2015 Le Mans MotoGP Friday Round Up: Surprising Smith, Smooth Lorenzo, And Has Marquez Lost Another Engine?
If you had put money on Bradley Smith being the fastest man at the end of the first day of practice at Le Mans, you would probably be a very happy camper this evening. The Monster Tech 3 Yamaha rider does not often top a practice session – the last time was nearly a year ago, on the Friday at Barcelona – though he often shows plenty of speed. But there has always been one thing or another to prevent him from converting speed through a particular sector into a really fast flying lap.
That's where the Jerez test helped. At Jerez, Smith, along with several other riders, tested a new front fork set up which made a huge difference to his riding. The aim of the change had been to absorb more of the force in braking, and allow the front tire to retain its shape. By limiting the deformation of the front tire, the new fork allows Smith to brake later and enter the corner better. The tire keeps its shape, giving the rider confidence to release the brake and enter the corner fast. The bike is smoother, and Smith has benefited.
They also found improvements in engine braking, which helps the bike to turn. Better engine braking means a more stable bike entering the corner, crucial to extracting the maximum speed out of a Yamaha. Putting it all together gave Smith confidence, and with confidence comes speed.
It was a perfect afternoon for Smith all the way up to the final corner of his final lap. Smith was very fast on that run, moving up to third spot before heading the timesheets with a lap of 1'33.179. He was on course for another quick lap, but ruined it with a rookie error. Aleix Espargaro crashed in front of him, and he ran wide following the Suzuki. Trying to get back on track, he crashed, but it was a very weird crash indeed, he told reporters. He ran over what looked like a rock or a lump of rock in an asphalt join, and it flipped the bike up. A shame, but the speed he had shown before was encouraging.
The Le Mans round of MotoGP is a truly schizophrenic event. The track sits just south of the charming old city of Le Mans, a combination of medieval center and 19th Century industrial outskirts. The surrounding area is lush, rolling hills, woods alternating with open green fields. It is very much a provincial idyll. Until you reach the Le Mans circuit, and its campsites, where visions of Dante unfold before your eyes, and disinterested guards look on as large drunken hordes set about recreating some of the more gruesome scenes from Lord of the Flies.
Some people love it, others hate it. Veteran journalist Dennis Noyes always says it reminds of going to Hockenheim in the 1990s, when the police would not enter the woods at the heart of the track until the Monday after the race. Then they would go in "to pull the bodies out," as he so colorfully put it. Outside the track, the atmosphere is one of quiet provincial charm. Inside, all is wild, free, and out of control. It is an event that should be experienced at least once, though to be honest, once was enough for me.
Even the circuit is schizophrenic. The facility has two layouts. The glorious, high-speed intimidation of the Circuit de la Sarthe hosts the pinnacle of four-wheeled racing, the 24 Heures du Mans car race, on a track full of long, fast straights and sweeping corners. But MotoGP uses the Bugatti Circuit, the shorter, closed circuit, which is all hairpins and tight esses, with just the glorious Dunlop Curve left as a reminder of the larger, faster circuit.
Yet despite its shortcomings, the Bugatti Circuit has plenty to enjoy. The hard braking, then long drop off of Turn 4, La Chappelle, a treacherous turn indeed. The sweep of Musee and Garage Vert, ideal places for overtaking. The series of tricky esses in the second half of the track: the Chemin aux Boeufs, Garage Bleu, and then the double right of Raccordement, again, ideal spots for attacking an opponent, with the risk they will come back at you in either the second half of the corner, or at the next pair coming up. At most tracks, there are only a couple of places you can overtake. At Le Mans, there are only a couple of corners where you can't.
The MotoGP grid is looking in surprisingly good health in 2015. The series has come a long way in the five years since 2010, when there were just 17 full-time entries on the grid, and Suzuki was teetering on the brink of withdrawal. Dorna's CRT gambit has paid off: the much-maligned production-based bikes may not have been competitive, but they did spur the manufacturers into action to actually supply more competitive machinery to the private teams. The CRT bikes became Open class bikes, and Dorna's pet project of standardized electronics has been adopted into the MotoGP rules. From 2016, there will be one class again (well, sort of, the concessions – engine development, unlimited testing, more engines – for factories without regular podiums are to remain in place), with everyone on the same electronics, the same fuel allowance, and the same tires.
A bigger change is coming for 2017. From the outside, the 2017 grid will be indistinguishable from the one in 2016, but the changes behind the scenes will significant, and be a step towards securing the long-term future of the series. The position of the private teams is to change from 2017, ensuring financial security, a fixed price for competitive machinery, and securing their slots on the grid.
The change encompasses a number of key elements, all of which revolve around the independent teams. The first, and most important, is that the grid size will be fixed at 24 riders, each of whom will receive financial support from Dorna. Those grid slots will be awarded to the existing teams – the IODA team, as a one-rider outfit, are likely to be the squad which loses out – and they are guaranteed to keep those places. No new teams will be admitted to the MotoGP class, unless one of the existing teams pulls out. If a new factory wants to enter MotoGP, they will have to do so through an existing team, as Aprilia did in 2015, rather than through their own structure, as Suzuki did. KTM, who are expected to enter in 2017, and are considering entering as a factory, according to a story on Speedweek, will have to partner with an existing squad. Speedweek mentions the Aspar team; given the financial struggles of the Valencia-based team, that would make a lot of sense, for both parties.
2015 Jerez MotoGP Test Round Up: Happy Yamahas, Hondas Chase Traction, Aprilia's Seamless, Suzuki Finds Pace On Old Tires
The day after a race is simultaneously the best and the worst time to go testing. The best time, because the track is in great condition, having already seen three days of action. Riders are all fully up to speed, with both the track and with their riding. It is also the worst time, because riders and teams are exhausted after the intensity of a race weekend, having given their all to try to win at the track. Testing after a race weekend is probably the least worst solution.
The Monday test after Jerez saw this point very well illustrated. With temperatures very similar to race day, the MotoGP teams – all bar the factory Ducati men, who were headed to Mugello for a test there on the 11th and 12th May – found a track in almost identical condition to the race, in which they could test things they didn't have time to over the weekend, to try to find where they want wrong.
Jorge Lorenzo had already had a perfect weekend, dominating practice and qualifying and then taking a stunning victory. He therefore did not have much to test on Monday, a new fork and a new clutch being the biggest items. The fork was much the same, being the fork Valentino Rossi was using, but the new clutch was "pretty bad," according to Lorenzo, gains overall rather limited. It did not stop Lorenzo being fastest overall once again, however, though at less than four hundredths of a second, his advantage over his teammate was rather slim.
One of the greatest privileges of my job is to stand at trackside and watch the riders up close. It is the ideal antidote to the malaise which can affect journalists like me who tend to spend too much time indoors, in the press room, in the back of garages, and in team trucks and hospitality units, endlessly talking to people in pursuit of information. Walking out to Nieto, Peluqui and Crivillé, turns 9, 10 and 11 at Jerez, savoring the passion of the fans cheering as their favorite riders pass by, observing each rider closely as they pass, trying to see if I can see anything, learn anything, understand anything about the way the best motorcycle racers in the world handle their machines.
There is plenty to see, if you take the trouble to look. This morning, during warm up, I watched the riders brake and pitch their machines into turn 9, give a touch of gas to turn 10, before getting hard on the gas out of turn 10 and onto the fast right handers of 11 and 12. In the transition from the left of turn 8 to the right of turn 9, you see the fast riders move slowly across the bike, while the slow riders move fast. You see them run on rails through turns 9 and 10, before forcing the bike up onto the fatter part of the tire while still hanging off the side out of 10 and heading off to 11. You see the extreme body position on the bike, almost at the limit of physics. It is hard to see how a rider can hang off the bike further, outside hands barely touching the handlebars, outside feet almost off the footpegs. Photos and video barely start to do the riders justice. To experience it you need to see it from the track, and from the stands and hillsides that surround it.
Of all the riders to watch around Jerez, none is as spectacular as Jorge Lorenzo. Lorenzo is spectacular not for his exaggerated mobility, but rather for the lack of it. He slides around the Yamaha M1 like a python, oozing from side to side, his motion almost invisible to the naked eye. One moment he is hanging off the left side of the bike, then next he is over on the right, and you find yourself with no clear memory of seeing him go from one side to the other. He appears almost motionless, while the bike underneath him chases round the track at immense speed. He looks like a special effects montage, Lorenzo having been filmed in slow motion, sitting atop a motorcycle being shown at double speed. It is a truly glorious spectacle.
Qualifying confirmed what we had already seen on Friday: the old Jorge Lorenzo is back. The Movistar Yamaha rider was fastest in FP1 and FP2 yesterday. He was fastest in FP3 in the cool of Saturday morning, and he was quick in the heat of FP4. He wasn't fastest in the one session of truly free practice for the MotoGP class – Andrea Iannone put in a quick lap on the Ducati, proving once again that the GP15 is an outstanding motorcycle – but he posted five laps faster than Iannone's second-quickest lap. Then, during qualifying, he set a pace which no one could follow. Using a three-stop strategy, copied shamelessly from Marc Márquez last, Lorenzo posted a 1'38.2 on his second rear tire, then became the first man to lap the Jerez circuit in less than 1'38, stopping the clock at 1'37.910.
That is a mind-bendingly fast lap. Especially given the conditions. Set in the middle of the afternoon, in the blistering heat: air temperatures of over 30°, and track temps of nearly 50°. Set on a track which is notoriously greasy when it's hot, offering the worst grip of the year, especially now that Misano has been resurfaced. Set on asphalt that was laid eleven years ago, and has been used very intensively ever since. If there was ever a time and a place to break the pole record at Jerez, Saturday afternoon was not it. Nobody told Jorge Lorenzo, though.
Lorenzo is not just fast over a single lap, but has consistently run a faster race pace than anyone else has looked capable of managing. He is looking very much like the Lorenzo of old: fast, smooth, utterly consistent, unstoppable. If he gets a good start, it is hard to see who could stay with him for 27 laps. He told the press conference he will be trying to escape on the first lap. It looks like that will be the last the rest of the field see of him.
2015 Jerez MotoGP Friday Round Up: How Rossi And Lorenzo Took Different Tire Strategies, And Why Stoner Was Snubbed
The Circuito de Velocidad in Jerez is not just a single circuit, it is three. It is a highly abrasive, very grippy track in the wet. It is a grippy, flowing track in the dry, when track temperatures are below around 35°C. And it is a treacherous, greasy, low-grip track when it is above 40°C. It didn't rain today (nor will it for the rest of the weekend) and so we only got to see two of the three tracks on Friday. But boy were they different.
Different or not, the same man ended both MotoGP sessions at the top of the timesheets. In the cool of the morning, when track temps were low and grip high, Lorenzo went out and dominated, hammering out a string of low 1'39s, well below the lap record pace. In the afternoon, the Movistar Yamaha man took his time, experimenting with then discounting the harder of the two tire options, before putting the soft back in and running another string of mid 1'39s, five of which were better than Marc Márquez' second fastest lap. It felt like the real Jorge Lorenzo was back.
Was Lorenzo's down solely to the fact that he was running the medium tire, where others were struggling to make the hard tire work for race distance? To an extent, but that is to misunderstand Lorenzo's intention. The Movistar Yamaha man believes he will be able to race the softer of the two tires, that tire being better for the Yamaha over race distance. It is better because of the way Bridgestone have changed the allocation this year, widely hailed as an improvement. For all three tires – the medium and hard for Yamaha and Honda, the soft and medium for the rest – the compounds have been changed slightly, going just a fraction harder. That has left everyone with two viable choices of tire for the race, the option of endurance with the hard, or early speed and a more predictable drop.
Jerez is always a very special weekend. When Valentino Rossi described the first race back in Europe using those words, he spoke for everyone in the MotoGP paddock. Everyone loves being back in Europe, because the atmosphere changes, the hospitality units fill the paddock, the catering staff, hospitality managers, runners, cleaners, general dogsbodies – in other words, the people who actually do any real work – return to fill the paddock, and old friends are reunited after a long winter away, often doing something else to subsidize the meager pay they take for the privilege of working in Grand Prix during the summer. The paddock becomes a village once again, awaking from the long winter slumber.
The setting helps. The charming old city of Jerez is showing the first shoots of economic recovery, not yet enough to match the full bloom of spring happening on the surrounding hillsides, the slopes covered with wild flowers, but there is a much more positive vibe than there has been for some years. There is a sense of optimism. That sense of optimism flows into the paddock, already buzzing after a sizzling and surprising start to the 2015 MotoGP season. With over 100,000 people expected to pack the stands on Sunday, Jerez feels like the right way to kick off the long European leg of the championship.
The weather helps too. It is hot and sunny, with a long, dry weekend ahead of us. That will please everyone, giving them all a chance to actually work on set up. The track is short enough for them all to go out, test a set up, come back in and try something else, and with the weather holding, they can repeat that process until Sunday's race. For Andrea Dovizioso, this was key: with so much still to figure out with the brand new GP15, the factory Ducati men want as much dry weather and stable conditions as they can get. The bike has worked at every track they have been at so far, and Jerez was always a particular bugbear of the Ducati. Both Andreas, Dovizioso and Iannone are keen to see how the new bike will actually go around the track here. "I have a good feeling for this weekend, because the agility has improved a lot," said Iannone. Agility is key at this track, because of the many changes of direction. "I think this bike is ready to fight with the best," the Italian said.
Four rounds into the World Superbike season and the contours of the 2015 championship are starting to become clear. Some of the things we expected to happen have unfolded much as predicted, but there have also been a fair few surprises. Time to take a quick look at the state of World Superbikes so far.
New technical regulations have been put in place aimed at reducing cost and leveling the playing field somewhat. Their effect so far? Despite the protestations of the Kawasaki and Aprilia riders, all of whom have been complaining of a loss of horsepower, neither top speed nor overall lap times appear to have been affected much. Taking Tom Sykes as perhaps the best example, as he was on the Kawasaki ZX-10R both this year and last, his lap times were half a second slower at Phillip Island, half a second quicker at Assen, the only two tracks at which it is possible to compare. Chaz Davies on the Ducati Panigale was a second quicker at Assen, and eight tenths quicker in race one at Phillip Island, but in race two lapped just as fast in 2015 as he did in 2014. Overall, the Phillip Island track was a little slower in 2015, while conditions at Assen were definitely improved this year over last. The jury is still out on the new rules, but there are definite rumblings audible from the jury room.
Perhaps the biggest effect of the new rules is on the expectations of riders. The Kawasaki is among the most affected of the WSBK bikes by the new rules, with claims that the ZX-10R has between ten and twenty fewer horses than it had in 2014. That has had a bigger impact on Tom Sykes than on his new teammate, Jonathan Rea, Sykes struggling while Rea has come in and cleaned up. Sykes finds himself with a bike that is down on power to what he is used to, a development which is not good for a positive mindset. Rea has come off a bike which he knew to be incapable of winning a championship, and hopped onto one which has been proven capable of doing just that. It's easy to go fast when what you have is better than what you had, and you see opportunity looming.
2015 Argentina MotoGP Post-Race Round Up: On Rossi Vs Marquez, And Why You Shouldn't Believe The Pundits
You should never believe professional pundits. We writers and reporters, forecasters and commentators like to opine on our specialist subject at every opportunity. The wealth of data at our fingertips, which we study avidly, fools us into thinking we know what we are talking about. So we – and I do mean all of us, not just the royal we – tell our audience all sorts of things. That Casey Stoner is about to return to racing with Ducati. That Valentino Rossi is set to join the Repsol Honda squad. That Casey Stoner is not about to retire, or that Dani Pedrosa will.
Your humble correspondent is no different. In 2013, during his first season back at Yamaha, I was quick to write Valentino Rossi off. At the age of 34, I pontificated, the keenest edge had gone from his reflexes, and he was at best the fourth best motorcycle racer in the world. He would never win another race again, unless he had a helping hand from conditions and circumstances, I confidently asserted. Rossi proved me wrong, along with the many others who wrote him off, at Misano last year. Now, after three races of the 2015 season, Rossi has two wins and a third, and leads the championship.
After the race at Argentina, the experts and pundits are all rubbing their hands with glee once again. Analyzing the coming together between Valentino Rossi and Marc Márquez, ascribing intention to one rider or another, confidently claiming that they can see inside the minds of the men involved. We are certain that Márquez was trying to intimidate Rossi when the Yamaha man came past. We are convinced that Rossi saw Márquez beside him, and deliberately took out his wheel. Or that Márquez made a rookie mistake, or that Rossi is now inside Márquez' head, or any other theory you care to mention. We can be so sure our claims will go unchallenged and unchecked, because the only two men who are genuinely in a position to challenge them have much better things to do. Like race motorcycles for a living, and try to win a MotoGP title, for example.
So what did happen? What we know is that the two men collided on the penultimate lap of the race. The collision was the moment that the fans remember, but how they got to that point is a far more interesting story. One which starts at the beginning of the weekend, when the riders got to try the new tires Bridgestone had brought to the track. Having seen extreme wear from the highly abrasive track the first year MotoGP came to the Termas de Rio Hondo circuit, Bridgestone changed their allocation. They built a new, extra hard tire to bring for the Hondas and Yamahas, with a harder compound on the left shoulder. The tire felt less comfortable in the early laps, but it had better durability over the course of the race.