The third part of our review of the 2014 season, in which we take a look at the top 10 finishers in MotoGP, sees us turn to Jorge Lorenzo, the man who took the final spot on the 2014 MotoGP podium:
3rd - 263 points - Jorge Lorenzo
If Marc Márquez' season was one of two halves, then Jorge Lorenzo's 2014 was doubly so. The 2010 and 2012 world champion ended the first half of the season in fifth place overall, 128 points down on the leader Marc Márquez. By season's end, Lorenzo was third, having outscored Márquez by 29 points. If Lorenzo hadn't gambled on a tire change at the last race at Valencia, the difference would have been even greater: in the eight races before Valencia, Lorenzo had outscored Márquez by 54 points in total.
It all went wrong for Jorge Lorenzo during the winter. The Movistar Yamaha rider was under the surgeon's knife three times during the winter break to fix some minor problems and remove old metalwork, most notably from the collarbone he broke in 2013. That made putting together a training schedule more difficult than usual, and Lorenzo's fitness, usually his strong point, took a nosedive.
He arrived at the Sepang tests so badly out of shape that he did not fit into his leathers. Not only did he have to contend with being four or five kilograms overweight, he also had to deal with new tires from Bridgestone and a Yamaha M1 which was struggling with a liter less fuel. The tires – identical to 2013, but now using the heat-resistant layer which had previously only been used at a couple of rounds – lacked the same feel on the edge of the tire, making it more difficult for Lorenzo to maintain his high corner speed style. This was made worse by the nervous throttle response of the Yamaha with less fuel, making it even harder to control the bike. Lorenzo's style requires a massive amount of energy at the best of times. With two factors making it even worse, there was no way an out-of-shape Lorenzo was going to be competitive for any longer than a single lap.
For the next part of our review of the 2014 season, we continue our count down of the top 10 finishers in MotoGP. After yesterday's look at Marc Marquez, today we turn our attention to the runner up in the 2014 MotoGP championship, Valentino Rossi:
2nd - 295 points - Valentino Rossi
Six races. That was the deadline Valentino Rossi had given himself. After the first six races, he would make a decision on whether he was still fast enough, or it was time to hang up his leathers. The goal was to be fighting for podiums and wins. If he could not do that, he felt he did not want to be racing. The fact that the sixth race of the season was at Mugello was ominous. If you had to choose a place for Valentino Rossi to announce his retirement, that would be it.
The season started off well, with a second place at Qatar, but with Marc Márquez just back from a broken leg, Jorge Lorenzo crashing out, and Dani Pedrosa struggling for grip, that didn't quite feel like a true measure of his ability. Texas was a disaster, with severe tire wear, then at Argentina, Rossi came home in fourth, just as he had done so often last year. His string of fourth places in 2013 were what had prompted Rossi's doubts about carrying on, so many journalists and fans feared his mind was made up.
As 2014 draws to a close and 2015 approaches, it is time to take a look back at the 2014 season. Over the next few days, we'll be reviewing the performances of the top 10 riders in the 2014 MotoGP championship, commenting on notable riders outside the top 10, and discussing the cream of Moto2 and Moto3. First, the top 10 MotoGP men, starting with with the 2014 champion:
1st - 362 points - Marc Márquez
By the end of 2013, Marc Márquez had convinced just about everyone that he was the real deal. The doubters who remained held on to a single argument: first, let's see if he can repeat. Winning a championship may be incredibly hard, defending it is doubly so. In the past twenty years, only Mick Doohan and Valentino Rossi have done so.
Things started inauspiciously, Márquez breaking a leg while training at the dirt track oval in Rufea, near where he lives. With five weeks to recover before the first race at Qatar, and forced to miss testing at Sepang and Phillip Island, this was far from ideal preparation. It did not matter, though: Márquez held off a resurgent Valentino Rossi while others crashed out, and won an exciting first race of the season. As his injured leg recovered, so Márquez got better, winning by comfortable margins at Austin, Argentina, Jerez and Le Mans. The fans and media talked of records, by Doohan and Agostini, and the prospect of a perfect season – winning all eighteen races – started to be discussed.
The very first signs of weakness appeared at Mugello. After making it six poles from six races, Márquez fought a tough battle to hold off Jorge Lorenzo for the win. Another tough race followed at Barcelona, while Márquez took advantage of the conditions to win at Assen and the Sachsenring. But missing out on pole position at Barcelona and Assen started to stifle talk of a perfect season, despite Márquez still having a 100% win record.
When the minutes of the latest meeting of MotoGP's ruling body, the Grand Prix Commission, were unveiled, there was one passage which confused many who read it. The press release included a paragraph on the spec software which is to be adopted for all MotoGP bikes from the start of the 2016 season. The passage read as follows:
It was already announced that Factory teams in the MotoGP class must move to using unified software with effect from 01 July 2015. It has now been confirmed that different teams, using machines from the same Factory, may use different versions of the unified software.
The wording seemed to suggest that from 2016, factory teams would still be allowed to use a different version of the ECU software to that used by satellite and private teams. Given that the point of the spec software - called the Unified Software in the regulations - is to create a level playing field, it seemed odd that such a situation could be allowed to rise.
With so many MotoGP regulars either racing in or attending the Superprestigio in Barcelona, it was inevitable that a fair amount of gossip and rumor would end up circulating. It was the first chance for some of the media to talk to riders who had been testing down in Southern Spain, while the presence of Ducati's MotoGP bosses Paolo Ciabatti and Davide Tardozzi, attending as guests of Troy Bayliss, added real weight to the debate.
I spoke briefly to Ciabatti on Saturday, asking about progress with the Ducati Desmosedici GP15 and how Michelin testing had gone. Ciabatti was optimistic about the GP15, but confirmed that it was still not certain exactly when the bike would make its first appearance on track. It may not be ready for the first Sepang test in February, with the second Sepang a more likely place for the bike to be rolled out. "We think it's important for the bike to be completely ready," Ciabatti said. It was better for Ducati to roll out a bike ready to take on testing, than rush to try to get a bike going at Sepang 1, and find problems that would have been easier to deal with if discovered on the dyno.
Many years ago, when American riders first burst onto the roadracing scene, and immediately dominated Grand Prix racing, dirt track racing was seen as a key part of their success. Training on the hardpacked dirt, where pushrod twins have far more power than they can ever transfer directly into drive, translated very well into racing 500cc two strokes, which had the same excess of power over grip. As tire technology advanced, and as the number of racers coming out of the US to race on the world stage declined, dirt track fell out of favor. Styles changed back towards keeping the wheels in line and carrying as much corner speed as possible, a skill learned in 125s and 250s, and taken up to 500s and MotoGP. The advent of the 800cc bikes, which caused a quantum leap forward in electronic control, emphasized this even further.
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.
"This year's machine is not easy to ride," HRC boss Shuhei Nakamoto said of the 2014 Honda RC213V. "More difficult than last year." Given the utter dominance of Marc Marquez in the first half of 2014, that seems hard to believe. It certainly left the journalists gathered for the special press conference convened by Honda to review the season befuddled. "But Honda bikes are always easy to ride!" declared one surprised reporter. "Our bike is very easy, I can ride it, but I don't get under two minutes," Nakamoto said. "But to find the last one tenth, two tenths is very difficult," he remarked.
A look at the timesheets from the test, or a chat with Marc Marquez or Dani Pedrosa about the 2015 Honda, and you understand the problem. On the last day of testing at Valencia, Marquez and Pedrosa finished first and second, but the satellite Hondas of Cal Crutchlow and Scott Redding were a little way off the pace. Crutchlow was eight tenths slower than Marquez, while Redding was struggling 1.6 seconds behind Marquez. In the last race of the 2014 season, Stefan Bradl's fastest lap was just under a second off the fastest race lap, and Alvaro Bautista a fraction slower. The Honda is obviously fast, but it is not easy to go fast on. Too aggressive, too hard to master, a bike with a lot of potential, but extracting that potential takes insight, experience, and the willingness to push an aggressive bike to its limits. It really demands the kind of dirt track background of Casey Stoner or, well, Marc Marquez.
It is a good job the post-race test at Valencia is three days long. The weather in Valencia in November is usually very good, but it can turn, and you can lose track time to rain. That was certainly the case on Tuesday, rain starting early in the morning, and coming in waves all day. It meant the track was wet throughout Tuesday, only the depth of water on the track varying. The heavy rain meant that most rider decided to sit out the day, only ten riders putting in any laps.
With the track the way it was, the finishing order was not really relevant. What was more important was gaining time on the track, and for several riders, getting to grips with Bridgestone's wet tires. Eugene Laverty, Loris Baz, and Marco Melandri, all of whom have moved over from World Superbikes, needed to adjust their minds to the Bridgestones. Even Melandri, who rode on Bridgestones the last time he was in MotoGP in 2010, said the feeling had changed a lot. The rear tire got up to temperature much faster than before, Melandri said.
Despite being exhausted from a full weekend (make that a complete season) of racing, the entire MotoGP grid was once again out in force on Monday, turning the first laps of the 2015 preseason (full times here). All except Nicky Hayden, that is, as Honda have brought only one RC213V-RS to Valencia, and there was no point for Hayden to spend more time on the RCV1000R, as that bike will be replaced by the new RS for next season. Hayden gets his turn on the bike tomorrow, weather permitting.
There was both old and new on display at the test, some things virtually unchanged, others radically different. New riders joined the grid, as well as two new factories, and a reshuffling of riders and crew between the garages.
The biggest change was at Suzuki, which saw Aleix Espargaro move from the Forward Yamaha team into the new Suzuki squad, where he was joined by Maverick Viñales, fresh from Moto2. Both riders were very impressed with the GSX-RR, praising its handling and the bike. "It was much better than I expected," Aleix told us. The chassis was "fantastic" he said, allowing him to lap within nine tenths of his qualifying lap on Saturday. The bike was very easy to turn, and he could carry a lot more corner speed as the bike was more compact, allowing him to hang off the bike more.