 |
|
| Kropotkin Thinks | ... that relationships between crew chiefs and riders are delicate things |
Submitted by David Emmett on
MotoMatters.com, in association with Motor Sport Magazine, is proud to feature the rider insights of 1983 and 1985 500cc world champion Freddie Spencer. After every MotoGP race, Fast Freddie will share what he saw and learned from the race.
Submitted by Press Release on
Two Wheels for Life, the official charity of MotoGP, will be holding its traditional Day of Champions fundraiding festival on Thursday, 23rd August, the day before practice starts for the British round of MotoGP at Silverstone. The charity issued the following press release announcing the event:
Day of Champions 2018 revving up to raise even more with the help of MotoGP™’s stars and fans
In little less than a week, racing fans will have the opportunity to mingle with the stars of MotoGP™ and help raise funds for Two Wheels for Life, the official charity of FIM and MotoGP™ at the annual Day of Champions (DOC) on Thursday 23 August.
Submitted by David Emmett on
It is hard to keep secrets in the MotoGP paddock (though not impossible, as Jorge Lorenzo's move to Repsol Honda conclusively proves). One of the worst kept secrets has been the news that the Sepang International Circuit, or SIC, is to expand its current operation to include a MotoGP team. Over the months since rumors first started circulating that Sepang was interested in running a MotoGP team, details have slowly dripped out, until we now have an almost complete picture. The whole picture is to be formally announced at Silverstone, at a press conference at 6pm BST on Friday.
Submitted by Mat Oxley on
That’s Jorge Lorenzo's MotoGP prediction – IF Ducati can fix the Desmosedici’s last big problem
On the eve of his epic Austrian Grand Prix victory Jorge Lorenzo and several other top MotoGP riders were asked to design their ideal racetracks.
Lorenzo was the only one who drew two different layouts: the first for this season, the second for next year when he will ride a Repsol Honda RC213V.
This year’s design was a square: four 90-degree corners. The inference was straightforward – this is the kind of corner preferred by Ducati’s Desmosedici GP18.
Submitted by David Emmett on
Riders, teams, journalists, fans, almost everyone likes to complain about the layout of the Red Bull Ring at Spielberg. Three fast straights connected by hairpins, with a long left hand corner thrown in for the sake of variety. The facilities and setting may be magnificent, but the track layout is pretty dire. Coming from the spectacular, flowing layout of Brno, the contrast could hardly be greater.
And yet the Red Bull Ring consistently manages to produce fantastic racing. The combined gap between first and second place across all three classes on Sunday was 0.867 seconds, and nearly half a second of that was down to Moto3. The MotoGP race was decided on the last lap again, just as it had been in 2017, though the race was decided at Turn 3, rather than the final corner. Spielberg once again served up a breathtaking battle for MotoGP fans, with a deserved winner, and the rest of the podium riders losing with valor and honor.
If we were to be picky about it, it would be to complain that the protagonists of the MotoGP race were rather predictable. It is no surprise that the factory Ducatis would play a role at the front of the race: a Ducati had won in Austria in the previous two races, and the long straights from slow corners are almost made to measure for the Desmosedici's balance of power, mechanical grip, acceleration, and braking stability. Nor was it a surprise that Marc Márquez should be involved, the gains made by Honda in acceleration giving the RC213V the tools to tackle the Ducatis.
Submitted by Zara Daniela on
MotoGP standings after Austria:
Submitted by Zara Daniela on
Results and summary of the MotoGP race in Austria:
Submitted by Zara Daniela on
Results:
Submitted by David Emmett on
It is a good job it will be dry on Sunday at the Red Bull Ring. Because if it were to stop raining half an hour before the race started, the rest of the field wouldn't see which way Marc Márquez went. That is the conclusion we can draw from Saturday morning in Austria, when FP3 started on a wet track with a dry line forming. Márquez waited patiently in the pits for half an hour, then when the dry line got wide enough, went out on slick, and destroyed the field, lapping 2 seconds or more faster than anyone else.
It was a display of just how useful all that riding flat track has been to Márquez. There is no one quite so good at searching for grip on a sketchy surface, and clinging so precisely to the thin line of drying track which offers grip. It was a repeat of his superiority in Argentina, only in that race, his superiority was marred by a reckless disregard for his fellow racers on track. He did much better in FP3 on Saturday.
The poor conditions caused major headaches for those riders stuck in Q1 after the FP1 session on Friday morning. The weather meant a lost session, with no chance to improve their time, and no real lessons to be learned from a track that was changing all the time. It left Valentino Rossi with no option than to try to make his way through to Q2 in Q1. That didn't happen, and Yamaha had their worse qualifying performance since Valencia 2007. You can read about the fallout from that, the reasons behind it and what Yamaha are doing to fix it, in this story on the situation at Yamaha.
Submitted by David Emmett on
For the Movistar Yamaha factory team, qualifying for the Austrian MotoGP round at the Red Bull Ring was an unmitigated disaster. Maverick Viñales qualified in eleventh place, while Valentino Rossi failed to make it out of Q1 and will be forced to start from fourteenth. It was the factory Yamaha team's worst dry qualifying result since Valencia 2007.
Comparing times from qualifying at Spielberg in 2017 with times from Saturday illustrate Yamaha's predicament quite clearly. Times for the front row riders between this year and last are pretty much identical, as were the times set by Johann Zarco in 2017 and 2018. But Maverick Viñales was half a second slower this year than he was last year, and Valentino Rossi was four tenths slower.
The problem is a familiar one. The factory version of the Yamaha M1 is difficult to control in acceleration, and uses up the rear tire too much. How badly that affects the bike varies from track to track, but the Red Bull Ring is the Yamaha's kryptonite: at a track where most of the corners are from low gear with hard acceleration, the M1 is losing out very badly.
