The Dakar Rally has long been one of my favourite motorsport events, and as such I have decided to produce a series of 'wraps' to summarise each day of the rally in the car and bike categories. These are more for practice than for any other reason, but I will post each one here as I make them should you wish to have a listen. Enjoy!
Stage 1 (Rosario - San Luis) Winners: C. Sousa and J. Barreda
Stage 2 (San Luis - San Rafael) Winners: S. Peterhansel and S. Sunderland
Stage 3 (San Rafael - San Juan) Winners: N. Roma and J. Barreda
Stage 4 (San Juan - Chilecito) Winners: C. Sainz and J. Pedrero
Stage 5 (Chilecito - Tucuman) Winners: N Roma and M. Coma
Sadly, a combination of time constraints and technical issues forced me to abandon my ambitions of creating audio wraps for every stage of the rally. The five I did make however will be left here for posterity.
All driver/rider interviews taken from the official Dakar website - all rights belong to Amaury Sport Organisation (ASO)
Tuesday, 7 January 2014
Saturday, 28 September 2013
MotoGP's Marquez era
Just five rounds remain in this year's MotoGP season, and there's every chance that we could be crowning the series' first rookie champion since Kenny Roberts Sr. all the way back in 1978.
Marc Marquez's performances so far this year have marked the young Spaniard as nothing short as a phenomenon. His pace isn't surprising - he demonstrated that lucidly in the Moto2 and 125cc classes - but his sheer consistency is.
Marquez may be riding the best bike in the field, but the fact he has finished on the podium in every race bar one (the sole exception being Mugello, where he crashed) must give his opposition some serious food for thought. If he's this good in his first season, how good is he going to be three or four years down the line?
Marquez has already beaten Valentino Rossi's benchmark of 10 podium finishes in his rookie season, set in the his first season on 500cc machinery in 2000. And, arguably, Marquez has been able to do so in the face of stiffer opposition than the Italian encountered.
Jorge Lorenzo has been, certainly in recent races, Marquez's most formidable foe. The Yamaha rider has re-gained the momentum he lost when he fractured his collarbone during practice for the Dutch TT, winning the last two races in very contrasting styles - coming out on top in an epic last-lap duel with Marquez at Silverstone, and simply galloping away from the rest of the field at Misano.
Yamaha are bullish about their prospects for the rest of the year, but it will be no easy task for Lorenzo to deny his compatriot Marquez the crown. The gap between the pair stands at 34 points; with five races left, Marquez can afford to finish second at each of them to assure himself of the title.
What about the other rider still realistically in the title hunt, Marquez's Repsol Honda teammate Dani Pedrosa? Unfortunately, his chances of finally claiming that elusive maiden premier-class crown are looking frail, despite being level on points with Lorenzo.
For one thing, Pedrosa cannot rely on having a bike advantage in the same way that Lorenzo may be able to. He has to beat Marquez purely on merit, something he hasn't managed to do since Catalunya all the way back in June. You have to go back further still, to Le Mans in May, for Pedrosa's last race victory.
As Toby Moody pointed out in a recent column for Autosport, it must be pretty demoralising to see your teammate dislocate his collarbone mere hours before the start of a race, just as Marquez did at Silverstone, only for him to beat you just as easily as he managed at the last race.
The situation must surely beg the question of whether Pedrosa, the man who boasts the unenviable record of having racked up the most premier class wins without having won a title, is ever going to break his duck.
It's mighty unfortunate for Pedrosa that, just as Casey Stoner departed the scene whilst still more or less at the peak of his powers, he ends up with perhaps the most impressive rookie the championship has ever seen as his teammate.
Back in April, I thought Pedrosa's window of opportunity, before Marquez would get well and truly up to speed, would last at least a year, particularly given his strong form towards the end of last year. But, in reality, it lasted less than half a season. It's difficult to see where he goes from here.
It's a mighty shame, in many ways, that Stoner decided to leave MotoGP at the time he did. Had he remained this year, Marquez may have been forced to ride a satellite Honda, thereby giving us a tantalising glimpse of his potential rather before having his considerable talent unleashed by a factory ride.
What's more, a Stoner-Marquez battle for supremacy, both aboard Repsol Hondas, would have been a spectacle to behold. A Stoner comeback seems a dim prospect at best, but it would provide a welcome layer of intrigue to proceedings if Marquez were to start to dominate in a Rossi-like fashion.
The tragic death of Marco Simoncelli at Sepang towards the end of 2011 has also, in retrospect, robbed fans of another potential rival to Marquez. The lanky Italian was poised to be the ideal successor to Rossi in the lineage of Italian Grand Prix racing heroes, and would have surely been capable of at least giving Marquez a decent run for his money.
Without wishing to take anything away from the likes of Andrea Dovizioso and Andrea Iannone, it seems that Italian fans have a while to wait yet for their next real championship contender. Spain, on the other hand, seem to have no shortage of talent making their way through the Moto2 and Moto3 classes.
The next Spaniard poised to make his MotoGP debut is Pol Espargaro, Marquez's closest challenger in Moto2 last season. Yamaha appear to be hoping that he can become a serious threat to Marquez sooner rather than later, having signed Moto2 title contender Pol Espargaro to ride for Tech 3 Yamaha next season.
But, Espargaro may be forced to wait for a factory Yamaha seat for a few seasons yet. Lorenzo, probably the Japanese factory's biggest asset, is going nowhere soon, whilst Rossi's marketing value can hardly be underestimated even if he's not quite the rider he was five years ago.
That said, Yamaha would surely jump on the chance to sign Marquez if he was to become available. MotoGP's commercial rights holder, Dorna Sports, would no doubt love such a move to come off, as it would fuel fan interest much as Rossi's switch to Yamaha from Honda did back in 2004.
That particular plot-line, combined with Rossi's peerless charisma and his rivalries with riders such as Max Biaggi and Sete Gibernau were sufficient to maintain interest in the sport even while 'The Doctor' set about racking up the wins. Contrast that to the Mick Doohan era of the mid-to-late nineties, when spectator interest dipped and World Superbikes consequently took up the slack.
At the height of Doohan's supremacy in 1997, there were few, if any, other riders in the field who could be considered of the Australian's calibre. That shouldn't be the case in a hypothetical Marquez era, if only because Lorenzo still theoretically has at least five or so good years left in him.
But, it's too soon to say whether up-and-coming riders such as Espargaro and Scott Redding will be good enough to challenge Marquez. Let's hope that they are, or else this next chapter of MotoGP history may not be looked back upon particularly fondly.
Wednesday, 4 September 2013
Expanding IndyCar's appeal
Once considered a major rival to Formula One, IndyCar is at a crossroads. With the introduction of the new DW12 chassis and a return to engine competition, last year marked a fresh dawn for the championship, and series organisers are ready to implement the next phase of their quest to recapture the series' past glories.
A couple of weeks ago, plans were unveiled to expand outside North America with a series of additional races outside of the main IndyCar championship that could form a winter series in early 2015.
While the move is primarily intended to give IndyCar teams some extra revenue during what is otherwise a very long off-season, it would also give the championship some welcome international exposure at a time when its popularity in the US appears to be diminishing.
Losing Danica Patrick to NASCAR at the end of the 2011 season undoubtedly took away a significant chunk of interest in IndyCar, with Dan Wheldon's death at that year's season finale in Las Vegas also casting a shadow over the series. Resultantly, TV viewing figures in the US dropped by a quarter in 2012 in comparison to a year earlier.
That's why plans to expand to new territories are to be applauded, particularly as there is something of a mismatch between the existing IndyCar calendar and the make-up of the grid.
The series currently features just one race outside of North America, on the streets of the Brazilian city Sao Paulo, but, of 21 regular drivers competing in the championship, just seven are North American. Europeans comprise another seven, with the remaining third made up of drivers from Japan, South America and Oceania. It's a truly international field, spanning as many nationalities as the current F1 grid.
It's therefore refreshing that the organisers intend to make a virtue of that fact by hosting some races outside of the confines of North America, which would allow IndyCar to tap into markets where the presence of local drivers would generate enough interest to make a race financially viable.
That's why its such a surprise that Asia is being cited as the main target market for IndyCar's proposed expansion, when you consider that there is only one Asian in the field in the form of Takuma Sato, and that a scheduled street race in the city of Qingdao was cancelled last year when the proposed date clashed with the city's beer festival.
Europe seems a far more logical market to target, given that interest in motorsport is generally higher there than in Asia and that a third of the field is European (including four-time IndyCar champion Dario Franchitti and former Champ Car star/Toro Rosso F1 driver Sebastien Bourdais).
There could be more Europeans on the way, too. After funding issues stood in the way of Luca Filippi graduating from GP2 to F1, the Italian has made the transition stateside with Bryan Herta Autosport, for whom he is contesting four races this year.
Filippi stands a reasonable chance of getting a full-time drive next year, which can't have failed to cross the minds of similarly underfunded drivers currently in GP2 - Stefano Coletti, Sam Bird and Fabio Leimer all spring to mind as drivers easier to picture in IndyCar than in F1.
If the rumours are to believed, a certain Jaime Alguersauri could also be heading to IndyCar. The former Toro Rosso driver has been doing little since losing his seat at the end of 2011 besides testing for F1 tyre supplier Pirelli, but according to Spanish media could find himself testing a DW12 before the year is out.
If a race drive came Alguersauri's way as a result, he would join Bourdais, Sato and Justin Wilson among the ranks of F1 alumni competing in IndyCar. It's a shame the championship didn't make more effort to ensure another member of that elite group from last year, Rubens Barrichello, remained in the fold also.
The former Ferrari star was easily the series' most famous driver last year, and could have been used as an effective marketing tool, particularly in South America. Budget issues forced Barrichello to race in Brazilian Stock Cars instead this season, representing an enormous lost opportunity for IndyCar.
Luckily for the series organisers however, they may have another chance - NASCAR driver Juan Pablo Montoya was informed last month his services are no longer required by his Earnhardt-Ganassi team for next year, which could prompt a return for the former Grand Prix winner and Indianapolis 500 champion to IndyCar.
Whilst Montoya's first preference is believed to be to remain in the Sprint Cup with a competitive team, his underwhelming record of just two wins in 242 starts means the Colombian is unlikely to be of much interest to any of the championship's top teams. It may be a different case in IndyCar, however.
Montoya's former championship rival Michael Andretti - whose Andretti Autosport team won the IndyCar drivers' title last year with Ryan Hunter-Reay - has expressed his eagerness to field Montoya next year if sufficient sponsor money can be found.
The series organisers should be doing everything they can to make this deal happen, and after that, ensure that Montoya doesn't slip through IndyCar's fingers after just one season. In the absence of Danica Patrick, the series needs a star, and, in the short term at least, Montoya fits the bill.
With Montoya, and perhaps even Felipe Massa (if he loses his Ferrari F1 seat at the end of the year), on board, IndyCar would surely be able to add a second date in South America - perhaps at Interlagos - without having to worry about lacklustre spectator attendances.
On a similar note, a possible plan to introduce a race on the Indianapolis road course, used by F1 from 2000-07, seems like a no-brainer. Having only one race a year at the hallowed Brickyard almost seems a waste, given the massive local enthusiasm for the Indianapolis 500.
Such a move would also help redress the balance between road, street and oval venues, with this year's calendar comprising only three road courses against six ovals and seven street tracks. The make-up the calendar in fact strongly resembles that of IndyCar in 1995, when the series' popularity was at its zenith prior to the infamous 'split' the following year.
There's a long, hard road ahead to even approach the heights of the early-to-mid nineties, but IndyCar's plans to expand beyond North American borders are a promising sign that the ambition to do so is there.
A couple of weeks ago, plans were unveiled to expand outside North America with a series of additional races outside of the main IndyCar championship that could form a winter series in early 2015.
While the move is primarily intended to give IndyCar teams some extra revenue during what is otherwise a very long off-season, it would also give the championship some welcome international exposure at a time when its popularity in the US appears to be diminishing.
Losing Danica Patrick to NASCAR at the end of the 2011 season undoubtedly took away a significant chunk of interest in IndyCar, with Dan Wheldon's death at that year's season finale in Las Vegas also casting a shadow over the series. Resultantly, TV viewing figures in the US dropped by a quarter in 2012 in comparison to a year earlier.
That's why plans to expand to new territories are to be applauded, particularly as there is something of a mismatch between the existing IndyCar calendar and the make-up of the grid.
The series currently features just one race outside of North America, on the streets of the Brazilian city Sao Paulo, but, of 21 regular drivers competing in the championship, just seven are North American. Europeans comprise another seven, with the remaining third made up of drivers from Japan, South America and Oceania. It's a truly international field, spanning as many nationalities as the current F1 grid.
It's therefore refreshing that the organisers intend to make a virtue of that fact by hosting some races outside of the confines of North America, which would allow IndyCar to tap into markets where the presence of local drivers would generate enough interest to make a race financially viable.
That's why its such a surprise that Asia is being cited as the main target market for IndyCar's proposed expansion, when you consider that there is only one Asian in the field in the form of Takuma Sato, and that a scheduled street race in the city of Qingdao was cancelled last year when the proposed date clashed with the city's beer festival.
Europe seems a far more logical market to target, given that interest in motorsport is generally higher there than in Asia and that a third of the field is European (including four-time IndyCar champion Dario Franchitti and former Champ Car star/Toro Rosso F1 driver Sebastien Bourdais).
There could be more Europeans on the way, too. After funding issues stood in the way of Luca Filippi graduating from GP2 to F1, the Italian has made the transition stateside with Bryan Herta Autosport, for whom he is contesting four races this year.
Filippi stands a reasonable chance of getting a full-time drive next year, which can't have failed to cross the minds of similarly underfunded drivers currently in GP2 - Stefano Coletti, Sam Bird and Fabio Leimer all spring to mind as drivers easier to picture in IndyCar than in F1.
If the rumours are to believed, a certain Jaime Alguersauri could also be heading to IndyCar. The former Toro Rosso driver has been doing little since losing his seat at the end of 2011 besides testing for F1 tyre supplier Pirelli, but according to Spanish media could find himself testing a DW12 before the year is out.
If a race drive came Alguersauri's way as a result, he would join Bourdais, Sato and Justin Wilson among the ranks of F1 alumni competing in IndyCar. It's a shame the championship didn't make more effort to ensure another member of that elite group from last year, Rubens Barrichello, remained in the fold also.
The former Ferrari star was easily the series' most famous driver last year, and could have been used as an effective marketing tool, particularly in South America. Budget issues forced Barrichello to race in Brazilian Stock Cars instead this season, representing an enormous lost opportunity for IndyCar.
Luckily for the series organisers however, they may have another chance - NASCAR driver Juan Pablo Montoya was informed last month his services are no longer required by his Earnhardt-Ganassi team for next year, which could prompt a return for the former Grand Prix winner and Indianapolis 500 champion to IndyCar.
Whilst Montoya's first preference is believed to be to remain in the Sprint Cup with a competitive team, his underwhelming record of just two wins in 242 starts means the Colombian is unlikely to be of much interest to any of the championship's top teams. It may be a different case in IndyCar, however.
Montoya's former championship rival Michael Andretti - whose Andretti Autosport team won the IndyCar drivers' title last year with Ryan Hunter-Reay - has expressed his eagerness to field Montoya next year if sufficient sponsor money can be found.
The series organisers should be doing everything they can to make this deal happen, and after that, ensure that Montoya doesn't slip through IndyCar's fingers after just one season. In the absence of Danica Patrick, the series needs a star, and, in the short term at least, Montoya fits the bill.
With Montoya, and perhaps even Felipe Massa (if he loses his Ferrari F1 seat at the end of the year), on board, IndyCar would surely be able to add a second date in South America - perhaps at Interlagos - without having to worry about lacklustre spectator attendances.
On a similar note, a possible plan to introduce a race on the Indianapolis road course, used by F1 from 2000-07, seems like a no-brainer. Having only one race a year at the hallowed Brickyard almost seems a waste, given the massive local enthusiasm for the Indianapolis 500.
Such a move would also help redress the balance between road, street and oval venues, with this year's calendar comprising only three road courses against six ovals and seven street tracks. The make-up the calendar in fact strongly resembles that of IndyCar in 1995, when the series' popularity was at its zenith prior to the infamous 'split' the following year.
There's a long, hard road ahead to even approach the heights of the early-to-mid nineties, but IndyCar's plans to expand beyond North American borders are a promising sign that the ambition to do so is there.
Saturday, 17 August 2013
What next for World Superbikes?
Last week, a fairly bold new set of rules for the beleaguered Superbike World Championship, aimed at reducing the cost of competing in the series and bolstering grid sizes, was announced for next season.
The most striking feature of these 2014 regulations is the fact that motorcycle manufacturers will be obliged to provide official equipment to all competitors at a fixed cost, effectively preventing them from favouring a single 'factory' team.
Though six manufacturers are represented on the 2013 grid in World Superbike, just three - Kawasaki, Aprilia and BMW - are full factory efforts, with Suzuki (Crescent), Ducati (Alstare) and Honda (Ten Kate) relying on favoured third-party outfits to run their bikes.
Even before the new rules were announced, BMW already confirmed their departure from the championship at the end of the season, leaving only Kawasaki and Aprilia in 2014 - that is, if they decide to continue competing under the new rules, which would all but eliminate the advantage of their respective factory teams.
Another major rule change for the 2014 World Superbike season is the introduction of a secondary 'EVO' class, which will cater for Superbikes conforming to more production-based engine and electronics regulations currently seen in the third-tier Superstock series.
Such a move is very reminiscent of MotoGP's decision to add the CRT class last year; this should come as little surprise after World Superbike fell under the control of the same commercial rights holder as MotoGP last year, the Spanish-based Dorna Sports organisation.
The CRT class served to blur what was hitherto a clear distinction between MotoGP and World Superbike - that the former was for prototypes, and the latter for production-derived machinery, a dividing line that gave World Superbike its raison d'être.
Now, Superbike engines from Kawasaki, BMW and Honda are to be found powering a range of different prototype chassis in the back half of the MotoGP grid. To confuse matters further, there are also a brace of machines that amount to little more than re-badged Aprilia Superbikes dominating the CRT class.
Even the most casual observer would have no problem in spotting the remarkable similarities between this CRT bike, entered under the 'Aprilia Racing Technologies' banner, and the Aprilia RSV4 World Superbike.
What's more, proprietary electronic software, which is said to be key to the success of the Aspar-run ART machines relative to their CRT competitors, is to be banned in the CRT class (or the 'non-factory' class, as it is to become known) next year in favour of spec software written by Magneti Marelli.
That means, that if Aprilia wants to continue to use its own software, it must become a full factory team and take on the might of Honda, Yamaha and Ducati. That in turn means conforming to a rigourous 20-litre fuel limit, an enormous barrier to entry that the 'big three' manufacturers are in no mood to see removed.
Whether Aprilia has the resources to overcome this obstacle isn't clear. But, the new rules that have been announced for World Superbike must make taking on the challenge of MotoGP a more attractive proposition than it may have been otherwise.
That potentially leaves Kawasaki as the only remaining works operation on the World Superbike grid, and it would surely be a matter of time before they also departed with the marketing value of competing in the championship significantly diminished by the presence of only one full manufacturer entry.
Thus, it seems World Superbike is in the midst of an identity crisis. It's probable that, after several seasons of trialing 'EVO' bikes, the two classes will meet somewhere in the middle, leaving a fairly tightly-packed grid made up of independent teams with limited factory support.
That would surely signify the end of the two premier motorcycle racing championships trying to compete with one another, which would be the only logical outcome given that World Superbike and MotoGP are now under the control of a single commercial rights holder.
Instead of pretending to be the pinnacle, World Superbike would be able to market itself as an alternative route for riders reach MotoGP, one where young talents can test their skills against those who have already been there and done it.
This make sense, as ever since Grand Prix Racing adopted four-stroke bikes back in 2002, World Superbike has constantly suffered from its best riders leaking away to MotoGP.
The high-water mark for World Superbike was arguably the 2002 season, which witnessed an epic duel for supremacy between Troy Bayliss and Colin Edwards. The following year, both men made the leap to MotoGP.
World Superbike has struggled to scale such heights since, and the past decade has seen three more of its champions - Neil Hodgson, James Toseland and Ben Spies - switch to MotoGP. With several Grand Prix riders going in the opposite direction, most notably Max Biaggi and Carlos Checa, World Superbike came to be defined by its relationship to MotoGP rather than by its own merits.
There simply are not enough financial resources available to make both MotoGP and World Superbike global successes, meaning that the latter is going to have play second fiddle now it is under the Dorna Sports umbrella. That doesn't mean that World Superbike can't enjoy a healthy future, though.
A combination of up-and-coming talents and past MotoGP masters competing on less expensive, more production-based machinery would be make a thoroughly entertaining spectacle. Dorna should therefore leave the elite riders and full factory entrants to MotoGP, and allow World Superbike to evolve into its perfect compliment.
The most striking feature of these 2014 regulations is the fact that motorcycle manufacturers will be obliged to provide official equipment to all competitors at a fixed cost, effectively preventing them from favouring a single 'factory' team.
Though six manufacturers are represented on the 2013 grid in World Superbike, just three - Kawasaki, Aprilia and BMW - are full factory efforts, with Suzuki (Crescent), Ducati (Alstare) and Honda (Ten Kate) relying on favoured third-party outfits to run their bikes.
Even before the new rules were announced, BMW already confirmed their departure from the championship at the end of the season, leaving only Kawasaki and Aprilia in 2014 - that is, if they decide to continue competing under the new rules, which would all but eliminate the advantage of their respective factory teams.
Another major rule change for the 2014 World Superbike season is the introduction of a secondary 'EVO' class, which will cater for Superbikes conforming to more production-based engine and electronics regulations currently seen in the third-tier Superstock series.
Such a move is very reminiscent of MotoGP's decision to add the CRT class last year; this should come as little surprise after World Superbike fell under the control of the same commercial rights holder as MotoGP last year, the Spanish-based Dorna Sports organisation.
The CRT class served to blur what was hitherto a clear distinction between MotoGP and World Superbike - that the former was for prototypes, and the latter for production-derived machinery, a dividing line that gave World Superbike its raison d'être.
Now, Superbike engines from Kawasaki, BMW and Honda are to be found powering a range of different prototype chassis in the back half of the MotoGP grid. To confuse matters further, there are also a brace of machines that amount to little more than re-badged Aprilia Superbikes dominating the CRT class.
Even the most casual observer would have no problem in spotting the remarkable similarities between this CRT bike, entered under the 'Aprilia Racing Technologies' banner, and the Aprilia RSV4 World Superbike.
What's more, proprietary electronic software, which is said to be key to the success of the Aspar-run ART machines relative to their CRT competitors, is to be banned in the CRT class (or the 'non-factory' class, as it is to become known) next year in favour of spec software written by Magneti Marelli.
That means, that if Aprilia wants to continue to use its own software, it must become a full factory team and take on the might of Honda, Yamaha and Ducati. That in turn means conforming to a rigourous 20-litre fuel limit, an enormous barrier to entry that the 'big three' manufacturers are in no mood to see removed.
Whether Aprilia has the resources to overcome this obstacle isn't clear. But, the new rules that have been announced for World Superbike must make taking on the challenge of MotoGP a more attractive proposition than it may have been otherwise.
That potentially leaves Kawasaki as the only remaining works operation on the World Superbike grid, and it would surely be a matter of time before they also departed with the marketing value of competing in the championship significantly diminished by the presence of only one full manufacturer entry.
Thus, it seems World Superbike is in the midst of an identity crisis. It's probable that, after several seasons of trialing 'EVO' bikes, the two classes will meet somewhere in the middle, leaving a fairly tightly-packed grid made up of independent teams with limited factory support.
That would surely signify the end of the two premier motorcycle racing championships trying to compete with one another, which would be the only logical outcome given that World Superbike and MotoGP are now under the control of a single commercial rights holder.
Instead of pretending to be the pinnacle, World Superbike would be able to market itself as an alternative route for riders reach MotoGP, one where young talents can test their skills against those who have already been there and done it.
This make sense, as ever since Grand Prix Racing adopted four-stroke bikes back in 2002, World Superbike has constantly suffered from its best riders leaking away to MotoGP.
The high-water mark for World Superbike was arguably the 2002 season, which witnessed an epic duel for supremacy between Troy Bayliss and Colin Edwards. The following year, both men made the leap to MotoGP.
World Superbike has struggled to scale such heights since, and the past decade has seen three more of its champions - Neil Hodgson, James Toseland and Ben Spies - switch to MotoGP. With several Grand Prix riders going in the opposite direction, most notably Max Biaggi and Carlos Checa, World Superbike came to be defined by its relationship to MotoGP rather than by its own merits.
There simply are not enough financial resources available to make both MotoGP and World Superbike global successes, meaning that the latter is going to have play second fiddle now it is under the Dorna Sports umbrella. That doesn't mean that World Superbike can't enjoy a healthy future, though.
A combination of up-and-coming talents and past MotoGP masters competing on less expensive, more production-based machinery would be make a thoroughly entertaining spectacle. Dorna should therefore leave the elite riders and full factory entrants to MotoGP, and allow World Superbike to evolve into its perfect compliment.
Saturday, 10 August 2013
Ones to Watch 2013
With so many junior championships available to aspiring Formula One drivers in the modern age, it should come as no surprise that there are perhaps more promising hopefuls than ever before tearing up the tracks and getting themselves noticed in various formulae.
Here, I take a look at some we could be seeing in F1 paddocks within the next few years, whilst assessing the progress of some drivers I have tipped for success in the past two years.
Stoffel Vandoorne (Belgium, 21)
With Robin Frijns proving last year that it's more than possible to make a big impact in your first year of Formula Renault 3.5, expectations were high for Vandoorne - the Dutchman's successor as Eurocup Formula Renault 2.0 champion.
Vandoorne wasted no time in living up to such expectations, taking victory during his maiden outing in the 3.5 class at Monza for his Fortec team. Since then, the young Belgian has chalked up an additional three wins, including a dominant double at Moscow Raceway, and has proven the closest challenger to series leader Kevin Magnussen.
Vandoorne was picked up by McLaren to join their junior scheme early in the year, incidentally putting him in the same fold as title rival Magnussen. With the Danish driver set to graduate to F1 next year, Vandoorne will no doubt start next season as red-hot favourite to win the Formula Renault 3.5 title (assuming, of course, he doesn't do so this year).
With the financial might of McLaren behind him, there's no reason to think why Vandoorne couldn't, in time, become the first Belgian to take a Grand Prix victory since Thierry Boutsen in 1990.
Sergey Sirotkin (Russia, 17)
Sirotkin has been in the headlines recently, and, to most, having the teenage Russian in a race seat next year is the price the Sauber team must pay to remain afloat. But, such a viewpoint does an enormous disservice to a driver who has achieved a lot in his short career so far.
By the time of his 18th birthday, Sebastian Vettel was Formula BMW champion and had achieved three fifth places in F3 Euroseries. By the same stage, Fernando Alonso, in his first season of car racing, had taken a couple of race victories in the Euro Open by Nissan series, whilst Lewis Hamilton had placed third in British Formula Renault.
Compared with the above, the record of Sirotkin, who turns 18 later this month, stacks up well: so far, he is Formula Abarth champion, a race winner and regular podium finisher in Auto GP, and, as of this year, a podium finisher and regular points-scorer in Formula Renault 3.5.
Admittedly, an F1 race seat would probably be too much, too soon for Sirotkin, particularly in an age with severely limited testing. But, if he is thrust inside a Sauber cockpit next year, Sirotkin has the potential to make a success of his situation and could be just the man to ignite Russian interest in the sport.
Tio Ellinas (Cyprus, 21)
It's been tough to pick a stand-out driver from the GP3 Series this year, with the top seven drivers in the standings separated by just 31 points. But, top of the pile for now is Ellinas, who is on track to become F1's first ever Cypriot driver.
Ellinas has gone from being impressive debutant in GP3 last year to being a major threat for the title this year for the Marussia team. Consistency has been key to his challenge, being one of only two drivers (the other is reigning British F3 champion Jack Harvey) to have scored in eight out of the ten races so far.
Ellinas has undertaken straight-line work behind the wheel of the Marussia's F1 car, as well as having taken part in the Silverstone Young Driver Test for Marussia. Team principal John Booth was said to be impressed with the way Ellinas handled the enormous step up in performance from his usual machinery.
A step up to GP2 is the next logical step for the Cypriot, along with some more track time on Fridays with Marussia. If he continues to perform, the chance of an F1 race seat will surely loom on the horizon.
Daniil Kvyat (Russia, 19)
The latest product of the conveyor belt of talent that is the Red Bull junior scheme, Kvyat has measured well against his Arden teammate and fellow Red Bull-backed driver Carlos Sainz Jr. so far this season in GP3.
Stepping up from Eurocup Formula Renault 2.0, where he was pipped to the title by Vandoorne, Kvyat has been a regular points-scorer in GP3, taking his first podium last time out at Hungary. With three rounds still to go, there's every chance that the Russian could eclipse Sainz Jr. before the year is out.
Kvyat has also impressed in his F3 outings this season, having taken four pole positions and as many podiums in his appearances for the Carlin team. In fact, had he been eligible for points, he would be comfortably inside the championship top ten.
Kvyat made his bow in F1 machinery with the Toro Rosso team at the Silverstone Young Driver Test, and given his Red Bull links, a drive with the Faenza-based team will be just the thing upon which the Russian has his sights firmly set in years to come after gaining more experience in the lower formulae.
Felix Rosenqvist (Sweden, 21)
It may be Rosenqvist's fourth season at Formula 3 level, but there is still something to be said for taking one's time moving up the rungs of the single-seater ladder. In particular, F3 has proven to be a reliable indicator of a driver's potential in the past, which bodes well indeed for the Swedish driver.
Indeed, Rosenqvist has now emerged as a real championship contender in the FIA-backed European F3 series. A superb run of recent form, including a hat-trick of victories at the Red Bull Ring, has brought him within touching distance of points leader Raffaele Marciello.
After finishing runner-up to Antonio Felix da Costa at the prestigious Macau Grand Prix last year, Rosenqvist also managed to notch up a second win in the blue-riband Masters of F3 event last month - emulating the feat of a certain Williams F1 driver Valtteri Bottas - for his Mucke Motorsport team.
The extent of his F3 experience should make Rosenqvist better placed to tackle the rigours of either GP2 or Formula Renault 3.5 than many of his rivals. If he can continue to deliver the results, interest from one or more F1 teams will surely follow.
Lucas Auer (Austria, 18)
With the Red Bull Ring set to return to the F1 calendar next year, the Austrian fans are going to need a new home hero for whom to cheer. Who better to fill such a role than the nephew of Gerhard Berger, the last Austrian to win a Grand Prix back in 1997?
Enter Lucas Auer, who in just his third season of car racing has made quite an impact in the FIA European F3 series - he has been one of the championship's front-runners this season, racking up a maiden win at Brands Hatch (albeit after on-track victor Marciello was disqualified) and five other podium finishes.
Auer finds himself battling with Prema teammate and fellow European F3 rookie Alex Lynn, who has moved across from the British series, for 'best of the rest' honours behind Marciello and Rosenqvist.
A full title challenge in the series likely beckons for Auer before a step up to a more senior category. And, it's worth noting that having 'Uncle Gerhard' as President of the FIA's single-seater commission can hardly hinder matters as the young Austrian seeks a path to F1...
Of the drivers highlighted in my previous 'Ones to Watch' articles, Esteban Gutierrez, Jean-Eric Vergne, Charles Pic and Jules Bianchi have all made it to Formula One. Read on for a summary of how the others are currently faring...
Felipe Nasr - running second in the GP2 standings for Carlin having scored in every round bar one; his Brazilian sponsors give him a good chance of joining the F1 grid next year regardless of whether or not he comes out on top in his title battle with series veterans Stefano Coletti and Fabio Leimer.
Alexander Rossi - in his debut season of GP2 with the Caterham team, for whom he has participated in Friday Practice at the Canadian Grand Prix this year. A race seat with the Leafield-based team is a possibility for the Californian, either for next year or the year after, if he continues to impress.
Mitch Evans - currently the highest-placed rookie in the GP2 standings, the Kiwi driver has taken four podiums (including two at Monaco) for the Arden team so far and will be looking to fight for the championship next year before making the step up to F1 with the help of mentor Mark Webber.
Robin Frijns - has impressed in a series of GP2 outings this season for the Hilmer Motorsport team, particularly at Catalunya where he won the feature race and came second in the sprint. A lack of funds has nevertheless curtailed his season, and despite driving for Sauber during the Silverstone Young Driver Test, the prospects of him landing an F1 seat now appear slim.
Kevin Magnussen - leading the Formula Renault 3.5 series for the DAMS team, having taken two wins and a further six podium finishes. It seems likely that the McLaren junior will appear on the F1 grid next season, possibly at Marussia, having tested for the Woking team at Silverstone.
Antonio Felix da Costa - has failed to live up to his billing as pre-season favourite in the Formula Renault 3.5 series, but fifth in the standings for Arden isn't a fair reflection of the speed he has shown. Red Bull links means he remains favourite to replace Daniel Ricciardo at Toro Rosso next year if a vacancy emerges.
Carlos Sainz Jr. - one of eight or nine drivers still in with a chance of title glory in GP3, having scored two podium finishes so far for Arden. Tested for Toro Rosso at Silverstone but is still a few years away from being ready for a race seat, even by his own admission.
Raffaele Marciello - has seen his championship lead in FIA European F3 narrowed considerably by Rosenqvist in recent races, but his Ferrari backing should see him in either GP2 or Formula Renault 3.5 next year; an F1 test can surely only be a matter of time.
Felix Serralles - has been a regular points scorer in European F3, but is still suffering the after-effects of a crash last season in the British series. Pending a return to full fitness, the Puerto Rican will be eyeing the Euro F3 title next season.
To read my previous 'Ones to Watch' articles, click here (2011) and here (2012).
Here, I take a look at some we could be seeing in F1 paddocks within the next few years, whilst assessing the progress of some drivers I have tipped for success in the past two years.
Stoffel Vandoorne (Belgium, 21)
With Robin Frijns proving last year that it's more than possible to make a big impact in your first year of Formula Renault 3.5, expectations were high for Vandoorne - the Dutchman's successor as Eurocup Formula Renault 2.0 champion.
Vandoorne wasted no time in living up to such expectations, taking victory during his maiden outing in the 3.5 class at Monza for his Fortec team. Since then, the young Belgian has chalked up an additional three wins, including a dominant double at Moscow Raceway, and has proven the closest challenger to series leader Kevin Magnussen.
Vandoorne was picked up by McLaren to join their junior scheme early in the year, incidentally putting him in the same fold as title rival Magnussen. With the Danish driver set to graduate to F1 next year, Vandoorne will no doubt start next season as red-hot favourite to win the Formula Renault 3.5 title (assuming, of course, he doesn't do so this year).
With the financial might of McLaren behind him, there's no reason to think why Vandoorne couldn't, in time, become the first Belgian to take a Grand Prix victory since Thierry Boutsen in 1990.
Sergey Sirotkin (Russia, 17)
Sirotkin has been in the headlines recently, and, to most, having the teenage Russian in a race seat next year is the price the Sauber team must pay to remain afloat. But, such a viewpoint does an enormous disservice to a driver who has achieved a lot in his short career so far.
By the time of his 18th birthday, Sebastian Vettel was Formula BMW champion and had achieved three fifth places in F3 Euroseries. By the same stage, Fernando Alonso, in his first season of car racing, had taken a couple of race victories in the Euro Open by Nissan series, whilst Lewis Hamilton had placed third in British Formula Renault.
Compared with the above, the record of Sirotkin, who turns 18 later this month, stacks up well: so far, he is Formula Abarth champion, a race winner and regular podium finisher in Auto GP, and, as of this year, a podium finisher and regular points-scorer in Formula Renault 3.5.
Admittedly, an F1 race seat would probably be too much, too soon for Sirotkin, particularly in an age with severely limited testing. But, if he is thrust inside a Sauber cockpit next year, Sirotkin has the potential to make a success of his situation and could be just the man to ignite Russian interest in the sport.
Tio Ellinas (Cyprus, 21)
It's been tough to pick a stand-out driver from the GP3 Series this year, with the top seven drivers in the standings separated by just 31 points. But, top of the pile for now is Ellinas, who is on track to become F1's first ever Cypriot driver.
Ellinas has gone from being impressive debutant in GP3 last year to being a major threat for the title this year for the Marussia team. Consistency has been key to his challenge, being one of only two drivers (the other is reigning British F3 champion Jack Harvey) to have scored in eight out of the ten races so far.
Ellinas has undertaken straight-line work behind the wheel of the Marussia's F1 car, as well as having taken part in the Silverstone Young Driver Test for Marussia. Team principal John Booth was said to be impressed with the way Ellinas handled the enormous step up in performance from his usual machinery.
A step up to GP2 is the next logical step for the Cypriot, along with some more track time on Fridays with Marussia. If he continues to perform, the chance of an F1 race seat will surely loom on the horizon.
Daniil Kvyat (Russia, 19)
The latest product of the conveyor belt of talent that is the Red Bull junior scheme, Kvyat has measured well against his Arden teammate and fellow Red Bull-backed driver Carlos Sainz Jr. so far this season in GP3.
Stepping up from Eurocup Formula Renault 2.0, where he was pipped to the title by Vandoorne, Kvyat has been a regular points-scorer in GP3, taking his first podium last time out at Hungary. With three rounds still to go, there's every chance that the Russian could eclipse Sainz Jr. before the year is out.
Kvyat has also impressed in his F3 outings this season, having taken four pole positions and as many podiums in his appearances for the Carlin team. In fact, had he been eligible for points, he would be comfortably inside the championship top ten.
Kvyat made his bow in F1 machinery with the Toro Rosso team at the Silverstone Young Driver Test, and given his Red Bull links, a drive with the Faenza-based team will be just the thing upon which the Russian has his sights firmly set in years to come after gaining more experience in the lower formulae.
Felix Rosenqvist (Sweden, 21)
It may be Rosenqvist's fourth season at Formula 3 level, but there is still something to be said for taking one's time moving up the rungs of the single-seater ladder. In particular, F3 has proven to be a reliable indicator of a driver's potential in the past, which bodes well indeed for the Swedish driver.
Indeed, Rosenqvist has now emerged as a real championship contender in the FIA-backed European F3 series. A superb run of recent form, including a hat-trick of victories at the Red Bull Ring, has brought him within touching distance of points leader Raffaele Marciello.
After finishing runner-up to Antonio Felix da Costa at the prestigious Macau Grand Prix last year, Rosenqvist also managed to notch up a second win in the blue-riband Masters of F3 event last month - emulating the feat of a certain Williams F1 driver Valtteri Bottas - for his Mucke Motorsport team.
The extent of his F3 experience should make Rosenqvist better placed to tackle the rigours of either GP2 or Formula Renault 3.5 than many of his rivals. If he can continue to deliver the results, interest from one or more F1 teams will surely follow.
Lucas Auer (Austria, 18)
With the Red Bull Ring set to return to the F1 calendar next year, the Austrian fans are going to need a new home hero for whom to cheer. Who better to fill such a role than the nephew of Gerhard Berger, the last Austrian to win a Grand Prix back in 1997?
Enter Lucas Auer, who in just his third season of car racing has made quite an impact in the FIA European F3 series - he has been one of the championship's front-runners this season, racking up a maiden win at Brands Hatch (albeit after on-track victor Marciello was disqualified) and five other podium finishes.
Auer finds himself battling with Prema teammate and fellow European F3 rookie Alex Lynn, who has moved across from the British series, for 'best of the rest' honours behind Marciello and Rosenqvist.
A full title challenge in the series likely beckons for Auer before a step up to a more senior category. And, it's worth noting that having 'Uncle Gerhard' as President of the FIA's single-seater commission can hardly hinder matters as the young Austrian seeks a path to F1...
***
Of the drivers highlighted in my previous 'Ones to Watch' articles, Esteban Gutierrez, Jean-Eric Vergne, Charles Pic and Jules Bianchi have all made it to Formula One. Read on for a summary of how the others are currently faring...
Felipe Nasr - running second in the GP2 standings for Carlin having scored in every round bar one; his Brazilian sponsors give him a good chance of joining the F1 grid next year regardless of whether or not he comes out on top in his title battle with series veterans Stefano Coletti and Fabio Leimer.
Alexander Rossi - in his debut season of GP2 with the Caterham team, for whom he has participated in Friday Practice at the Canadian Grand Prix this year. A race seat with the Leafield-based team is a possibility for the Californian, either for next year or the year after, if he continues to impress.
Mitch Evans - currently the highest-placed rookie in the GP2 standings, the Kiwi driver has taken four podiums (including two at Monaco) for the Arden team so far and will be looking to fight for the championship next year before making the step up to F1 with the help of mentor Mark Webber.
Robin Frijns - has impressed in a series of GP2 outings this season for the Hilmer Motorsport team, particularly at Catalunya where he won the feature race and came second in the sprint. A lack of funds has nevertheless curtailed his season, and despite driving for Sauber during the Silverstone Young Driver Test, the prospects of him landing an F1 seat now appear slim.
Kevin Magnussen - leading the Formula Renault 3.5 series for the DAMS team, having taken two wins and a further six podium finishes. It seems likely that the McLaren junior will appear on the F1 grid next season, possibly at Marussia, having tested for the Woking team at Silverstone.
Antonio Felix da Costa - has failed to live up to his billing as pre-season favourite in the Formula Renault 3.5 series, but fifth in the standings for Arden isn't a fair reflection of the speed he has shown. Red Bull links means he remains favourite to replace Daniel Ricciardo at Toro Rosso next year if a vacancy emerges.
Carlos Sainz Jr. - one of eight or nine drivers still in with a chance of title glory in GP3, having scored two podium finishes so far for Arden. Tested for Toro Rosso at Silverstone but is still a few years away from being ready for a race seat, even by his own admission.
Raffaele Marciello - has seen his championship lead in FIA European F3 narrowed considerably by Rosenqvist in recent races, but his Ferrari backing should see him in either GP2 or Formula Renault 3.5 next year; an F1 test can surely only be a matter of time.
Felix Serralles - has been a regular points scorer in European F3, but is still suffering the after-effects of a crash last season in the British series. Pending a return to full fitness, the Puerto Rican will be eyeing the Euro F3 title next season.
To read my previous 'Ones to Watch' articles, click here (2011) and here (2012).
Saturday, 3 August 2013
MotoGP mid-season review
With MotoGP midway through its annual summer break, it's time to look back at the first part of what has so far been a captivating season and rate the riders - who have been the star pupils and who needs to do more homework?
Marc Marquez (E, Repsol Honda), 1st - 163pts A+
As early as the second round of the season at Austin, when Marquez became the sport's youngest ever race-winner, it was clear that the reigning Moto2 champion had the potential to go all the way in his debut season at this level. In a campaign that so far has even put Valentino Rossi's 500cc debut season back in 2000 to shame, Marquez has notched up three wins, two second places and three third places, meaning he has been on the podium at every round bar one - when he crashed in the closing stages at Mugello. It will be fascinating to see how the 20-year old responds to the challenge of preserving his 16-point lead for the remainder of the year.
Dani Pedrosa (E, Repsol Honda), 2nd - 147pts A-
Just as Pedrosa was finally set to emerge from the shadow of the two-time champion Casey Stoner, the pint-sized Spaniard's title aspirations have been dealt a body blow by the arrival of Marquez in the other side of the Repsol Honda garage. Pedrosa responded well after his defeat at Austin with back-to-back victories at Jerez and Le Mans, consolidated by a pair of second places, but his challenge has faltered since his injury sustained in practice at the Sachsenring. He'll need to be firing on all cylinders for the rest of the year if he is to overcome Marquez to take a well overdue first premier class title.
Jorge Lorenzo (E, Yamaha Factory Team), 3rd - 137pts A
Like his countryman Pedrosa, Lorenzo has seen his title aspirations damaged by injury. More impressive than any of his three victories at Qatar, Mugello and Catalunya was his superhuman ride to fifth in the Dutch TT just two days after suffering a fractured collarbone in a crash during practice. He was forced to miss the following race at Sachsenring after he aggravated the injury in another crash, but soldiered to sixth position a week later at Laguna Seca. If titles were won on virtue of sheer bloody-mindedness, Lorenzo would be champion already, but there's a lot of work ahead to reel in the Repsol Honda riders in the latter half of the year.
Valentino Rossi (I, Yamaha Factory Team), 4th - 117pts B+
Rossi's season started auspiciously enough with a strong second place at Qatar behind teammate Lorenzo, but things appeared to tail off somewhat after that. Five more races went by until he returned to the podium, taking advantage of his teammate's injury to take a universally popular victory at Assen, backed up by a brace of solid, if unspectacular podiums in the next two races. Those results prove "The Doctor" can still cut it at the front of the MotoGP field, albeit perhaps not as consistently as we have been used to previously. A title challenge is still within the realm of possibility, but more wins will be essential to keep Rossi's hopes alive.
Cal Crutchlow (GB, Monster Tech 3 Yamaha), 5th - 116pts A
2013 has seen Crutchlow blossom into one of the championship's most impressive performers. The Coventry-born rider managed to take his satellite Tech 3 bike to an incredible four podium finishes in five races, including the second step twice at Le Mans and the Sachsenring, as well as to a superb pole position at Assen. His early fall at Catalunya and a mysteriously indifferent ride to seventh at Laguna Seca have been the only noticeable blots on an otherwise unspoiled copybook for Crutchlow, who must be desperately hoping he can bag a maiden win before he moves to the struggling Ducati team for the 2014 season.
Stefan Bradl (D, LCR Honda), 6th - 84pts B+
It was a shaky start to the season for Bradl, who fell from his bike in three of the first four rounds, but since then the German has begun to rival Crutchlow for the honour of the year's outstanding non-factory rider in his sophomore year in the premier class. Fourth place at Mugello marked the start of five successive top-six finishes, the latest of which was a highly impressive ride from pole position to second place at Laguna Seca. That upturn in form has proven sufficient to guarantee Bradl another season within the HRC stable, though he'll have to do more to be in with any chance of a full factory ride in years to come.
Andrea Dovizioso (I, Ducati Team), 7th - 81pts A-
Much like last year, it's difficult to find too much fault with the performances of Dovizioso, who has been the only rider in the field to have scored points at every race this season. Unlike last year however, when the Italian could be expected to challenge for a podium on a good day with the Tech 3 team, Ducati's struggles have largely relegated the talented Italian to a series of private battles with teammate Nicky Hayden in the lower half of the top ten. Fourth place at Le Mans, when the conditions masked the bike's lack of pace to a degree, has been the highlight, along with a well-earned fifth place on home turf in the dry at Mugello.
Alvaro Bautista (E, Gresini Honda), 8th - 71pts C+
The latter half of 2012 seemed to suggest that Bautista may be ready to prove his worthiness of factory machinery, but the first half of this year's campaign has been underwhelming in comparison to his fellow satellite Honda rider Bradl. In addition to back-to-back crashes at Mugello and Catalunya, the Spaniard has been largely outpaced by the former Moto2 champion, his best finish of fourth at Laguna Seca coming on a day where Bradl was busy fighting Marquez for the win. Bautista will need to find a way back on to the podium before the year is out to be assured of maintaining his seat at the Gresini outfit for next year.
Nicky Hayden (US, Ducati Team), 9th - 65pts B
The MotoGP paddock will be a poorer place next year if, after losing his factory Ducati ride for next year, Hayden takes the opportunity to bid the series farewell. While the "Kentucky Kid" may have been outscored by teammate Dovizioso, the pair have finished very close together at the majority of races this season, no more so than the most recent round at Laguna Seca where he narrowly pipped Dovizioso to eighth place in front of his home fans. Hayden still undoubtedly has much to offer; it's simply a question of whether any other team is willing to eschew youth and exuberance in favour of the 2006 champion's services.
Aleix Espargaro (E, Power Electronics Aspar), 10th - 52pts A
Quite simply the class of the CRT field, it's a huge injustice that Espargaro looks set to be overlooked for a prototype ride in 2014. The Spaniard's crash at Laguna Seca was his first real mistake of the season, before which he had been the first CRT rider home in each and every race. Admittedly, the Aspar-run ART bike is demonstrably superior to its rivals in the class, but the way Espargaro has put more experienced teammate Randy de Puniet to shame - as well as certain prototype riders on occasion - has been highly impressive.
Bradley Smith (GB, Monster Tech 3 Yamaha), 11th - 51pts C
Though it's not unreasonable to expect most MotoGP rookies (Marquez aside) to take half a season or so to find their feet, there comes a time when they need to begin showing what they are made of. It's been an underwhelming first nine races for Smith, who could probably have benefited from a further year of Moto2 competition before making the step up. Still, the Oxford-born rider has made commendably few mistakes, taking a best finish of sixth at the Sachsenring, but it's time Smith added some more speed to his consistency.
Michele Pirro (I, Pramac Ducati), 12th - 36pts B
In addition to two outings as 'wildcard' for the beleaguered Ducati team, test rider Pirro has found himself thrust into the limelight on no fewer than four other occasions as a result of Ben Spies' injuries. The Italian has acquitted himself well in both scenarios, making few errors and measuring up well to his principal opposition, compatriot Andrea Iannone. Taking the 'lab bike' to a creditable seventh place at Mugello has been Pirro's finest hour so far, and if Spies remains on the sidelines there could be more assured performances to come.
Andrea Iannone (I, Pramac Ducati), 13th - 24pts B-
The transition from Moto2 to MotoGP for the rider they call "Crazy Joe" has not been an easy one, and the volatility that prevented Iannone from reaching his potential in the intermediate class shows little sign of mellowing. Crashes at Jerez and Catalunya have taken their toll on the Italian's points tally, as has an injury sustained in practice for the Sachsenring which has seen Iannone miss two races. There have been some solid finishes though, not least of all back-to-back top tens in the first two rounds of the year ahead of teammate Spies.
Hector Barbera (E, Avintia Blusens), 14th - 24pts B
Stepping down from a prototype to a CRT bike must have been a difficult pill to swallow for Barbera. Despite that, the Spaniard has put his teammate and former 250cc sparring partner Hiroshi Aoyama in the shade so far this year, and more often than not he has been the first user of the FTR chassis across the line, even breaching the top ten on two occasions. It's not all been plain sailing for Barbera though, with a crash at Catalunya and a subdued ride at Assen among the low points of the first half of the season.
Randy de Puniet (F, Power Electronics Aspar), 15th - 19pts C
Whereas Aspar teammates de Puniet and Espargaro were relatively evenly matched in 2012, this year the pendulum has swung decisively in favour of the latter. The Frenchman continues to crash far too frequently for a rider of his experience, more than likely trying to compensate for the inadequacy of his CRT bike, and has been regularly outpaced by Espargaro all season. That de Puniet is being linked with Suzuki's forthcoming MotoGP return shows nevertheless that he is still highly regarded; it may be just the thing to reinvigorate his career.
To see my Formula One half-term report, click here.
Marc Marquez (E, Repsol Honda), 1st - 163pts A+
As early as the second round of the season at Austin, when Marquez became the sport's youngest ever race-winner, it was clear that the reigning Moto2 champion had the potential to go all the way in his debut season at this level. In a campaign that so far has even put Valentino Rossi's 500cc debut season back in 2000 to shame, Marquez has notched up three wins, two second places and three third places, meaning he has been on the podium at every round bar one - when he crashed in the closing stages at Mugello. It will be fascinating to see how the 20-year old responds to the challenge of preserving his 16-point lead for the remainder of the year.
Dani Pedrosa (E, Repsol Honda), 2nd - 147pts A-
Just as Pedrosa was finally set to emerge from the shadow of the two-time champion Casey Stoner, the pint-sized Spaniard's title aspirations have been dealt a body blow by the arrival of Marquez in the other side of the Repsol Honda garage. Pedrosa responded well after his defeat at Austin with back-to-back victories at Jerez and Le Mans, consolidated by a pair of second places, but his challenge has faltered since his injury sustained in practice at the Sachsenring. He'll need to be firing on all cylinders for the rest of the year if he is to overcome Marquez to take a well overdue first premier class title.
Jorge Lorenzo (E, Yamaha Factory Team), 3rd - 137pts A
Like his countryman Pedrosa, Lorenzo has seen his title aspirations damaged by injury. More impressive than any of his three victories at Qatar, Mugello and Catalunya was his superhuman ride to fifth in the Dutch TT just two days after suffering a fractured collarbone in a crash during practice. He was forced to miss the following race at Sachsenring after he aggravated the injury in another crash, but soldiered to sixth position a week later at Laguna Seca. If titles were won on virtue of sheer bloody-mindedness, Lorenzo would be champion already, but there's a lot of work ahead to reel in the Repsol Honda riders in the latter half of the year.
Valentino Rossi (I, Yamaha Factory Team), 4th - 117pts B+
Rossi's season started auspiciously enough with a strong second place at Qatar behind teammate Lorenzo, but things appeared to tail off somewhat after that. Five more races went by until he returned to the podium, taking advantage of his teammate's injury to take a universally popular victory at Assen, backed up by a brace of solid, if unspectacular podiums in the next two races. Those results prove "The Doctor" can still cut it at the front of the MotoGP field, albeit perhaps not as consistently as we have been used to previously. A title challenge is still within the realm of possibility, but more wins will be essential to keep Rossi's hopes alive.
Cal Crutchlow (GB, Monster Tech 3 Yamaha), 5th - 116pts A
2013 has seen Crutchlow blossom into one of the championship's most impressive performers. The Coventry-born rider managed to take his satellite Tech 3 bike to an incredible four podium finishes in five races, including the second step twice at Le Mans and the Sachsenring, as well as to a superb pole position at Assen. His early fall at Catalunya and a mysteriously indifferent ride to seventh at Laguna Seca have been the only noticeable blots on an otherwise unspoiled copybook for Crutchlow, who must be desperately hoping he can bag a maiden win before he moves to the struggling Ducati team for the 2014 season.
Stefan Bradl (D, LCR Honda), 6th - 84pts B+
It was a shaky start to the season for Bradl, who fell from his bike in three of the first four rounds, but since then the German has begun to rival Crutchlow for the honour of the year's outstanding non-factory rider in his sophomore year in the premier class. Fourth place at Mugello marked the start of five successive top-six finishes, the latest of which was a highly impressive ride from pole position to second place at Laguna Seca. That upturn in form has proven sufficient to guarantee Bradl another season within the HRC stable, though he'll have to do more to be in with any chance of a full factory ride in years to come.
Andrea Dovizioso (I, Ducati Team), 7th - 81pts A-
Much like last year, it's difficult to find too much fault with the performances of Dovizioso, who has been the only rider in the field to have scored points at every race this season. Unlike last year however, when the Italian could be expected to challenge for a podium on a good day with the Tech 3 team, Ducati's struggles have largely relegated the talented Italian to a series of private battles with teammate Nicky Hayden in the lower half of the top ten. Fourth place at Le Mans, when the conditions masked the bike's lack of pace to a degree, has been the highlight, along with a well-earned fifth place on home turf in the dry at Mugello.
Alvaro Bautista (E, Gresini Honda), 8th - 71pts C+
The latter half of 2012 seemed to suggest that Bautista may be ready to prove his worthiness of factory machinery, but the first half of this year's campaign has been underwhelming in comparison to his fellow satellite Honda rider Bradl. In addition to back-to-back crashes at Mugello and Catalunya, the Spaniard has been largely outpaced by the former Moto2 champion, his best finish of fourth at Laguna Seca coming on a day where Bradl was busy fighting Marquez for the win. Bautista will need to find a way back on to the podium before the year is out to be assured of maintaining his seat at the Gresini outfit for next year.
Nicky Hayden (US, Ducati Team), 9th - 65pts B
The MotoGP paddock will be a poorer place next year if, after losing his factory Ducati ride for next year, Hayden takes the opportunity to bid the series farewell. While the "Kentucky Kid" may have been outscored by teammate Dovizioso, the pair have finished very close together at the majority of races this season, no more so than the most recent round at Laguna Seca where he narrowly pipped Dovizioso to eighth place in front of his home fans. Hayden still undoubtedly has much to offer; it's simply a question of whether any other team is willing to eschew youth and exuberance in favour of the 2006 champion's services.
Aleix Espargaro (E, Power Electronics Aspar), 10th - 52pts A
Quite simply the class of the CRT field, it's a huge injustice that Espargaro looks set to be overlooked for a prototype ride in 2014. The Spaniard's crash at Laguna Seca was his first real mistake of the season, before which he had been the first CRT rider home in each and every race. Admittedly, the Aspar-run ART bike is demonstrably superior to its rivals in the class, but the way Espargaro has put more experienced teammate Randy de Puniet to shame - as well as certain prototype riders on occasion - has been highly impressive.
Bradley Smith (GB, Monster Tech 3 Yamaha), 11th - 51pts C
Though it's not unreasonable to expect most MotoGP rookies (Marquez aside) to take half a season or so to find their feet, there comes a time when they need to begin showing what they are made of. It's been an underwhelming first nine races for Smith, who could probably have benefited from a further year of Moto2 competition before making the step up. Still, the Oxford-born rider has made commendably few mistakes, taking a best finish of sixth at the Sachsenring, but it's time Smith added some more speed to his consistency.
Michele Pirro (I, Pramac Ducati), 12th - 36pts B
In addition to two outings as 'wildcard' for the beleaguered Ducati team, test rider Pirro has found himself thrust into the limelight on no fewer than four other occasions as a result of Ben Spies' injuries. The Italian has acquitted himself well in both scenarios, making few errors and measuring up well to his principal opposition, compatriot Andrea Iannone. Taking the 'lab bike' to a creditable seventh place at Mugello has been Pirro's finest hour so far, and if Spies remains on the sidelines there could be more assured performances to come.
Andrea Iannone (I, Pramac Ducati), 13th - 24pts B-
The transition from Moto2 to MotoGP for the rider they call "Crazy Joe" has not been an easy one, and the volatility that prevented Iannone from reaching his potential in the intermediate class shows little sign of mellowing. Crashes at Jerez and Catalunya have taken their toll on the Italian's points tally, as has an injury sustained in practice for the Sachsenring which has seen Iannone miss two races. There have been some solid finishes though, not least of all back-to-back top tens in the first two rounds of the year ahead of teammate Spies.
Hector Barbera (E, Avintia Blusens), 14th - 24pts B
Stepping down from a prototype to a CRT bike must have been a difficult pill to swallow for Barbera. Despite that, the Spaniard has put his teammate and former 250cc sparring partner Hiroshi Aoyama in the shade so far this year, and more often than not he has been the first user of the FTR chassis across the line, even breaching the top ten on two occasions. It's not all been plain sailing for Barbera though, with a crash at Catalunya and a subdued ride at Assen among the low points of the first half of the season.
Randy de Puniet (F, Power Electronics Aspar), 15th - 19pts C
Whereas Aspar teammates de Puniet and Espargaro were relatively evenly matched in 2012, this year the pendulum has swung decisively in favour of the latter. The Frenchman continues to crash far too frequently for a rider of his experience, more than likely trying to compensate for the inadequacy of his CRT bike, and has been regularly outpaced by Espargaro all season. That de Puniet is being linked with Suzuki's forthcoming MotoGP return shows nevertheless that he is still highly regarded; it may be just the thing to reinvigorate his career.
To see my Formula One half-term report, click here.
Thursday, 18 July 2013
Rallying's loss is Rallycrossing's gain
Six months ago, it was far from crazy to think that the WRC could be on the verge of a new dawn. With Sebastien Loeb - the man who had made the championship his own for the past nine seasons - on his way out, a new era of close competition between Citroen and newcomers Volkswagen seemed at hand.
Here we are in July however, with seven of thirteen rallies completed, and Sebastien Ogier has established a virtually unassailable 64 point lead in what has transpired to be a damp squib of a contest.
It was clear from the outset that the Ogier-Volkswagen combination was going to be potent, but few anticipated just how little time it would take for the sport's new kids on the block to not only surpass, but dominate a post-Loeb Citroen team with their Polo R contender.
The fact that Loeb, who has only been present at three rallies this year, is the best-placed Citroen driver in the WRC points standings tells you all you need to know about how Mikko Hirvonen and Dani Sordo have failed to step up to the challenge presented before them by Ogier.
Ironically, had Loeb opted to remain in rallying full-time for another season, chances are we'd be enjoying a nail-biting dual for supremacy between two of the best drivers the sport has ever seen. Instead, "the other" Sebastien has simply taken over where his predecessor left off.
Such domination has been detrimental to spectator and media interest in rallying over the last decade, and that sad trend will most likely continue if Ogier can't be seriously threatened by any of his rivals - perhaps to the point where WRC will cease to exist in its current form.
But, for each an every action, there is an equal and opposite reaction - where rallying, easily the most popular form of motorsport besides Formula One in the UK ten years ago thanks to British stars Colin McRae and Richard Burns, is fading from the public consciousness, rallycross is gaining rapid momentum.
Rallycross saw its popularity peak in the UK during the late 80s and early 90s, immediately after the spectacular Group B cars, banned from rallying on safety grounds, became staple fixtures at famous rallycross venues such as Lydden Hill and Brands Hatch.
The likes of Martin Schanche and Kenneth Hansen became some of the most respected names in motorsport with their success, thanks in large part to the high quality TV coverage enjoyed by rallycross in the UK during this period.
As the 90s progressed however, TV companies began to neglect rallycross in the face of increasing competition from other forms of motorsport, in particular touring car racing - in essence, rallycross on all-tarmac tracks, but with larger grids and more manufacturer involvement.
The decline of rallying has nonetheless opened up something of a vacuum in the motorsport world in recent years, a vacuum into which rallycross is expanding after a lengthy spell in the doldrums. The epicentre of this renaissance is the USA, a market in which the sport was hitherto unknown.
Few people outside of North America are likely to have heard of the "X Games", a sporting competition organised by US sports broadcaster ESPN which features "extreme" sports like motocross and skateboarding. In 2010, the decision to add rallycross to the event was taken.
It should come as little surprise that the US has warmed to rallycross. Short, action-packed races contested by a small pack of extremely fast cars may be just what the new generation of American motor racing fans are crying out for. NASCAR, a series whose races routinely exceed three hours, had best take note.
The popularity of the X Games rallycross competition spawned the four-round Global RallyCross (GRC) championship in 2011 (something of a misnomer when you consider every round was held in the US), which has attracted US talent such as Travis Pastrana, Tanner Foust and "gymkhana" star Ken Block, arguably the face of the new generation of rallycross.
Most striking of all however was the presence of the two time WRC champion Marcus Gronholm. The Finn's presence created a surge of renewed interest in rallycross in Europe, leading his old adversary Loeb to enter - and win - the 2012 X Games rallycross event in between his rally commitments.
The 2012 GRC, of which the X Games was a part, expanded to six rounds, and despite being still firmly based in the US attracted a large contingent of international drivers who took part at various stages in addition to Gronholm and Loeb.
2013 has been the first season that GRC has lived up to its name, adding rounds in Brazil, Germany and Spain (the last of which was ultimately cancelled due to bad weather) to its established roster of US oval venues and the X Games.
More big names from other motorsport disciplines, including DTM champion Mattias Ekstrom, ex-F1 pilots Scott Speed and Nelson Piquet Jr., and Indy 500 winner Buddy Rice have tried their hand at rallycross, broadening the sport's appeal further.
The presence of WRC champion Petter Solberg, who lost his Ford seat at the end of last year, has also given a timely boost to the European Rallycross championship, whose increasing popularity is reflected by a live TV deal with satellite channel Motors TV. It's not quite the BBC coverage UK fans once enjoyed, but it's better than nothing.
Kris Meeke will become the latest rally driver to try his hand at rallycross as he enters the French round of the European championship next month. Once regarded as Britain's next big rallying star, a lack of funds has blighted the Ulsterman's career recently, denying him the chance to compete full-time for Prodrive in the WRC last year.
Though Meeke insists he remains focused on rallying, if his rallycross debut goes to plan, he would be well-advised to put his rally aspirations to one side. After all, the WRC is in an extremely difficult position, whilst the advances of rallycross show no sign of abating on either side of the Atlantic.
Here we are in July however, with seven of thirteen rallies completed, and Sebastien Ogier has established a virtually unassailable 64 point lead in what has transpired to be a damp squib of a contest.
It was clear from the outset that the Ogier-Volkswagen combination was going to be potent, but few anticipated just how little time it would take for the sport's new kids on the block to not only surpass, but dominate a post-Loeb Citroen team with their Polo R contender.
The fact that Loeb, who has only been present at three rallies this year, is the best-placed Citroen driver in the WRC points standings tells you all you need to know about how Mikko Hirvonen and Dani Sordo have failed to step up to the challenge presented before them by Ogier.
Ironically, had Loeb opted to remain in rallying full-time for another season, chances are we'd be enjoying a nail-biting dual for supremacy between two of the best drivers the sport has ever seen. Instead, "the other" Sebastien has simply taken over where his predecessor left off.
Such domination has been detrimental to spectator and media interest in rallying over the last decade, and that sad trend will most likely continue if Ogier can't be seriously threatened by any of his rivals - perhaps to the point where WRC will cease to exist in its current form.
But, for each an every action, there is an equal and opposite reaction - where rallying, easily the most popular form of motorsport besides Formula One in the UK ten years ago thanks to British stars Colin McRae and Richard Burns, is fading from the public consciousness, rallycross is gaining rapid momentum.
Rallycross saw its popularity peak in the UK during the late 80s and early 90s, immediately after the spectacular Group B cars, banned from rallying on safety grounds, became staple fixtures at famous rallycross venues such as Lydden Hill and Brands Hatch.
The likes of Martin Schanche and Kenneth Hansen became some of the most respected names in motorsport with their success, thanks in large part to the high quality TV coverage enjoyed by rallycross in the UK during this period.
As the 90s progressed however, TV companies began to neglect rallycross in the face of increasing competition from other forms of motorsport, in particular touring car racing - in essence, rallycross on all-tarmac tracks, but with larger grids and more manufacturer involvement.
The decline of rallying has nonetheless opened up something of a vacuum in the motorsport world in recent years, a vacuum into which rallycross is expanding after a lengthy spell in the doldrums. The epicentre of this renaissance is the USA, a market in which the sport was hitherto unknown.
Few people outside of North America are likely to have heard of the "X Games", a sporting competition organised by US sports broadcaster ESPN which features "extreme" sports like motocross and skateboarding. In 2010, the decision to add rallycross to the event was taken.
It should come as little surprise that the US has warmed to rallycross. Short, action-packed races contested by a small pack of extremely fast cars may be just what the new generation of American motor racing fans are crying out for. NASCAR, a series whose races routinely exceed three hours, had best take note.
The popularity of the X Games rallycross competition spawned the four-round Global RallyCross (GRC) championship in 2011 (something of a misnomer when you consider every round was held in the US), which has attracted US talent such as Travis Pastrana, Tanner Foust and "gymkhana" star Ken Block, arguably the face of the new generation of rallycross.
Most striking of all however was the presence of the two time WRC champion Marcus Gronholm. The Finn's presence created a surge of renewed interest in rallycross in Europe, leading his old adversary Loeb to enter - and win - the 2012 X Games rallycross event in between his rally commitments.
The 2012 GRC, of which the X Games was a part, expanded to six rounds, and despite being still firmly based in the US attracted a large contingent of international drivers who took part at various stages in addition to Gronholm and Loeb.
2013 has been the first season that GRC has lived up to its name, adding rounds in Brazil, Germany and Spain (the last of which was ultimately cancelled due to bad weather) to its established roster of US oval venues and the X Games.
More big names from other motorsport disciplines, including DTM champion Mattias Ekstrom, ex-F1 pilots Scott Speed and Nelson Piquet Jr., and Indy 500 winner Buddy Rice have tried their hand at rallycross, broadening the sport's appeal further.
The presence of WRC champion Petter Solberg, who lost his Ford seat at the end of last year, has also given a timely boost to the European Rallycross championship, whose increasing popularity is reflected by a live TV deal with satellite channel Motors TV. It's not quite the BBC coverage UK fans once enjoyed, but it's better than nothing.
Kris Meeke will become the latest rally driver to try his hand at rallycross as he enters the French round of the European championship next month. Once regarded as Britain's next big rallying star, a lack of funds has blighted the Ulsterman's career recently, denying him the chance to compete full-time for Prodrive in the WRC last year.
Though Meeke insists he remains focused on rallying, if his rallycross debut goes to plan, he would be well-advised to put his rally aspirations to one side. After all, the WRC is in an extremely difficult position, whilst the advances of rallycross show no sign of abating on either side of the Atlantic.
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