Motorland Aragon, Spain
The FIM today released the provisional 2016 calendar for the World Superbike championship. There is good news and bad news in the calendar, with Portimao disappearing from the calendar, but Monza making a welcome return. World Superbikes will also be returning to Germany, with the entire circus turning up to the Lausitzring, just north of Dresden. The best news is that there are no direct clashes with MotoGP, but WSBK will be running on the same date as F1 for nine rounds, though only the Donington and Monza rounds happen in the same timezone. Given the different time schedules for F1 and WSBK, bike racing fans should not have to miss any of the action.
The Lausitzring was not the only option considered when WSBK looked at returning to Germany. The series was also in talks with the Sachsenring, as the MotoGP round is immensely popular there. In the end, Lausitz was chosen, WSBK having raced there previously from 2005 to 2007.
Press releases from the World Superbike teams after testing at Aragon:
Jonathan Rea leaves the Motorland Aragon circuit as the fastest man from the two-day World Superbike test at the circuit. Rea spent the day working on the engine management and electronics. The 2016 Kawasaki ZX-10R has shown itself to be a powerful machine, but the acceleration is not as easy to manage as the 2015 bike. Rea's Kawasaki teammate Tom Sykes also lapped Aragon on Tuesday, after choosing to sit out the first day of the two-day test due to the weather conditions.
Chaz Davies was reported as being second fastest, though no official timing was available. According to the German-language website Speedweek, the Aruba.it Ducati rider posted a lap of 1'51.0, 0.7 slower than the time set by Rea. Davies tested electronics strategies, as well suspension components, in search of more precise steering. Javi Fores took the second Ducati out, standing in for the still injured Davide Giugliano.
Alex Lowes was the faster of the two Pata Yamaha bikes, 1.4 seconds quicker than his new teammate Sylvain Guintoli. The Pata Yamaha pair are still working mainly on getting used to the YZF-R1, running a bike basically in BSB spec, development a priority for later.
The Ten Kate Honda team have taken advantage of the private test at the Motorland Aragon circuit to showcase their talent for promoting their team and the sport. This time, they have produced two video interviews with their 2016 World Superbike riders.
In the first one, Nicky Hayden talks about making the transition to racing production bikes after so much time in MotoGP, and getting used to working with a new team.
In the second video, Michael van der Mark talks about his first season in World Superbikes, the challenges he faced, and his hopes for 2016.
Nicky Hayden interview:
Michael van der Mark interview:
Nicky Hayden turned his first official laps as a World Superbike rider on Monday, putting the Ten Kate Honda CBR1000RR through its paces for the first time. The test did not get off to a particularly auspicious start, the day delayed by a wet track and thick fog, which took a long time to clear. Nevertheless, Hayden took his first laps shortly before one, to try to get a feel for the bike. The first exit was on wet tires, the track still damp, and there was no serious action on the circuit until late in the afternoon, when the sun finally broke through the clouds.
Though no times were released, German-language website Speedweek reports that Hayden's best lap was a 1'53.3, 1.8 seconds off the fastest time of reigning world champion Jonathan Rea, who set a 1'51.5. Hayden spent a lot of time working on his position on the bike and the position of footpegs and seat. He also spent a lot of time with the electronics, trying to set them up to get a better connection between throttle and engine. You can read more of his comments on the Bikesportnews website.
The FIM have released another provisional calendar for the MotoGP series, in response to yet another shake up of the F1 calendar by Bernie Ecclestone. With F1 and MotoGP having an informal agreement not to have their dates clash, and with MotoGP losing out in terms of TV audience whenever they do, the MotoGP calendar released in September had too many conflicts with F1.
As a result of those clashes, four races have now been moved to different dates. The German Grand Prix at the Sachsenring has been shifted back a week to 17th July. Silverstone, scheduled to be held on the 17th, has been moved to the 4th September. The Malaysian Grand Prix at Sepang has been moved from the start to the end of the Asia-Pacific triple header, and will now be run on 20th October. That shift means that the Valencia race has been pushed back a week, to 13th November.
The move to a standard electronics package, both hardware and software, had raised the hopes of fans, teams and organizers that a more level playing field could be established, and costs cut. The ideal sketched by Dorna and IRTA when the plan first came out has proven to be impossible to achieve. The manufacturers have resisted calls for a completely spec hardware and software package, and so a compromise has been reached. The ECU hardware and software will be built, updated and managed by official electronics supplier to MotoGP, Magneti Marelli. Factories will be free to choose their own sensors, but those sensors will have to be homologated, and made available to any other manufacturer which wishes to use it at a reasonable price.
Not quite all of the sensors, however. In response to a request by the factories, the inertial platform will remain what is called a free device, i.e. any manufacturer can choose to use whichever inertial platform they like, without first submitting it for a approval to Dorna, or making it available to their rivals at a price. The inertial platform is a crucial part of the electronics package, consisting of a collection of gyroscopes and accelerometers, which describe the attitude and motion of the bike. In other words, the inertial platform tells the ECU what lean angle the bike is at, whether it is braking or accelerating, how hard it is corner, etc.
Giving manufacturers the freedom to use their own inertial platforms has created a lot of suspicion. Because the inertial platform plays such a pivotal role, there have been accusations that some manufacturers, especially Honda and Yamaha, wish to use their proprietary units to circumvent the rules. There are good reasons to build some intelligence into inertial platforms, as such intelligence can increase accuracy, and therefore help the ECU software perform better. This is the reason the factories give for wanting their own inertial platform; experience with the spec unit used by the Open class machines has shown it to be insufficiently accurate.
But the intelligence built in to the inertial platform could go well beyond just improving accuracy. By including a powerful processor in the inertial platform, one which could be programmed by a manufacturer with their own software, and their own algorithms and strategies, the inertial platform could hypothetically be used to modify the strategies being used by the unified software in the spec ECU.
Aragon was a busy time for the riders and managers in all three Grand Prix classes. Wrapping up contract negotiations before the circus heads east for the Pacific Ocean flyaways was high on the list of priorities, though not everything ended up getting sorted before the teams packed up at Aragon. Plenty of agreements were reached, however, as we shall see below.
Though most of the loose ends have been tied up in MotoGP, a few question marks remain. The Aspar team was one of those question marks, which came much closer to a conclusion at Aragon. The original plan was to have Jack Miller join the team, bringing his crew with him, and covering most of the cost of riding, but various obstacles prevented that from happening. Money was a major factor, in part the amount Aspar were willing to pay to have Miller in their team, but perhaps a bigger factor was being left with Hondas.
The Open class Hondas have both been a huge disappointment for all of the teams which have run them. The 2014 RCV1000R was massively underpowered, and was getting blown away by the factory bikes along the straight. To remedy that situation, Honda offered the RC213V-RS, a cheaper version of the factory RC213V, but without the seamless transmission and using the spec electronics. That bike has also not been competitive, perhaps in part because it is a stripped down version of the original. "This bike was designed to use a seamless gearbox," Nicky Hayden explained last weekend. "You can't get the best out of it without one."
Bridgestone today issued their customary press release after the MotoGP race at Aragon. In it, Masao Azuma discusses tire choice and the effect of cold mornings and warm afternoons.
Aragon MotoGP™ debrief with Masao Azuma
Wednesday, September 30 2015
Bridgestone slick compounds: Front: Soft, Medium & Hard; Rear: Soft (Symmetric), Medium & Hard (Asymmetric)
Bridgestone wet tyre compounds: Soft (Main), Hard (Alternative)
Round fourteen of the 2015 MotoGP season was the Aragon Grand Prix in which Movistar Yamaha MotoGP’s Jorge Lorenzo won in convincing fashion ahead of Dani Pedrosa and Valentino Rossi who finished in second and third place respectively.
While the world of motorcycle racing is still buzzing with the outcome of the MotoGP race at Aragon, it is easy to overlook a couple of exciting and important races in the Moto2 and Moto3 classes. In both cases, the championship leaders came to Aragon with the chance to put one hand on the title, and in both cases, they leave Europe empty handed, having failed to capitalize on the opportunities which presented themselves. The races also provided a couple of extremely deserving winners capping great battles in both classes.
The Moto3 race turned out to be the thriller everyone expected. A modest (by Moto3 standards) group made the break, Miguel Oliveira taking the initiative and the lead. He was joined naturally enough by the two rivals for the title, Enea Bastianini trying to push forward as much as possible, Danny Kent keeping a wary eye on Bastianini. Brad Binder tagged along at the back, while a strong start from Romano Fenati took him from his usual poor qualifying position to the fight at the front. Efren Vazquez was in the fray, as were Niccolo Antonelli and Jorge Navarro, both looking very strong. Jorge Martin impressed in the group, putting the Mahindra right in among the leaders.
The day after an intense race at the Motorland Aragon circuit, MotoGP held its first full Michelin tire test since Sepang this year. The track was open to any teams wishing to give the Michelin tires a spin, or work on the setting of their bikes. Fourteen riders elected to make use of the opportunity, including both Repsol Honda riders, the Tech 3 Yamaha duo, both LCR Honda riders and the Aprilia men, along with Scott Redding, Aleix Espargaro, Danilo Petrucci and Valentino Rossi.
Michelin had brought three rear tires and four front tires to Aragon, keen to get some data from the circuit, as they have not had much testing at the track, and very little in the dry. That they needed the data became clear in the morning, as cold temperatures caught a number of riders out, including Bradley Smith, with several crashes happening. Those problems disappeared in the afternoon when the temperatures rose.
Press releases from the MotoGP teams and Bridgestone after the thrilling race at Aragon:
Press releases from the Moto2 and Moto3 teams after Sunday's races at Aragon:
2015 Aragon Sunday Round Up, Part 1 - Of Deceptive Speed, Unforced Errors And A Championship Reopened
Just when it looked like the three Grand Prix championships were getting closed to being wrapped up, along came Aragon. The three races at the last European round before the Pacific flyaways left the title chase still open in all three classes. The outcome in both Moto2 and Moto3 still looks pretty much inevitable, but a win by Jorge Lorenzo in MotoGP meant that the battle for supremacy between the Spaniard and Valentino Rossi is anything but over. The Moto2 and Moto3 crowns may end up being handed out at Motegi, Phillip Island or Sepang, but the championship fight for MotoGP will most likely go all the way to the last race in Valencia. That may be hard on the fans of the two riders involved, but for MotoGP as a series, it is great. The pressure and the tension go up with every race, and makes watching an ever greater joy.
Jorge Lorenzo's victory at Aragon was taken exactly as he has taken his previous five wins: the Movistar Yamaha rider got the jump off the line, led in to the first corner, and tried to make a break. The timesheets bear witness to just how hard he was pushing. Breaking it down into the four timed sectors which go to make each lap, Lorenzo set his fastest split times in the third and fourth sectors on his first lap, and followed that up with his fastest splits in the first and second sectors at the beginning of lap two.
If his intention was to intimidate the opposition – and clearly it was – then it worked. Marc Márquez, who had got caught up off the line behind Andrea Iannone, stuffed his Honda RC213V past the Italian's Ducati into Turn 7 on the first lap, then pushed to close the gap to Lorenzo on the second lap. He caught the Yamaha as they powered through the long left hander which comprises Turns 10 and 11. Trying to make up ground he pushed a little too hard, losing the front on the way into Turn 12. The only man who had looked like he had the pace to match, and perhaps even beat Lorenzo at Aragon, had taken himself out of contention. Now Lorenzo was left to ride, and to reign, unopposed.