that.”

It is becoming a familiar pattern. Whenever MotoGP bikes gather for a timed session, Fabio Quartararo usually finds a way to get his name to the top of the list.

Usually by using the cunning strategy of riding his motorcycle that little bit faster than anyone else. It happened with increasing frequency during the 2019 season.

It happened again on the first day of the Sepang test in 2020. And it was no different on the second day.

The first day back after the winter break is always tricky. Bodies are sore after riding a MotoGP bike for the first time. That uses muscles which are impossible to train, and so soreness quickly sets in. Then there are the unforeseen hiccups which always arise when prototype machinery first hits the track.

Parts don’t quite work as expected, they don’t fit as easily and as quickly as hoped, and there is always a nasty surprise lurking somewhere. But then again, that’s why you go testing, to iron out the details before racing starts in earnest.

Andrea Dovizioso was just one of many riders hindered by such hiccups. “The first day you have to try a few things and a few things can happen which make you lose time,” the Italian said. “You can’t follow exactly the plan. That’s what happened today. It didn’t work a lot but we had to fix a few small problems – nothing bad.”

Or it can rain. As it did for an hour in the afternoon, and then again shortly before the end of the test. With the track taking time to dry, that meant the riders lost probably two and a half hours of track time on Friday. But all of these things are just a part of testing, and something everyone has to deal with.

The day before the MotoGP test starts at Sepang is not usually so hectic. There have sometimes been launches, but as often as not, it has been a matter of catching up with people you have not seen for a long time, and talking to the few riders scheduled for press debriefs. It is a good way of easing yourself back into the MotoGP season.

Not so this year. Three launches in one day, two of them with the biggest news stories of the off-season. The Suzuki launch was interesting; the 2020 livery for the Suzuki Ecstar team is rather fetching in silver and blue, and a homage to the first Grand Prix bike Suzuki ever raced, 60 years ago this year.

What conclusions can we draw from the first day of testing for the 2020 season? Not much, other than a lot of factories have brought a lot of new parts.

And it really does feel like a lot of new parts, with new chassis for KTM, Yamaha, Honda, Ducati, new engines all round, and a host of other bits and pieces in preparation for the new season. New riders, too, with Brad Binder, Iker Lecuona, and Alex Márquez all moving up to MotoGP for 2020.

It is particularly tempting to jump to early conclusions about the rookies. There is a clear pecking order, an easy way of deciding who is adapting quickly, and who is taking their time. By that measure, Iker Lecuona is the man to beat, the Red Bull Tech3 KTM rider finishing just under 1.5 seconds off the leading gaggle of Yamahas at the test.

Brad Binder, in the factory Red Bull KTM team, is just under 2.4 seconds behind quickest rider Fabio Quartararo, while the latest addition to the class, Alex Márquez, was last, 2.7 seconds slower than the Petronas Yamaha rider, and nearly 2.2 seconds slower than his brother Marc.

This was supposed to be a quiet weekend. Winding down at the last race of the season, with only the most symbolic of prizes still on the line: the team championship; third overall in MotoGP. But the final round of MotoGP at Valencia has exploded into a frenzy of rabid rumor, wild speculation, and bizarre conspiracy theories.

It all started off with Jorge Lorenzo announcing he would be retiring at the end of 2019. Though the rumor had been floating around the paddock since the summer, it still came as a surprise.

The rumor mill had calmed down a little since LCR Honda had first announced that Johann Zarco would be stepping in to replace Takaaki Nakagami for the last three races of the season. There had been a lot of talk of whether that meant Honda would sack Lorenzo, or Lorenzo would leave Honda for another team, with no satisfactory outcome.

Lorenzo’s retirement was the sort of surprise which you half expect. After an evening of digesting the idea of MotoGP without Jorge Lorenzo, the hive mind of the paddock turned to thoughts of who might replace the Spaniard.

On Friday, it didn’t seem like it would be settled any time soon, rumor suggesting that Honda would not make a decision before the Jerez test.

Valencia is a fine place to celebrate the end of the MotoGP season. For the vast majority of the paddock it is close to home, at most a couple of hours by airplane, car, or train. It has a fine building in which to host the end of season awards ceremony, the Palacio de Congresos, designed by renowned architect Norman Foster.

And it draws a massive crowd, over 100,000 fans turning up on Sunday to watch a race which usually doesn’t matter much in the grand scheme of things, beyond rider pride (and there is little much grander than rider pride).

But it also has its downsides. The track is neatly folded inside a tight little bowl, but at the cost of having a lot of left-hand corners, and only a couple of rights. And with the season at its current length, the race is in mid November, and even when the sun is shining, temperatures can be Baltic, something the winter winds don’t do much to help.

Caution is advised in these conditions. With the track temperature in the mid teens, even very soft rubber on the right hand side of the tire is not enough to save you at Turn 4 if you try pushing too hard, too early. As Valentino Rossi found to his cost.

In FP1, the Italian entered the first right hander of the circuit a little too fast with a new tire, and found it wasn’t quite up to temperature. “Sincerely, I made a mistake, a stupid mistake, because I had the soft front, but I pushed a little bit too much already in the first lap, and I crashed.”

It has been a long year in MotoGP. Valencia is full of tired faces, the cold and windy weather a good reflection of the mood of the paddock. The last race of the season should be a festive occasion, but after eighteen races, and the last four overseas, there is little energy or enthusiasm left for the season finale.

Valencia made a fitting backdrop for Jorge Lorenzo’s announcement that he would be retiring. It came as a surprise to almost everyone – except for one canny journo who had put a bet back on the Spaniard hanging up his helmet back in August – but it was a move that was widely understood.

Spinal and head injuries are the two greatest fears of motorcycle racers, and the fact that Lorenzo came very close to suffering a life-changing injury made it easy to find sympathy for him. There was respect not just for Lorenzo’s choice, but also for the Spaniard’s achievements.

Until Marc Márquez came along, Lorenzo looked set to go down in history as Spain’s greatest ever premier class rider. Even then, he remains the only rider so far to have won a title in the Márquez era.

He was a rider whose ability to carry corner speed astounded his rivals, left them befuddled at how he could go so fast through corners without crashing.

He leaves MotoGP as the fifth most successful premier class rider, and the sixth most successful rider of all time in all classes.

Winning championships starts with winning races. But there is more to winning races than just turning up on Sunday, whacking the throttle wide open and holding it there for as long as possible when the lights go out. Winning a race is a long, drawn-out process, involving planning, strategy, assessing your strengths and weaknesses.

Sometimes, after looking at the pace of your rivals, checking it against your own data, balancing expected tire life against performance, and watching where the rest of the grid is stronger and where they are open to attack, you have no choice but to admit someone else is faster.

It then becomes a question of trying to see what is possible, and trying to find a different way to succeed. Winning may be hard, but it is never out of the question.

So riders explore other ways to try to beat their rivals. The race doesn’t just happen on Sunday, it starts in practice. You can try to win by going faster than everyone else, but sometimes, you can win by making your rivals go slower.

You try to get into their head, intimidate them. Sometimes you do that by posting an explosive lap that nobody believed you were capable of, and which they fear to copy.

Sometimes you do that by following them around on track, watching them, copying them, making them aware of your presence all the time. After all, every ounce of energy spent worrying about you is one which can’t be spent on trying to go faster.