2015 Indianapolis MotoGP Friday Notes - Marquez vs Lorenzo, The Mystery Of Tires, And Weird Silly Season Rumors
Every race track has something special, but each is special in a different way. There are the tracks which are notable for the speed, such as Mugello, Termas de Rio Hondo, or Phillip Island. There are tracks which have a spectacular setting, such as Phillip Island, Mugello, or Aragon. There are tracks which are notable for their layout, either fast and flowing like Assen or Brno, or tight and treacherous such as the Sachsenring. And then there are tracks which are so unlike anywhere else that motorcycle racing goes to that they have a character all of their own. Like Indianapolis.
What makes Indy such a unique challenge? "The special thing about this track is that during the weekend, the grip is improving a lot, so this is one point you must understand during the weekend how the grip improves," Marc Márquez said. Understanding this, that the track you roll out onto on Friday morning bears no relation to the track you will be racing on come Sunday, presents a very specific challenge. It rewards riders and teams who understand how a track matures and changes, can anticipate what is coming without getting ahead of themselves and paying the price for overestimating the available grip. A number of riders did that on Friday morning, especially in Moto3. Getting it wrong in the afternoon was worse, as Pol Espargaro demonstrated by opening the gas just a little more than the tire could cope with, and finding himself being spat off his Monster Tech 3 Yamaha and onto the hard, unforgiving tarmac. The fault was all his, Espargaro said.
Before the track was resurfaced, he would have had something else to blame, but the changes mean that the tarmac is much more predictable, with a single type of asphalt all around the infield. "Consistent" was the word used over and over again by rider after rider when asked to describe grip levels. They meant around the track, rather than all day, however. Because the road course at IMS sees so little use, it is dusty and green when MotoGP rolls into town, needing sweeping and some rubber laid down on it. That takes the best part of the first day, with the added complication of drastically rising temperatures from morning to afternoon.
Depending on who you ask, MotoGP's summer break is either too short, or too long. For the fans, three full weekends without MotoGP is a painfully long time, though both World Superbikes and BSB have done a pretty good job of making MotoGP's absence much more bearable. For the teams, riders and staff, the four weeks between the Sachsenring and Indianapolis pass in an instant, seeming way too short to qualify as a break.
In between PR appearances and negotiations for 2016, riders are lucky to grab five days R&R before getting back to training for the remainder of the season. Team staff, on the other hand, spend their time catching up with all of the stuff they didn't get done in the first half of the season, and trying to get a head start on the second half. What were supposed to be 23 days away from it all get eaten up by a myriad of minor tasks that had been neglected, and before they know it, they are on a plane again and heading for the next race. Not that they mind: for 99% of the people involved in MotoGP, they are driven by a passion for racing, and being at a race track is their idea of heaven. That is why they are paid so poorly, and what makes the paddock such an inspirational place to be.
Indianapolis is a pretty good place to get back to racing, too. Downtown has a real motorcycle buzz, with bike-related activities going on throughout the weekend. Indianapolis Motor Speedway remains one of the most special motorsports facilities in the world, drenched in legend and racing history. Getting in and out of the circuit is a breeze, in contrast with other races, meaning you don't have to get up at insane o'clock if you want to get to the track in time for the start of morning warm up.
It has its downsides too: in a facility is gargantuan as IMS, the crowd of 60,000 or so MotoGP fans just rattle around the place. The layout of the track, housed in the circuit's infield, is limited by the exigencies of its location. The changes made for 2014 were a major improvement on the previous road course, making it a lot more flowing than it was, but it remains flat, with corners that have been designed rather than evolved. This year, it also lost the link with the Indy Mile, at the Indiana State Fairground, the legendary flat track race being held a month earlier.
Aprilia today issued the following press release, confirming that Stefan Bradl will race for the Gresini Aprilia team for the rest of the 2015 season, replacing Marco Melandri.
STEFAN BRADL TO RIDE AN APRILIA RS-GP ALONGSIDE ALVARO BAUTISTA
Noale, 1 August 2015 - Twenty-five year old German rider Stefan Bradl, 2011 Moto2 World Champion, will take part in the remaining nine 2015 MotoGP World Championship races astride the second Aprilia Racing Team Gresini Aprilia RS-GP alongside Alvaro Bautista.
Bradl will make his first appearance on the Aprilia RS-GP at the Indianapolis Grand Prix scheduled from 7 to 9 August.
Stefan Bradl's period of enforced unemployment will be mercifully brief. Today, the Forward Racing team announced they had released him from his contract at his request, as the problems facing the team continue. Free from his contract, Bradl looks set to sign for the Gresini Aprilia squad for the rest of the season, replacing Marco Melandri.
Bradl has been caught up in a whirlwind of events since breaking his scaphoid at Assen. Two weeks later, at the Sachsenring, the German was in talks with the Forward Racing team to extend his contract to race the Open class Yamaha for the 2016 season. The day after the race in Germany, team owner Giovanni Cuzari was arrested on his return home to Ticino, Switzerland, on charges of corruption, money laundering and tax evasion. Because of the charges, the Swiss authorities seized the team's computers and financial administration, and froze their bank accounts. The arrest also prompted a number of sponsors to end their contracts, further endangering the future of the team. The team announced that they would not be competing at Indianapolis, and that they could also end up missing Brno.
This is the second part of our silly season overview. Before starting on this part, make sure you have read the first part of the review, published yesterday.
If Jack Miller is parachuted into Aspar, the second seat in the team is up for grabs. Though Dorna are keen to have an American in MotoGP, it is widely believed that Nicky Hayden's days are numbered. Despite his denials, there are question marks over Hayden's wrist, and he has not been as competitive on the Open Honda as he had hoped. Hayden was at the last round of World Superbikes at Laguna Seca a couple of weeks ago, where he was seen talking to a lot of teams. There is a lot of speculation Hayden could end up on an Aprilia in World Superbikes next season, the American already having visited the factory's Noale HQ in 2013, before he left Ducati to sign for Aspar.
Could Hayden take the second Aprilia seat in MotoGP? This seems extremely unlikely. The factory already has an experienced development rider in Alvaro Bautista, and is really looking for someone faster and younger to lead the challenge. One name being bandied about is Stefan Bradl, the German being a particularly attractive prospect for the Italian factory. With Melandri having abandoned the Gresini Aprilia team, the second seat in the team is being filled by Michael Laverty. A sensible choice under the circumstances: Laverty is already Aprilia's official test rider, and the RS-GP is still very much a test bed for collecting data, to be used to build the 2016 bike, which will be a full prototype built from scratch. The downside to having Laverty is that he is also racing in BSB for the Tyco BMW team. The two calendars clash only once, when MotoGP goes to Phillip Island, and BSB is at Brands Hatch, so Laverty is able to fill in on a race-by-race basis.
However, with Bradl having announced that he has rescinded his contract with Forward Racing, due to the fact that they cannot guarantee him a ride for the rest of the season, Bradl becomes a more appealing option for Aprilia. The German could start racing almost immediately – a start at Indianapolis is probably too early, with the Brno test a more likely date – and could fill in until the end of the season. Bradl is still relatively young – he will be 26 in November – a former Moto2 world champion, and highly motivated. Signing Bradl to what is effectively an 18-month contract could be a smart move for Aprilia, as they would get someone young, fast, and able to help develop their new 2016 bike. If Bradl is fast in 2016, Aprilia could keep him for the future, if he isn't, he can keep working on improving the bike for 2017, and his successor.
If you think that silly season has been a bit quiet this year, you'd be right. Normally by now, we would have passed through the stage of outrageous fabrication, left the wildly inaccurate rumors behind us, and be well into probable rider signing scenarios. This year, the annual merry-go-round has barely registered, with very little sign of who may end up where for the 2016 season.
Of course, for the most part, this is because all of the factory seats bar the second slots at Aprilia and Ducati are already spoken for in 2016. Valentino Rossi, Jorge Lorenzo, Marc Márquez, Dani Pedrosa, Andrea Dovizioso, Aleix Espargaro, and Alvaro Bautista all have contracts for next year. Maverick Viñales' seat at Suzuki is safe through 2017. Of the currently active factory riders, only Andrea Iannone's contract could be ended after 2015, but Ducati will be keeping the Italian for 2016 as well. The only truly vacant seat is the one at Aprilia vacated by Marco Melandri, who never really wanted to be in MotoGP anyway.
With no factory seats available – or rather, with no truly desirable factory seats available – options to move up the MotoGP food chain are limited. Teams, too, are reluctant. 2016 sees the return of Michelin and the advent of spec software, making teams wary of changing too many variables at one time. Better to stick with the rider you know, whose data you already have and understand, and who has a solid relationship with the crew chief and team, rather than get a new rider in and spend a lot of time and effort trying to figure out whether problems are down to the rider or adapting the bike to the new technical regulations.
2015 Sachsenring MotoGP Preview: How Great Last Corners Create Epic Battles, And Silly Season Starting
What makes for great racing? Many things, but great last corners really help. A great last corner, or sequence of corners, allows riders to attack the bike ahead of them, and take one final shot at victory. Even better is when the option to attack offered by the final corner comes with some risk attached: getting ahead is one thing, but staying ahead to the line is quite another.
MotoGP moves from one track with a last corner which guarantees spectacle to another. The final GT chicane at Assen produced fireworks with the clash between Valentino Rossi and Marc Márquez, and the last two corners at the Sachsenring offer similar opportunities. At Assen, the hard-braking right corner is followed by a quick flick left, giving the defending rider the chance to counterattack if he is passed.
At the Sachsenring, the long drop down the steep, steep hill provides the ideal platform to launch an attack from, diving up the inside on the brakes on the way into the penultimate left hander. That line comes at a price, though, as it forces the attacker to run wide on the exit. That opens allowing the defending rider to strike back up the inside on the approach to the final turn, the last left uphill towards the line. Even entering that corner ahead is no guarantee of the win: like Turn 12, Turn 13 offers two lines, inside and outside, both of which can be used to pass.
The only other place to pass at the Sachsenring is the first corner, at the end of the front straight. The rest of the track is so tightly coiled that the bikes are spending too much time on their sides to try to line up a pass. If you're lucky, you can try to figure something out through the section between turns 7, 8, and 9, but from that point on, your mind is focused just on one thing. The crest of the hill just after Turn 10 and then the lightning fast flick right at Turn 11 heading down the Waterfall, and towards the last two turns again.
Marco Melandri has had his last race for Aprilia in MotoGP. The two parties have at last reached agreement to go their separate ways. Aprilia test rider Michael Laverty will replace Melandri for the rest of the 2015 season.
Melandri had always been a reluctant participant in Aprilia's MotoGP project at best. The Italian was halfway through a lucrative two-year deal with Aprilia in World Superbikes in 2014, when Aprilia announced the switch to MotoGP for the 2015 season. Melandri's priority was always to remain in World Superbikes and fight for the championship, and it was clear that Aprilia's first season in MotoGP – a year earlier than anticipated – was going to be a transitional one. At the time, Aprilia's plan was to leave World Superbikes, only later lining up the Red Devils Roma team to run their factory operation. By then, it was too late for Melandri to make the change.
Press releases from the teams and Bridgestone after Saturday's exhilarating Dutch TT at Assen:
Press releases from the MotoGP teams and others after qualifying at Assen:
Press releases from the teams, Bridgestone and others previewing the Dutch TT at Assen:
Press releases from the MotoGP teams after qualifying at Barcelona:
Press releases from the teams and Bridgestone after the first day of practice at Barcelona:
Press releases from the MotoGP teams and Bridgestone ahead of this weekend's round at Barcelona:
On the day after the Italian Grand Prix, the MotoGP riders were back testing at Mugello. This time, however, it was only the factory riders who remained, to give the Michelin tires another run out. The last time they took to the track on the Michelins was at Sepang, and Michelin had brought the latest iteration of their tires to test.
Due to the commercial sensitivities involved, there was no official timing, and the riders were not allowed to speak to the media about the test. Unsurprisingly: Bridgestone hold the single tire contract for the 2015 season, having spent a lot of money for the privilege, so they do not want Michelin stealing their PR thunder. Nor do Michelin really want to be subject the intense scrutiny which official timing would impose while they are still in the middle of their development program.
That does not mean that the small band of journalists who stayed at the test did not learn anything, however. Michelin had brought four front tires to the test, and the factory men spent the morning and the early afternoon selecting their favorite from the four. The plan was for the riders to then try that tire in a full race simulation, to see how the tire stood up to a race distance of 23 laps.
That plan was quickly canceled. There had been no falls during the morning and early afternoon, but on the first laps of his long run, Jorge Lorenzo crashed out at Materassi. Once the track was cleared, it was the turn of Marc Márquez to go out, but on the second lap of his run, he too crashed, this time at Arrabbiata 1. With the debris of the Repsol Honda out of the way, Valentino Rossi followed, the Italian falling at Correntaio. At that point, the plan was abandoned.