Ducati

2015 Mugello MotoGP Friday Round Up: The Problem With The Honda, And Ducati vs Yamaha

What did we learn from the first day of practice at Mugello? We learned that Jorge Lorenzo is still at the same steamroller pace he was at Jerez and Le Mans. That Valentino Rossi is following a plan, rather than chasing a lap time. That the Ducatis are fast, almost obscenely so, and that's before they put their special Mugello engine in. That Aleix Espargaro is one tough son of a gun. That the Hondas are still fast, when the conditions are right. And that Mugello might just be one of the places the conditions are likely to be right.

Why would the Honda be good at Mugello when it was so bad at Le Mans? Marc Márquez explained in a little more detail after practice on Friday. The biggest problem of the Honda RC213V is the aggressive nature of its engine, both in acceleration and braking. In braking, the bike is sliding more than the riders want it to, and in acceleration, the riders are having to fight the bike's willingness to wheelie and spin out of the corner. Because Mugello is such a fast track (more of that later), the teams have to gear the bikes longer, both for the main straight and for the more flowing corners. Longer gearing means that the engine has to work harder to try to lift the front wheel, taming the power a little. "It looks like here the character of the engine is smoother, also because the final sprocket is longer and then the gearbox is longer," Márquez told us. "The bike is pushing less, the corners are faster and don’t have that big acceleration and that helps us."

This is in part why the problems weren't spotted at Sepang. "In Valencia when we did the test after the race I said, if it feels like this we will have problems next year," Márquez said. With a lot of tight corners which need to be geared rather short, and colder temperatures meaning denser air, allowing more oxygen into the engine, and producing more power, the engine was at its most aggressive. When they went to the Sepang tests, where Honda had brought new chassis and the latest revision of the engine, the bike felt a lot better.

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2015 Mugello MotoGPPreview Press Releases

Press releases from the MotoGP teams and Bridgestone ahead of this weekend's Italian GP at Mugello:

Round Number: 
6
Year: 
2015

2015 Mugello MotoGP Preview - Where Italian Hearts Dare To Dream

I shall spare you the "rolling Tuscan hills" patter. That cliché will be trotted out in most of the press releases and previews you will read. Indeed, it is one I have done to death in many of my own previews of the race. Like all clichés, it is based on an underlying truth: the Mugello circuit is a breathaking track, set in a stunning location, and scene of some of the greatest racing over the thirty Grand Prix which have been held here since 1976. So good is the track that it has remained virtually unchanged, with only minor tweaks to improve safety. There are still a few spots which could use some improvement. The wall at the end of the main straight could use being moved further to the left, and the gravel trap on the exit of Poggio Secco is terrifyingly small, but fixing these would require moving some serious quantities of earth about. But this is Mugello, and so we look away and carry on. At least the astroturf has been removed, removing one possible source of danger.

The setting and the racetrack mean that this is always one of the highlights of the year, but 2015 could be even better than usual. It might even live up to the hype, of which there is justifiably plenty. But where to begin? With Valentino Rossi, the man who once owned Mugello, winning seven races in a row between 2002 and 2008, and who is both leading the championship and in the form of his life? With his teammate perhaps, Jorge Lorenzo, who has won half of the last six races here, and finished second in the other half? A Lorenzo, we might add, who is now firmly on a roll, steamrollering the opposition at both Jerez and Le Mans? How about Ducati, the factory just an hour up the road from their official test track, and a place where Andrea Dovizioso and Andrea Iannone had a test just three weeks ago, lapping at pretty much race record pace? Or with Marc Márquez, perhaps, the reigning championship struggling during the defense of his second title, the Honda clearly having taken a step backwards over the winter (or rather, taken a small step sideways while Yamaha and Ducati have taken giant leaps forward)?

Perhaps we should allow seniority, both in years and in championship position, to prevail. Can Valentino Rossi do it again at Mugello? If ever there was a year where the Italian could emerge victorious at his spiritual home, this is surely it. Rossi returned to the podium here last year, for the first time since 2009. He had appeared on the podium for each of the three years previously, but only after being called there to greet fans after the real podium ceremony, for the three riders who finished first, were over. Those appearances were painful, most of all for Rossi. He wanted to earn it, be on the podium on merit, rather than popularity. In 2014, he did just that, finishing in third behind Marc Márquez and Jorge Lorenzo. Not close enough to do battle with them, but close enough to dream of more.

The Editor's Opinion: How Heroes And Villains Can Help Save World Superbikes

Sunday was a pretty good day for British motorcycle racing fans. The first four finishers in both World Superbike races were British riders, and wildcard Kyle Ryde rode a thrilling and aggressive race to finish on the podium in his first ever World Supersport race. And yet less than 16,000 spectators turned up to Donington Park to watch the action. When you factor in the creative mathematics which goes into generating spectator numbers at sporting events (motorcycle racing is not alone in this), and then take a wild stab at the number of attendees on some form of freebie or other, then the actual quantity of punters who handed over cold, hard cash for a ticket is likely to be disappointingly low.

Once upon a time, British fans flocked to Brands Hatch to watch WSBK. Though the claims of 100,000 at the Kent track are almost certainly a wild exaggeration, there is no doubt that the circuit was packed. Fans thronged at every fence, filling every open patch of ground to watch their heroes in combat. So what went wrong?

If only World Superbikes were racing at Brands again, British fans say. Frankly, I think the fond memories of Brands were colored in large part by the fact that WSBK visited Brands in August, when the chances of a hot, sunny summer day are much better than the Midlands in the middle of May. Good weather is a proven draw for any outdoors sporting event, and motorcycle racing is no different.

But a spot of sunshine and a few degrees of temperature can't explain the massive drop in attendance over the past fifteen years. There has always been a very strong British presence in World Superbikes, and the Brit contingent is now stronger than ever. But still the crowds stay away. The racing is excellent: fans often compare the WSBK races favorably to MotoGP, in terms of close battles and unpredictable winners. So that can't be it either. The bikes are perhaps not as trick as they were ten years ago, the formula simplified in pursuit of cost-cutting. Justifiably so: this is supposed to be production racing, after all, and not prototypes in disguise. The balance is pretty good, though. Five of the series' eight manufacturers got on the podium last year, four of them racking up wins.

Great racing, great riders, home talent to cheer for, and yet the stands are only sparsely filled. BSB, the series where most of the current crop of World Superbike riders came from, races less sophisticated bikes, held its round back in April, when the weather is even less dependable, yet drew twice as many fans to the track as WSBK did. What is their secret? How come BSB is thriving while WSBK is in the doldrums?

2015 Donington Park World Superbike Sunday Post-Race Press Releases

Press releases from the series organizers and some of the teams after Sunday's World Superbike and World Supersport races at Donington Park:

Round Number: 
6
Year: 
2015

2015 Donington Park World Superbike Saturday Post-Qualifying Press Releases

Press releases from the teams and series organizers after qualifying at Donington Park:

Round Number: 
6
Year: 
2015

2015 Donington Park World Superbike Friday Post-Practice Press Release

Press releases from the series organizers and World Superbike and World Supersport teams after the first day of practice at Donington Park:

Round Number: 
6
Year: 
2015

2015 Donington Park World Superbike Press Release Previews

Press release previews from the WSBK teams and series organizers ahead of this weekend's World Superbike round at Donington Park:

Round Number: 
6
Year: 
2015

2015 Le Mans MotoGP Sunday Round Up: Why The Honda Is The Third-Best Bike In MotoGP, And Wins vs Titles In Moto3

Something always happens at Le Mans. Something happens at every MotoGP race, of course, but Le Mans seems to always have more than its fair share of happenings. Unlikely events, weird crashes, high drama. Marco Simoncelli taking out Dani Pedrosa. Casey Stoner announcing his retirement. Things that nobody had seen coming emerge from the shadows. News that was half suspected is suddenly thrust into the limelight. Something always happens at Le Mans.

This year, it was the turn of Honda to make the headlines, not something you want to do at Le Mans. The weakness of the bike was finally exposed, with three factory Hondas all crashing out, and the fourth one looking likely to do the same at any moment. Dani Pedrosa and Scott Redding suffered identical crashes, losing the front early in the race. Cal Crutchlow's crash was different. He made a mistake when his foot slipped off the peg, grabbing the front brake harder than he meant to and locking the front as he turned in to La Chapelle, the long downhill right hander. But up until that moment, he had been struggling with exactly the same lack of front end grip on corner entry. Marc Márquez' spectacular and wild first few laps saw him running off the track just about everywhere, as he tried to brake hard and enter the corner, but ended up running wide.

At last there was confirmation of something which all of the Honda riders had been saying since last year. Cal Crutchlow's first reaction when he got off the RC213V was "I'll tell you what, it's a hard bike to ride." Scott Redding said much the same. "It's a difficult bike to ride, a lot more difficult than the Open Honda." Such statements were met with outright skepticism by most observers. After all, this was the same bike on which Marc Márquez had won the first ten races of the season, before going on to wrap up his second title in a row virtually unchallenged.

That was probably part of the problem. The Honda was nowhere near as good as Marc Márquez was making it look. "In my opinion, the talent of Marc hides some limits of the Honda," said Andrea Dovizioso in the post-race press conference. "He's the only one able to go fast, also last year, but especially this year. I believe Honda in this moment doesn't have a perfect balance."

2015 Le Mans MotoGP Sunday Post-Race Press Releases

Press releases from the teams and Bridgestone after Sunday's fascinating French Grand Prix:

Round Number: 
5
Year: 
2015

2015 Le Mans MotoGP Saturday Post-Qualifying Press Releases

Press releases from the MotoGP teams and Bridgestone after qualifying at Le Mans:

Round Number: 
5
Year: 
2015

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.

2015 Le Mans MotoGP Friday Post-Practice Press Releases

Press releases from the MotoGP teams and Bridgestone after the first day of practice at Le Mans:


Round Number: 
5
Year: 
2015

2015 Le Mans MotoGP Preview: Honda Vs Yamaha At A Schizophrenic Track In France

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.

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