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The point of motorcycle racing is to go faster than everyone else. And because motorcycle racing is a sport composed of many different parts, there are a lot of different parties wanting to be fastest.

Riders want to be fastest to win races and championships. Factories want to be fastest to win championships, but also to have the bike with the highest top speed, and to collect lap records. Even tire suppliers want to collect lap records. That, after all, is how they measure progress.

Since coming into the class, Michelin have shattered a lot of records set by Bridgestone, the previous Official Tire Supplier to MotoGP. But not all of them, and if you speak to people from Michelin, this is something they are far from happy about.

But they keep chipping away, circuit by circuit, looking for ways to improve the tires to allow the bikes to go faster. This is the way Michelin creates competition for itself, and sets goals for its R&D department to pursue.

So far, they have done pretty well, taking the race lap record at nine of the tracks which MotoGP raced at prior to 2016, when they took over from Bridgestone.

Their record on outright lap records is even better. Up until Friday morning, Michelin still had five circuits where they hadn’t beaten the fastest ever lap set during practice or qualifying by Bridgestone.

How quickly things can change. At Phillip Island a week ago, Valentino Rossi was being feted for his 400th Grand Prix start against a background of concern over the nine-time champion’s pace.

Sitting seventh in the championship with 153 points, behind both Monster Energy Yamaha teammate Maverick Viñales and Petronas Yamaha SRT rider Fabio Quartararo, questions were being asked whether it was time for Rossi to retire.

And yet a year ago, at Sepang, Rossi came within four laps of winning the race, or at least taking the race down to the wire with Marc Márquez. The Italian crashed out at Turn 1, washing the front out and handing victory to his arch rival. But the race was as clear a sign as you could get that Rossi was still competitive, still capable of winning races.

Jorge Lorenzo finds himself in a similar situation. At Phillip Island, he had one of the worst races of his career, finishing 66 seconds behind his teammate, the winner Marc Márquez.

Lorenzo is on his way out, the media and fans said, he can’t ride the Honda. Yet in November last year, at the Jerez test, Lorenzo was fifth fastest overall, a tenth of a second behind his teammate, and 0.160 slower than fastest rider Takaaki Nakagami.

It is clear that circumstances matter. Sure, riders lose their pace over time, start to slow down with age, take more time to adapt to one bike rather than another. But riders don’t go from winning races one year to being mid pack or much worse the next of their own accord.

There is more going on than meets the eye – in Rossi’s case, a search for speed and the balance between grip and tire life, in Lorenzo’s, a return from a vertebrae injury combined with a bike he still doesn’t trust completely. So changing circumstances may help change their fortunes.

The elements prevailed in the end. The weather gods threw rain and wind at the Phillip Island circuit on Friday, and after showing their power to pose real peril to the riders, the riders and Dorna surrendered to a power greater than them.

The very strong gusting wind was just too dangerous to make riding at the Australian circuit safe.

Miguel Oliveira’s crash was the last straw. The Red Bull KTM Tech3 rider was caught out by the changing wind in the early part of FP4, got pushed wide on the entry to the terrifyingly fast first corner, and took a massive tumble through the gravel.

It looked like a huge crash, and Oliveira was very lucky to come away with no broken bones, though he had heavy bruising on his arm and hand.

“I was slipstreaming Zarco and at that point I was a little bit more close to the left side of the track,” Oliveira said.

“And from the morning to the afternoon the wind just completely changed the way and was really sideways going onto the straight. I rolled off to let Johann pass and when I braked, I braked completely sideways and the wind just pushed me out of the track.”

Four seasons in one day. That’s how they describe the weather at Phillip Island, and that’s exactly what MotoGP got on Friday. Jack Miller’s day summed up conditions nicely. “It was quite windy early as the doors were nearly blown off my house,” the Pramac Ducati rider said.

“Then it started calming down, then bucketing down, and believe it or not I was sitting out having a coffee at 6:30 this morning in a t-shirt as it was 18 or 19 degrees and then as I was driving to my parents’ house the temperature started going down and down and then the rain came in. I thought it would be set in for the day but it managed to clear up this afternoon and we managed to get on the slick tires.”

In the end, the MotoGP riders got three session in different conditions. FP1 was cold, wet, and blustery. FP2 was warm, dry, and fairly sunny. And the special tire test session, to put the final touch on the new construction rear tire Michelin wants to introduce in 2020 was cooler, with temperatures dropping.

Those changing conditions had a fairly significant impact. First, it meant the MotoGP teams were trying to cram an entire weekend’s worth of setup work and tire testing into 35 minutes, followed by chasing a time for Q2 in the final 10 minutes.

Even Marc Márquez, who never stresses about chasing a time for Q2, stuck in a soft tire in pursuit of a quick lap, nearly losing out when he found his teammate Jorge Lorenzo sitting on the line through the final two corners.

From one seasonally misplaced track to another. Fresh from Motegi, which MotoGP visits at the tail end of typhoon season, the Grand Prix paddock heads south – a very long way south – to Phillip Island, on the south coast of Victoria in Australia, perched on the edge of the Bass Strait.

It is a glorious location at the end of the antipodean summer, with good weather very nearly guaranteed. But unfortunately, MotoGP doesn’t visit at the end of the antipodean summer in February or March.

Instead, MotoGP is condemned to brave the elements in October, when it is spring in the southern hemisphere.

And all because the Australian Grand Prix Corporation, the company which runs the MotoGP round at Phillip Island, is also the promoter of the Australian Formula 1 race, held in Melbourne Park, pays a premium to host the first F1 race of the year.

With Melbourne just under two hours away, the Australian Grand Prix Corporation doesn’t want to have its two biggest events too close together, to prevent fans from being forced to choose between the two races.

And having paid to make the F1 race the first of the season, moving MotoGP to October is the obvious choice. An understandable choice too: the F1 race at Melbourne Park draws over 100,000 fans on race day.

Race day at Phillip Island sees around 35,000 paying customers through the gates.

On the one hand, you could say that MotoGP got lucky. The heavy rain that was expected to cause flooding and potentially force Dorna to delay or even cancel practice at Motegi was not as bad as had been feared. The sessions started on time, and ran without incident, other than the normal perils of motorcycle racing.

On the other hand, the sessions were pretty much useless in terms of race setup. The weather forecast for Sunday is the best it has been all weekend, with some sun and high temperatures.

FP3 on Saturday morning was drenched, a fully wet session making race setup and tire testing impossible. FP4 saw a line dry enough for slicks to be used, though times were 4 seconds off the best time from Friday.

And qualifying took place on a mostly dry track, but again, times were more than a second off what the pole time should have been.

MotoGP pole was slower than Maverick Viñales’ fastest lap in FP1. Even if the track had been fully dry, qualifying is just too hectic to be working on race setup and assessing tire life.

Two decisions plague the 2019 Japanese Grand Prix at Motegi.

One, a historical choice made back in 2010, when the Icelandic volcano Eyjafjallajökull erupted, throwing so much ash and dust into the air that it severely disrupted air travel around Europe, forcing Dorna to postpone the race from the original date in April to October.

The other, a more recent change made before the 2018 season, where tire allocation for all of the races throughout the year is already fixed before the season even begins.

The change of dates forced on the Japanese Grand Prix as a result of Eyjafjallajökull has stuck, meaning the race is now always in October, as part of the three flyaway races in Japan, Australia, and Malaysia.

The first race of the flyaway triple header is arguably the most important. It is, after all, the home Grand Prix for half of the manufacturers on the grid. It is the one race where the top echelons of Honda, Suzuki, and Yamaha management gather, the people behind the companies which put 10 of the 22 MotoGP bikes on the grid.

If, for some sick and twisted reason, you wanted to destroy the Japanese motorcycle industry by removing its senior management, then the Motegi MotoGP race would be your second-best chance of success. Only the Suzuka 8-Hour race is a bigger deal for the Japanese manufacturers, and a more important race in Japan.

Motegi matters most to Honda. The Japanese motorcycling giant owns the circuit (as it does Suzuka) and it houses the Honda Collection Hall, a magnificent display of motorcycling history. As it is Honda’s 60th anniversary in Grand Prix racing, this year’s race is even more important.

Looked at objectively, motorcycle racing is a pointless exercise. Sure, it has some benefits. The engineering involved helps make motorcycles better, safer, and more efficient.

The determination of riders to return to action as quickly as possible makes them willing guinea pigs for medical science to try out new ideas for faster and better recovery from injury.

But in the grand scheme of things, being able to ride a motorcycle around a track faster than anyone else is fairly meaningless.

Unsurprisingly, that is not how the actual competitors see it. For motorcycle racers, being able to go around a track faster than anyone else is the most important thing in the world.

To paraphrase former Liverpool FC manager Bill Shankly, it is not a matter of life and death, it’s more important than that. That is precisely how riders end up as willing guinea pigs for medical science.

“I mean the championship is, we can say, over,” Andrea Dovizioso told the pre-event press conference on Thursday in Buriram.

With five races to go and a total of 125 points at stake, Marc Márquez leads Dovizioso by 98 points. Mathematically, the title is still open, but you would be not be wise to bet against Márquez winning the championship this season.

In FP1, Marc Márquez demonstrated both why he is leading the championship, and how the championship isn’t over until it has been put beyond mathematical doubt.

On his first run of the weekend, the Repsol Honda rider went out and posted a string of laps in the 1’31s, a second or more clear of his rivals. On his second run, he repeated that pace, becoming even more consistent.

On his third run, he exited with new soft tires, front and rear, with the intention of putting in a quick lap to secure a spot in Q2 on Saturday.

It was the same strategy as in Aragon: go out in FP1, and if you feel good on the bike, post a lap good for Q2 at the end, so that you can spend all of FP2 working on race setup in conditions that will most closely resemble the race. With rain forecast for Sunday, it seemed like the right choice.

On paper, the Chang International Circuit at Buriram is a very simple proposition.

A tight corner followed by a short straight, then a tight corner followed by a very long straight, and then a long hairpin followed by a medium-length straight. And then a bunch of complicated twists and turns to get back to the start and finish line.

Of course, a track is never the same on paper as it is when motorcycles actually race on it. Sure, Buriram has three straights which determine a lot of the circuit’s character.

But there is much more to it than just getting the bike turned and getting on the gas as quickly as possible. There are a plenty of places with a choice of lines, where a canny rider can find an opening on the rider ahead. And the nature of that tighter interior sector is such that a bike which isn’t a basic drag bike can make up a lot of ground.

Take Turn 3 (the long back straight has a kink formally designated as Turn 2), the long hairpin at the end of the straight. Not perfectly flat, it offers a choice of two lines: stay inside and hug the inside kerb, and try to make the ground up on corner exit; or run in wide and cut back to the second apex carrying more speed. Both lines work.

Both lines get you to the corner exit at roughly the same point in time. And both suit two very different bike characters. It may look point and shoot, but it really isn’t.