The 2013 Australian Grand Prix at Phillip Island - likely to be known henceforth as 'The Debacle Down Under' - taught us many things. It taught us that tire companies need to find ways to test at newly surfaced tracks (especially when a newly retired world champion and now Honda test rider lives in the same country), that pit stops in dry conditions are potentially dangerous when each stint is less than 10 laps, and that hurriedly changing rules and race lengths are far from ideal when trying to organize a MotoGP race.
After the initial disappointment at the death of the 250cc two strokes, the advent of the Moto2 class raised hopes that Grand Prix racing would enter a new era of chassis innovation, as the teams spent the money saved on engine development on exploring novel solutions to the problem of hustling a motorcycle around a circuit is the shortest time possible.
Why did the factory Yamaha team head to the Motorland Aragon circuit to join Honda and Suzuki at a private test? Was it perhaps to give Jorge Lorenzo and Valentino Rossi their first taste of the seamless gearbox Yamaha have been developing, to counter Honda's advantage? That is the question which many fans have been asking, and in recent days - and weeks - I have been inundated with questions about the seamless gearbox. Well, question, singular, actually, as it all boils down to just the one: When will Yamaha finally start to race their seamless gearbox?
The decision by HRC to stage a private testing session at the Austin MotoGP circuit in March unleashed a wave of criticism in some circles, especially from other teams. Yamaha eventually decided to join the Repsol Honda and LCR Honda teams at the track, but only after much internal deliberation, taking only a skeleton crew to the test. Ducati refused to go altogether as a political statement, saying that the costs were simply too high for them to ship all their equipment from Europe to the US, and then back again in time for the final IRTA test at Jerez.
When the news that Dorna would be taking over World Superbikes broke, there was a wave of outrage among fans, expressing the fear that the Spanish company would set about destroying the series they had grown to love. So far, Dorna have been careful not to get involved in debates about the technical regulations which seem to be so close to fans' hearts, their only criteria so far appearing to be a demand that bikes should cost 250,000 euros for an entire season.
This is part 1 of a new series entitled 'Under the Radar'. In it, we will be looking at stories we believe will have a major impact on MotoGP and World Superbikes in the next season, but which are not currently receiving much attention. While everyone expects Marc Marquez in MotoGP to be a big story, or Valentino Rossi's return to Yamaha, these are the stories which you won't hear much about by the start of the season, but which could end up playing a major role in 2013.
With the announcement of the introduction of price caps for brakes and suspension in MotoGP from 2015, the Grand Prix Commission, MotoGP's rule-making body, appears to have finally found an effective way of controlling costs in the series. Instead of trying to control costs indirectly and seeing their efforts kicked into touch by the law of unintended consequences, the rule-makers have decided to attempt to go straight to the heart of the problem.
Since the global financial crisis struck back in 2008, MotoGP's primary focus has been on cutting costs. These efforts have met with varying success - sometimes reducing costs over the long term, after a short term increase, sometimes having no discernible impact whatsoever - and as a result, the grids in all three classes are filling up again.
The battle which has been raging rather politely between Honda and Dorna over the introduction of spec electronics continues to simmer on. The issue was once again discussed at Motegi, with still no resolution in sight. HRC boss Shuhei Nakamoto reiterated Honda's opposition to the introduction of a spec ECU in an interview with the Japanese journalist Yoko Togashi, which was published on GPOne.com.
The spec tire rule in MotoGP is one of its most hated elements. Introduced for the 2009 season after a mass defection from Michelin threatened to leave everyone except Bridgestone struggling to survive, the standard tire has had a massive impact on the series. The idea behind it was to reduce costs, and for the smaller privateer teams who could only buy their tires, it has helped to bring down expenses.