by clicking the arrows at the side of the page, or by using the toolbar.
by clicking anywhere on the page.
by dragging the page around when zoomed in.
by clicking anywhere on the page when zoomed in.
web sites or send emails by clicking on hyperlinks.
Email this page to a friend
Search this issue
Index - jump to page or section
Archive - view past issues
GP Week : Issue 177a
FUTURE PERFECT? Moto2 and Moto3 – Same Difference The second class with all-the-same supplied engines was a foregone conclusion from early in the year, after Marc Marquez proved the double-vision problems that stopped him from a maiden title last year had left no lingering after-effect. Nine wins, twice from the very back, and only one non-rostrum finish made him untouchable: clearly on the path to greatness he goes to MotoGP next year, straight into the top Honda team. A reputation for mercilessly hard riding goes with him. Spaniard Pol Espargaro kept him honest, and was clear runner-up with four wins and five second places. Wild man Andrea Iannone was a distant third with two wins. Moto3 was new this year, and the quality of the racing soon swept away any lingering sentiment for the departed 125s, last of the racing two-strokes. With strictly defined 250 four-stroke singles with a control ECU, engines from Honda and KTM in either their own or proprietary chassis bombed around in great big gangs separated by inches. It takes a special talent to stick his head above the tide: it had the fresh face of 22-year-old German Sandro Cortese. In his eighth GP season he’d learned not only how to win races (five) but also to be there all the time. On a factory-backed KTM, he scored points in every round, and was on the rostrum all but twice. In this way pre-season favourite Maverick Vinales (FTR-Honda) was eventually driven to melt-down and a major fall-out with his team. It meant he conceded second overall to fellow- Spaniard Luis Salom. Stand-outs included double-winner Danny Kent (18) from England, in his second season; rookies Alex Rins, Romano Fenati and Miguel Oliveira, and Jonas Folger, the German’s roller- coaster career taking a late-season upward swoop. 47 GPWEEK.com // 47 GPWEEK.com // PARTNERS: The news that MotoGP boss Carmelo Ezpeleta was to take over World Superbikes under Bridgepoint’s reorganisation broke in October. It brought to an end two distinct problems for the MotoGP chief. One was from SBK, uttering threats of legal actions as Moto2 and now the CRT MotoGP bikes encroached on their production-bikes territory. The other was from the manufacturers, mainly Honda, whose boss threatened to move to SBK should Ezpeleta introduce the threatened control- electronics and rev limiter. When Ezpeleta became the Grand Vizier of both series, these objections simply fell away. And he still had the CRT bikes up his sleeve, should the factories not play ball. Finally, seven months after Ezpeleta’s original deadline and with application postponed from 2013 to 2014, compromise on both sides drew a new MotoGP landscape. There will be a control ECU, but factory teams will write their own software, and no mention of a rev limit. The price is one less engine than the current six, and one less litre of fuel (now 21). And a promise that by 2014 they will make competitive bikes or at least engines available: contracts to do so must be signed by April next year. Rose-tinted specs give a view of continued factory prototypes, but slowed down a bit; and the CRT lunks replaced with proper production-racers that (with 24 litres and 12 engines per annum) can give them a run for their money. MOTOGP >>> FEATURE