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.
The FIM today released a provisional calendar for MotoGP in 2016, featuring much that was expected and a few surprises. The calendar will once again have 18 races, with Indianapolis dropped and Austria taking its place. The biggest change in the calendar is the moving of the British Grand Prix at Silverstone, which vacates its late August slot for the middle of July.
With the news that the Brno round of MotoGP has been handed to a consortium consisting of local and regional governments, and that they are working to secure the long-term future of Brno, a major piece of the puzzle surrounding MotoGP's schedule for 2016 slotted into place. Brno, along with Indianapolis, had been the two biggest question marks still hanging over the calendar.
The change of official tire suppliers for MotoGP, with Bridgestone departing and Michelin arriving, is arguably the most significant change to the class since the series went to a single tire in 2009. Changing tire manufacturers has a massive impact on everything, from bike design to rider preference, and Michelin face a huge challenge to get everything ready in time. Bridgestone helped by staying on for an extra year to allow Michelin to properly prepare, and the tires which the French manufacturer have been developing are looking very promising.
It is hard to overstate just how important the relationship between a motorcycle racer and his crew chief is. A rider must have complete confidence that his crew chief both understands what he needs from a motorcycle to go fast, and is capable of giving it to him. A crew chief must be able to interpret the sometimes confusing and mixed signals from his rider, filter out the non-essential information, identify priorities from that which will offer the greatest gains, and assign the work to the rest of the crew in the garage. There has to be complete trust between the two, or neither rider nor bike will achieve their full potential.
This was made all too apparent when I interviewed Ecstar Suzuki rider Aleix Espargaro and his crew chief Tom O'Kane for a story I wrote recently for the Dutch publication MOTOR Magazine, due out later this month. One part of the interview which did not make it into the magazine was the relationship between Espargaro and O'Kane, and how they first started working together. However, it is a story which offers a fascinating insight into how a rider and their crew chief work together.
Aleix Espargaro explained how they first met. Suzuki had already arranged for Espargaro and O'Kane to meet at Aragon last year. Espargaro had been uncertain, as he had been asking Suzuki to allow him to bring his own crew chief with him. "Actually before when I started to talk with Suzuki in the middle of last year at the beginning I pushed to bring my crew chief with me, Matthew [Casey]. Because I had good feeling, three years working with him, so it was good for me."
That turned out not to be possible, but the change had worked out well. Espargaro was very happy with the change, he said. "Matthew is a very, very good crew chief but with Tom I discovered that I can work really, really good. Sometimes it’s not bad to change. With Tom, the feeling I have is fantastic. He’s very good. I met him in Aragon last year and we start to talk there. He was really quiet so I thought that it would be difficult to work because I’m completely different, but he’s the opposite. He’s helping me a lot."
After Carlos Checa made a brief return to riding, participating in a three-day test of Ducati's Panigale 1199R World Superbike machine, Ducati issued the following press release on the test:
Testing concludes positively for Checa and the Ducati SBK development team at Mugello
Bologna (Italy), Thursday 2 July 2015 – Three tough but productive days for Carlos Checa who has carried out a series of tests at the Mugello track, working together with the Ducati SBK development team.
MotoMatters.com is delighted to feature the work of iconic MotoGP writer Mat Oxley. Oxley is a former racer, TT winner and highly respected author of biographies of world champions Mick Doohan and Valentino Rossi, and currently writes for Motor Sport Magazine, where he is MotoGP correspondent. We are featuring sections from Oxley's blogs, which are posted in full on the Motor Sport Magazine website.
Into the Lorenzo zone
Bridgestone issued their customary press release after the Mugello round of MotoGP. This week, Masao Azuma discusses the changing grip levels at Mugello, consistent weather conditions and the different compounds for the front tire.
Italian MotoGP™ debrief with Masao Azuma
Tuesday, June 2 2015
Bridgestone slick compounds: Front: Soft, Medium & Hard; Rear: Soft, Medium (Asymmetric) & Hard (Symmetric)
Bridgestone wet tyre compounds: Hard (Main) & Soft (Alternative)
There is more to Mugello than just MotoGP. Being so large and so fast, the track makes for great racing in all classes, though each with a decidedly different character. While the MotoGP race saw one rider escape and a tense game of cat-and-mouse behind, the Moto2 race was a game of chess with riders gaining and losing over twenty-one laps, and the Moto3 race turned into a spectacular battle, with the outcome uncertain to the end.
The first race of the day was probably the best. Polesitter Danny Kent had made his intentions clear, trying to make an early break and grind out laps which were simply too fast for the rest to follow. That worked at Austin and Argentina, where he could hold his advantage down the long, fast straights, but not at Mugello. The fast exit of Bucine means that a group always has an advantage, the lightweight Moto3 bikes slingshotting out of each other's slipstreams to hit speeds which would otherwise be impossible. At other tracks, a gap of half a second is sufficient to keep ahead in Moto3. At Mugello, you can lose that and much more down the fiercely fast straight.
Kent abandoned his attempt to make a break almost immediately, and switched tactics, dropping to the back of the group, which ebbed and flowed into two groups, then one, containing up to fifteen riders. The lead changed hands more times than there were fans in the stands, a new rider taking over every corner almost. Being Mugello, the front was replete with Italian riders. Romano Fenati, sporting a rather stunning special livery for his home round, Niccolo Antonelli, the youngsters Pecco Bagnaia and Enea Bastianini, all had their sights set on the podium, and most especially the top step.