Neil Morrison | March 7, 2024
Viewed one way, it could be different year, same results for MotoGP in 2024. All five manufacturers have pushed forward over the winter months. But the established factory hierarchy remains the same if testing is anything to go by, with the all-conquering Ducati now even better and eight Desmosedicis still capable of victories.
Two of those promise to be the same as last year. Pecco Bagnaia (Ducati Lenovo) was coolness personified testing in Malaysia and Qatar, where he led the way thanks to shattering the previous outright lap record by an astonishing eight-tenths of a second at both tracks. Barring some chatter issues in Qatar, last year’s rival in chief, Jorge Martin (Pramac Ducati), was an able backup, with both riders complimenting Ducati engineers’ efforts at making a near-perfect bike even better. All systems normal there.
But viewed another way, there are a few reasons to think the established order is due for a shakeup in the coming months. First, Marc Marquez (Gresini Ducati) has made the most hyped manufacturer switch since Valentino Rossi joined Ducati in 2011. Once up to speed (and he was already getting there at the close of testing in Qatar), and surely Marquez will start rattling the cages of the best in class. It’s a mouth-watering prospect after four below-par years.
And it’s not only that. The 22-rider grid is light on new faces. But Pedro Acosta, the field’s lone rookie, just happens to be the most hotly anticipated newbie since Marquez himself took the premier class by storm in 2013. Sealing a second World Championship success at just 19 years and 171 days meant it was a question of when the Spaniard made a success of the premier class, rather than if. But performances both on track and in front of the media in February have indicated more than a few giant killings aren’t beyond him in the 21 races ahead.
New challengers or old, aerodynamics development has become MotoGP’s new technical war, with three of the five manufacturers debuting new and radical designs. That was one of the reasons the first 10 were under the lap record in Sepang, while the top 11 broke it in Qatar. In keeping with the past three years, lap and race records should continue to fall.
If that’s not enough to whet the appetite, there’s been enough in KTM’s and Aprilia’s respective winters to suggest they’ll be regular thorns in the side of Ducati’s armada. The Austrian factory, in particular, has set its sights on a championship challenge thanks to some tweaks to its RC16, with Brad Binder calling the outing at Sepang “one of the best preseason tests I’ve ever had—if we keep this up, we’ll be there.”
Add in Yamaha and Honda showing signs they’ve negotiated a way out of their worst spells, with a much-needed change of personnel and philosophy apparent during the winter months. Hopefully, by the year’s second half, Fabio Quartararo, Alex Rins (Monster Energy Yamaha) and Joan Mir (Repsol Honda) will be back up where they should be.
A 22-round calendar has mercifully been trimmed to 21 after the late cancellation of Argentina in February. But with stops in countries as far-flung as India, Japan and the new Sokol International Circuit in Kazakhstan (although doubts regarding the venue remain) and the continuation of last year’s format—Sprint race on Saturday, the feature race on Sunday—MotoGP 2024 promises to be as gripping as last year’s version. It’ll be a slog. But surely this mix of riders and machinery jostling for a mega haul of 777 points can only result in one thing: fun!
Marc Marquez: A Return to Glory?
Cal Crutchlow had few doubts. “I’ve always said if Marc goes on the Ducati the rest may as well not turn up—it could well be completely boring,” said the Englishman last October.
Yet, as Marquez was keen to point out, it’s been well over two years since his last victory (October, 2021). He is not only switching from a bike that demanded a similar riding style for the best part of 11 years, to one that’s completely new. Crucially, his crew of 11 years that also served as his support network during race weekends, has remained at Honda, except for Tire Technician Javi Oritz.
And he’s up against a host of Ducati men at the top of their game, with Bagnaia, in particular, riding with the weight of the factory behind him. Such differences can be telling over a long season.
But Marquez had gotten the hang of the year-old GP23 by his fourth day on the bike. Enea Bastianini (2022) and Marco Bezzecchi (2023) have proved it’s possible to fight for the title in satellite teams on year-old machinery in the past two years. And watching as he attempts to assert himself over his younger rivals should set the pulse racing. Many have commented that MotoGP has become too nice over recent years, too friendly. Marquez fighting at the front will change all that.
And Martin is expecting him to be a contender from the very start. “He will be really close and maybe ready for the victory in Qatar,” said the Pramac man. Don’t bet against it.
Pedro Acosta: Faster Sooner Rather Than Later
We may be getting ahead of ourselves by mentioning Acosta has 10 races to beat Marc Marquez’s record of youngest rider to ever win a premier class race (20 years, 266 days).
Yet his adaptation until now has been stunning. The 19-year-old hasn’t just been fast (ninth at Sepang) but consistent as well (just 3.5 seconds off the fastest Sprint simulation of the Malaysian test). More impressive still was how he took the increased media attention in stride. “Pressure is only a word,” he said. “I’ve lived the last three years of my life with pressure every day—it’s become quite normal.”
“There are some natural things in that boy which are just amazing,” said Pit Beirer, KTM’s Motorsport Director. “Even if you go to a wind tunnel and normally you have to school the rider what to do and not to do to find one more little detail. He just jumps on the bike and he does everything perfect there.
“His time (at Sepang) was impressive. And how he spoke to the engineers (and) can announce what he wants for himself and how he wants to have his motorcycle setup, was maybe even more amazing for all of us than the pure speed.”
Teammate Augusto Fernandez doesn’t see any reason why his new teammate can’t be competitive from the first race. “It’s going to be sooner than later! He’s going to be fast from the beginning.”
Honda and Yamaha on the Comeback Trail
Series organizer Dorna hopes the struggles of Yamaha and Honda will be a temporary thing after drastically revamping the MotoGP manufacturer concessions for 2024. So profound were the struggles of the Japanese factories in the first half of last year, there were genuine fears either—or both—could withdraw from the championship.
Dorna, therefore, spent the best part of half a year negotiating a new set of concessions to not only bring the ailing Japanese factories back up to speed, but limit Ducati’s current dominance. Unlimited testing at any circuit, 10 engines a season, and no engine freeze from the first round are available to both Honda and Yamaha this term, while Ducati can have no wildcards, and test rider Michele Pirro’s has fewer tires to test away from Grand Prix than before.
Thankfully, both Japanese factories have shown renewed initiative in recent months. Yamaha has been aggressive in its hiring policy, scooping up Max Bartolini (Technical Director) and Marco Nicotra (Senior Aerodynamics Engineer) from Ducati. Lead rider Quartararo has already noted a change in approach in the factory box.
For its part, Honda has increased trackside personnel and upped its aerodynamics game over the winter months. “We could see many new parts, a lot of changes inside the team, inside of Honda, and it’s clear they want to move on from this situation,” said Mir. Expect improvements from both factories soon.
Disqualifications Incoming?
One topic dogged the autumn of last year: front-tire pressures. After a rule was enforced mid-way through 2023 to penalize those below the stated minimum pressure for more than half the race would first receive a warning, then a time penalty, there were several occasions when race results were altered 30 minutes after the checkered flag. Fabio Di Giannantonio memorably fell afoul of the rule at Valencia, where he lost his second place after the podium ceremony.
The original intention was to replace time penalties with immediate disqualification for those under the pressure for 50 percent of the race or more this year. Yet riders (and teams) have pleaded with Dorna and tire supplier Michelin to change it.
At the time of going to print, the punishment for this crime has yet to be confirmed. Yet it’s believed Michelin is willing to lower the minimum front-tire pressure limit from 1.88 bar to 1.80—a world of difference for teams working with such fine margins. Disqualifications are set to be scrapped, with time penalties only handed out if the rider is under the minimum for 60 percent of the race rather than 50 percent: Still awaiting confirmation at the time of going to print. But hopefully, these changes will avoid results repeatedly being altered after the race has run. CN
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