When the rules limiting the number of engines each MotoGP rider is allowed to use were first introduced, their usage was followed hawkishly. After pressure from veteran US journalist Dennis Noyes and myself, and with the assistance of Dorna's incredibly efficient media officer, IRTA and Dorna were persuaded to publish the engine usage charts. These were pored over constantly, searching for clues as to who might be in trouble, who may have to start from pit lane, and who would manage until the end of the season.
How the world has changed since then. Since 2010, the first full year of its application, engine allocations have been cut from six engines a season to just five, but despite that, the manufacturers are getting better and better at building incredible reliability into high horsepower engines. All eight Factory Option Honda and Yamaha riders completed around 9,000 km in 2014, using just 5 engines in the process. In the case of Bradley Smith, he raced for 9416 kilometers using just four engines, an average of 2354 km per engine.
The introduction of the engine reliability rules may have pushed the costs up at first, as factories rushed to modify their engines to suit the new regulations, it has worked well since then to help cut costs. No longer are engines crated up after every race to be flown back to Japan, there to be stripped, measured, tested and rebuilt, then flown back to Europe again ready for the next MotoGP round. Perhaps more importantly, the factories have made real technological progress in the field, Shuhei Nakamoto, Kouichi Tsuji and ex-Ducati Corse boss Filippo Preziosi frequently praising the rule for the advances they have made. It is exactly the kind of technology which will find its way into road going motorcycles, allowing more power to be extracted while retaining reliability. There is good reason to believe that the latest generation of big horsepower road bikes have been made possible thanks to advances in materials and lubrication technology which have made it possible to produce that power without sacrificing reliability.
Along with the Moto3 and Moto2 entry lists, the FIM announced the provisional entry list for MotoGP for the 2015 season. The list contains no surprises, all the signings already announced.
It does, however, contain two question marks, one large, one small. The large one is whether Marco Melandri will be joining Alvaro Bautista in the Gresini Aprilia squad next season, or whether he will stay on in World Superbikes for another year. Melandri is believed to be wary of the Aprilia MotoGP project, given the lack of competitiveness of the bike. For 2016, a new and greatly revised bike is expected, built specifically for MotoGP, rather than the modified RSV4 which they are currently racing. Melandri may be holding out for a year to assess the competitiveness of a new bike. However, if Aprilia do not back any teams in WSBK next year, then Melandri may find that his hand is being forced. No doubt that situation will finally be resolved next week, at the last round of World Superbikes at Qatar.
With MotoGP's silly season for 2015 nearing its conclusion, we can draw up a list of contracts signed for next year and beyond. Below is who is going where for 2015, along with what they will be riding and how long their contracts are for:
2014 Aragon MotoGP Friday Round Up - Honda vs Yamaha Explained, The Slimmer GP14.2, And Hayden's First Day Back On The Bike
Is the Motorland Aragon circuit a Honda track or a Yamaha track? On the evidence of Friday, it is first and foremost a Marc Marquez track. The reigning world champion may not have topped the timesheets – the two de facto factory Ducati riders, Andreas Dovizioso and Iannone did that – but he set a scorching race pace that only his Repsol Honda teammate could get close to, though Dani Pedrosa was still a couple of tenths off the pace of Marquez.
"This is one of my favorite tracks," Marquez said afterwards, adding that he was happy with his rhythm and he had really enjoyed his day. The Spaniard may have lost any chance of wrapping up the title at Aragon with a win, but that didn't make him any less determined to take victory here. The crash at Misano made no difference to his attitude. Was he afraid of crashing? "No. You can't race and be afraid of crashing." Marquez was pushing to the limit once again, laying down a marker for others to follow.
If the mood in Marquez' garage was elated, things were different in the Yamaha camp. Though the gap to Marquez in terms of pace was not huge, it was still significant. Jorge Lorenzo was concerned. "We are slower than last year," he told the media, "we are slower than at the test [in June]." They had started the weekend using the set up which had worked well enough over the last four races for Lorenzo to finish second, but it simply was not working at Aragon. The plan was to revert to the set up used before Indianapolis, he said.
Misano was the stage for a flurry of negotiating among riders, though much of it was dependent on the fate of Scott Redding. As was previously the case with Marc Marquez, Jorge Lorenzo and Cal Crutchlow, Redding was proving pivotal in which seats would be available. With Redding now firmly ensconced in the Marc VDS Racing team for the next two years, the other seats can start to fill up.
Below is a list of all of the seats currently filled and available in MotoGP, with notes on individual contracts and speculation on who could fill the empty seats. PBM has sold its grid slots to IRTA, who will be selling them to Suzuki. The IODA team have made no announcement on their future, but they seem unlikely to continue, given the dearth of funding for the project. The grid as it stands consists of 24 bikes, two more than IRTA's target of 22. All 24 will get a start, but the grid slots with the worst record at the end of 2015 will lose their IRTA travel allowance.
Here's the state of play so far:
It has been a busy day for announcements at Misano. After the earlier official news that Aprilia will be returning to MotoGP in 2015 with Gresini, this afternoon, Avintia Racing announced they will be switching to Ducati hardware for the 2015 season and beyond.
At a press conference held in the Avintia hospitality unit, Antonio Martin, boss of both Avintia Racing and the Avintia construction company which is the team's title sponsor, and Ducati Corse boss Gigi Dall'Igna announced a two-year deal, which will see Avintia field Ducati Desmosedici GP14s running Open class software in 2015, and GP15s running the spec software in 2016. Hector Barbera will be on one bike in 2015, but the second seat at Avintia is still open.
Dall'Igna told the press conference that the move was very important for Ducati, as it would give them a head start on working with the Open software, which will form the basis of the spec software to be introduced from 2016 onwards. That had been the objective with Yonny Hernandez at Pramac, but when the special exception was made for Ducati to use their own software, Hernandez was given the Ducati software to use, rather than the Open class software.
Today, we continue our look at how the MotoGP riders stack up so far. Yesterday, we reviewed the top eight in the championship, from Marc Marquez to Andrea Iannone. Today, we pick up where we left off, reviewing the bottom half of the championship standings. We start with Stefan Bradl, and work our way down to Mike Di Meglio, yet to score a point in the series.
With the win at Assen, Marc Marquez brought his tally for the season up to eight, and a clean sweep of the races so far. After the race, many fans remarked on Marquez' remarkable pit swap strategy, jumping straight from one bike to the other without touching the ground, rather than hopping off one and onto the second bike, as the other riders on the grid do. It looks spectacular in photos, such as this one tweeted by Marquez himself, though if you watch the video from MotoGP's Youtube channel, it's clearly more of a hop than a leap.
Did Marquez get any benefit from it? The best way to answer that is to measure it, and fortunately, the MotoGP.com website offers us two ways to do that. The results section of the website holds a PDF with an analysis of every lap done by each rider, broken down into sector times. By taking the times posted by each rider for the last sector of the lap on which they entered the pits, and the first sector of the lap on which they exited the pits, we get a clear idea of how much time riders lost in swapping bikes. In addition, the video of the race on the MotoGP.com website (MotoGP.com subscription required) shows on screen the times riders actually spent in the pits, from crossing the pit lane entrance line to the pit lane exit line. Using these two numbers, we can get a fair idea of who comes out best after making their pit stops.
Normally, motorcycle racing fans face a long and empty wait between the last tests in November and the first tests in late January and early February. Fortunately, this year, it's different, thanks to the revival of the Superprestigio brand by Jaime Alguersuari, father of the Formula One driver of the same name, and founder of Spanish magazine Solomoto. Alguersuari has pulled off a massive coup by getting 2013 MotoGP world champion Marc Marquez involved, and getting him to front the race. On Saturday, 11th January, some of the best riders in the world will race on an indoor dirt track oval at the Palau Sant Jordi in Barcelona's Olympic Park.
Clash Of The Champions: Barcelona Superprestigio Flat Track Event Pits Marquez, Espargaro And Viñales Against Brad Baker
A new chapter is to be written in the long and illustrious history of motorcycle racing on Montjuic, the hill that borders the south side of Barcelona. On January 11th, a selection of Grand Prix racers, including all three world champions Marc Marquez, Pol Espargaro and Maverick Viñales, are to compete in the Superprestigio dirt track event to be held at the Palau Sant Jordi on Montjuic. The event is to be broadcast on Spanish TV
The race is to be held on single cylinder four-stroke flat trackers, raced around a 200 meter dirt oval inside the former Olympic indoor arena. Entry is by invitation only, and racing will take place in three separate classes: the Junior category, for riders under 18; the Open category, for experienced riders from around the globe racing in national championships; and the Superprestigio category, for riders currently competing in the MotoGP, Moto2 and Moto3 classes. At the end of the evening, a run off is to be held between the four best racers in the Open category and the four best from the Superprestigio category.
The 2014 MotoGP rider line up:
Though most of the contracts were settled some time ago, there were still a few question marks on the 2014 MotoGP grid. The official entry list released by the FIM today answers some of those questions, but the answers it gives may yet turn out to be wrong. The list features 11 entries to be run under the Factory rules, which means 20 liters of fuel, 5 engines per season and the freedom to use proprietary software on the spec Magneti Marelli ECU. The remaining 13 bikes will be run as Open entries, which gives them 24 liters of fuel and 12 engines per season, but forces them to use the Dorna-controlled spec software on the Magneti Marelli ECU.
The 2014 season looks set to follow the pattern established in 2013, with Marc Marquez, Dani Pedrosa and Jorge Lorenzo likely to dominate. Of interest is the fact that Marc Marquez has been entered with number 93, rather than the number 1 which the world champion is allowed to use, but this may yet change before the start of the season. Marquez would dearly like to retain 93, but Honda is keen to see him run the number 1 plate.
Press releases from the MotoGP teams after the race on Sunday at Valencia:
If there was any doubt that Race Direction in MotoGP is trying to impose a stricter code of behavior on riders in all three Grand Prix classes, the bumper crop of penalty points issued at Aragon and Sepang makes their intention clear. At Aragon, three penalty points were awarded: One for Alessandro Tonucci in Moto3, for staying on the line during qualifying, and one for Sandro Cortese for the incident in the Moto2 race, when he touched Alex De Angelis, causing the Italian to crash.
The most discussed penalty was of course the one issued for Marc Marquez, who was penalized for the touch on Dani Pedrosa which severed the cable to Pedrosa's rear wheel speed sensor, confusing the electronics and causing the unlucky Pedrosa to be ejected from his Repsol Honda. Marquez had to wait until Sepang to be hear what the punishment for that incident would be, after Race Direction asked for more data.
At Sepang, a couple more penalty points were handed out. One to Pol Espargaro, for not respecting the newly instated starting zones, and cutting across in front of other riders waiting to do a practice start, and one for Maverick Viñales, for his excessively robust move in the run to the finish line, when he barged Jack Miller aside to grab 5th place.