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If it has felt like a long wait for the season to get underway again. And Saturday at Qatar showed us just what we have been missing. A surprising FP3, where eight riders managed to improve their lap times, despite the session taking place in the heat of the day, and the wind having picked up and bringing a dusting of sand to the track.

Among those who improved were Enea Bastianini, who jumped up to fifth, threatening Pol Espargaro, Pecco Bagnaia, and Fabio Quartararo. Espargaro and Bagnaia bettered their times, Quartararo did not, setting up another thrilling contest to get out of Q1 and into Q2. If you were looking for drama, you got everything you could have hoped for, and more.

You even got the customary yellow flag drama in qualifying, with laps being canceled due to yellow flags having a significant impact on the grid in all three classes. A yellow flag waved at the end of Q1 for a crash by Darryn Binder meant Johann Zarco had his best lap canceled, put in right at the end of the session.

Although fans don’t like the rule, it was put in place after a couple of horrific incidents, most notably when Tito Rabat had his leg destroyed at Silverstone in 2018 when he was hit by Franco Morbidelli’s bike. The aim is to slow riders down when they see a yellow flag, something which the change has been largely successful in doing. But it comes at the price of laps being canceled.

Whenever an important lap gets canceled, there is an outcry to find a better solution. Unfortunately, a better solution is almost impossible to find. All of the alternatives proposed just introduce other problems, as you would expect when the law of unintended consequences kicks in.

Testing is all well and good, but at last, we have real, actual data from a race track on a bona fide race weekend. All 24 bikes on the track at the same time, trying to figure out as much as possible in two short 45 minute sessions.

No running separately, or trying to figure out how the conditions for the 8-lap run done at 11am compare to the 12-lap run at 2pm, or the 7-lap run at 5pm.

The first day at Qatar may have been genuine competition, but the picture was also confused by the schedule. With FP1 at 1:40pm, in the heat of the day, and FP2 shortly after sunset, at 6pm, conditions were completely different, the air temperature 7°C lower, and the track a whole 16°C cooler.

“Well, for sure now it is hard to see who has the better pace than the other because we don’t have the normal day schedule,” Miguel Oliveira reflected after the first day.”The hour is not that different but for the temperature and the wind it changes quite a lot.”

From time to time, when I stray from talking about motorcycle racing to share something political on Twitter, I am told by some random Twitter user to “stick to bikes”.

What they mean, of course, is that I should not share political opinions or articles they do not agree with, but that’s a different question.

Talking about politics is, of course, still “sticking to bikes.” Circuits have to be built somewhere.

The Yamaha YZR-M1 and the Suzuki GSX-RR have a lot in common. Both are inline four cylinder machines, and both rely more on corner speed and maneuverability than outright speed. And the riders of both machines have complained about a lack of speed at great length.

So great was Joan Mir’s frustration with the Suzuki’s lack of power in 2021 that he made a veiled threat to seek solace elsewhere. “A lot of people finish their contracts in 2022 and we are hoping to renew, or to take a different decision,” the 2020 world champion said before the test at Sepang.

“Honestly, the test will be important for me. It will be important to understand everything. As a Suzuki rider now, I feel great here, I feel like I am at home, but it’s true that a change is something that in some moments can be good, also. But at the moment, I cannot speak more about it, because there is nothing decided. But let’s see.”

The biggest difference between Suzuki and Yamaha is that where for Fabio Quartararo those complaints continued after the tests at Sepang and Mandalika, Joan Mir and Alex Rins pronounced themselves happy.

Episode 265 of the Paddock Pass Podcast is out, and this one sees us gearing up for the start of the 2022 MotoGP Championship season.

To get us ready for the weekend’s season-opener, we have the usual crew of Steve EnglishDavid Emmett, Neil Morrison, and Adam Wheeler on the mics, as they look at their picks not only for the Qatar GP, but also the 2022 season as a whole.

In 2021, the Yamaha M1 was the fastest motorcycle around a grand prix race track.

The evidence for that is clear: 2021 MotoGP world champion Fabio Quartararo. Quartararo had five race victories, more than anyone else, and five race fastest laps. He also had five pole positions, one less than Pecco Bagnaia.

So the bike was good, despite the chaos elsewhere making it look otherwise. Quartararo was the only constant in 2021.

Leaving the Sepang MotoGP test, all eyes were on Ducati. In part, perhaps, because they had brought yet another technical innovation that is set to upset rival manufacturers, and captured the imagination of fans and media. We were all talking about Ducati’s front ride-height device.

That enthusiasm was supported by the fact that there were two Ducatis in the top three after Sepang, and three Ducatis in the top six.

Take away the Aprilias (who had had the benefit of extra days riding and testing during the shakedown test), and there were three Ducatis in the top four. Things were looking ominous.

Episode 264 of the Paddock Pass Podcast is out, and this one sees us taking a deeper dive into the “MotoGP Unlimited” docuseries that is about to premiere on Amazon Prime.

To discuss the series in greater depth, we have the usual crew of David Emmett, Neil Morrison, and Adam Wheeler on the mics, as they unpack the show’s debuts in Spain and France.

Suzuki’s quest for a team manager is at an end. After a year of searching for a replacement for Davide Brivio, who left MotoGP to join the Alpine F1 team at the end of 2020, Suzuki has finally announced the hiring of Livio Suppo to run the MotoGP team.

Suppo is a very experienced team manager, having set up Ducati’s MotoGP team when they first entered the class back in 2003, and having run the Repsol Honda squad after leaving Ducati at the end of 2009.

The first big contract to be signed in MotoGP’s so far torpid silly season is one of the least surprising.

On Monday, Ducati announced that they had signed up Pecco Bagnaia for two more years, meaning the Italian will stay with the Bologna factory for the 2023 and 2024 MotoGP seasons.

It had been the intention of both parties to continue for the foreseeable future, especially after Bagnaia’s exception 2021 season, in which he came close to preventing Fabio Quartararo from taking the MotoGP title.

What did we learn from the Mandalika test? First of all, we learned that building a circuit is hard, and every aspect of it needs to be carefully monitored. Because using the wrong stones in the aggregate for the asphalt can mean you have to resurface the track just a few weeks before the race is due to be held.

Despite the state of the asphalt, once the track cleaned up – something the riders had to be bullied into to doing, even though it was for their own good – the riders put in a lot of laps, the reward for effort going to Takaaki Nakagami, who racked up a grand total of 91 laps on the final day, or over 390km.