Moto GP – Moto Ouest Fri, 27 May 2022 23:10:34 +0000 en-US hourly 1 Moto GP – Moto Ouest 32 32 MotoGP Mugello: Aprilia’s F1-style rear wing ‘makes the difference’ | MotoGP Fri, 27 May 2022 17:40:51 +0000

The device appeared on the back of test driver Lorenzo Savadori’s RS-GP during Friday’s testing in Italy.

Although the new aerodynamics were not tried by factory star Aleix Espargaro, who set the fastest time of the day, the Spaniard explained that the wing is designed to increase the load on the rear wheel, improving the first phase of braking performance:

“I couldn’t try the rear wing, but I saw the wind tunnel data and it’s interesting,” Espargaro said. “It looks like it’s just pure marketing, but believe me, it makes a difference.

“Yes, it reminds you of Formula 1, but it gives a lot of weight in some places and now in MotoGP we talk about details.

“We are missing a bit of weight at the back. That’s why I can’t increase engine braking, so I pushed them up to create more rear load.

“They are working in different areas to improve that and a [solution] was aerodynamics.

But after having such a strong start to the weekend, Espargaro believes he will now postpone testing the device on his own until the Catalunya test.

“Maybe the plan was to try tomorrow but the bike is working well and I’m fast so I’ll wait,” he said.

A new innovation from Aprilia that Espargaro used on Friday was an improved engine.

“I tried the new engine. It’s not a huge difference but you could see that the top speed of Maverick, Lorenzo and I was quite fast. Over 350 and very close to the Ducati,” he said.

“We still have a problem with sixth gear, it’s very difficult this track with a small bump [on the main straight] because it creates [spike] in RPMs.

“But the bike is fast, and I hope it helps me on Sunday.”

Espargaro’s teammate Maverick Vinales was 17th fastest with Savadori 26th and last.

“Today we mainly tested the new aerodynamic element brought by Aprilia,” said Savadori. “There is still work to be done to make it more efficient.

“That’s why I didn’t focus on time trial or pure speed, but I’m extremely happy to be here at Mugello and to see Aleix competitive again.”

Maverick Viñales refuses to say goodbye to MotoGP at the end of the year: “I feel better every year, more prepared” Sun, 22 May 2022 00:58:18 +0000

MotoGP is going through tough times when it comes to the rider market and rumors have started to surface in the paddock that Maverick Viñales is considering a goodbye at the end of the current season, which the rider has clearly denied, going even further and saying what he wants means more and more absorbing everything around him, and making him feel better and better.

“Honestly, I’m calm and I have time. I feel better every year, better prepared and better physically. I know it will be a big process to completely adapt to a new bike, in the end I rode two Japanese bikes for nine years that are very different, they have nothing to do with each other, it takes time’, said the Spanish driver at the end of the race at Le Mans.

Viñales recalled the difficulties he still faces in adapting to RS-GP, and explained that he has a great desire to enjoy everything related to MotoGP:

– Now that I have had this bike for seven races, in some free practice sessions I am in front, even in the lead, and that means that once I have it in my hand and the automatic head follows its own path, I will be able to do things that I haven’t done so far. I have a great desire. No kidding, no kidding! I have a great desire to “eat” everything.

MotoGP must end its aero spiral for racing fun Fri, 20 May 2022 06:39:37 +0000

In recent seasons, MotoGP’s interest in aerodynamics has exploded, taking the field from a relatively important niche in the premier class to an absolutely essential and essential part of a competition motorcycle, thanks in large part to to the work carried out by Ducati.

But, as the costs continue to outweigh the benefits in many ways, is now the time to return to bikes without monstrous fenders before they do irreparable damage to the sport?

Fenders were first introduced by Ducati over 10 years ago, initially in an effort to increase airflow through the radiators and engine of its (then) overheating Desmosedici chronicle, a bike known to kitchen riders and famous at the time for its Swiss-cheese fairings in an effort to evacuate as much heat as possible.

However, it took the arrival of Gigi Dall’Igna from Aprilia in 2014 to really change the way not just Ducati but the whole paddock viewed the concept. Realizing this increased downforce (initially as a form of anti-wheelie system and to help with acceleration), wings have since evolved into increasingly complicated designs that change the whole way you develop and fly. a MotoGP machine.

The end result is that they’ve become so critical to the design that it’s simply not possible to ride a bike without them – something discovered by Tech3 KTM rookie Remy Gardner at the Spanish Grand Prix, when contact with another pilot tore his RC16’s left-side winglet and meant he had to struggle for the rest of the race just to stay on track.

“The thing was impractical,” admitted the Australian. “I didn’t expect it to have such an effect, but the thing was spinning everywhere. It wasn’t a right nose up either because it was a wing, it pulled to the right.

“I couldn’t even get him all the way up the backstretch, he was just shaking his head and wobbling. It wasn’t fun at all. I saw him go and thought ‘f**k, here we go’, and it was hard work. The amount of downforce these things create was a surprise, and the amount of drag you get on just one side.

Remy Gardner Tech3 KTM MotoGP Jerez

But, with Ducati not only helping itself with many issues that it hadn’t been able to solve before with its long, low and powerful bike (like rear wheels and mid-corner turns), but able to gain a distinct advantage over his rivals in the process, it sparked an aerodynamic arms race in the paddock as everyone raced to catch up.

It’s an expensive proposition, however, given the research and development needed to determine the ultra-complicated impact of aero compared to, say, even F1 (thanks to both changing the angle d ’tilt and the role that rider movement plays in steering), and that means it’s kind of a funding black hole, happily sucking up as much money as you’re willing to throw at it in pursuit of gain marginals.

And while MotoGP appears to be in a relatively healthy state at the moment, it’s worth pointing out that a factory team has just made the decision to step away from the sport just two years after winning a title.

It’s surely no coincidence either that this factory, Suzuki, is both the least funded team of manufacturers in MotoGP and the one whose aerodynamics research has lagged furthest behind its rivals, with very little wing design innovation – and (according to The Race sources within the team) much of what the team does has left it to field personnel to modify and experiment rather than the racing department in Hamamatsu.

Joan Mir Alex Rins Suzuki MotoGP

This cost issue is why MotoGP has already taken steps to limit the amount of money that can be spent on aerodynamics, with manufacturers now only allowed to bring two fairing designs per rider: one homologated at the start of the season, and another that may arrive as an upgrade later in the year.

However, there is an even bigger problem that only costs. The current MotoGP regulations, it must be said, are a work of art – a document so well crafted and balanced that it has allowed all manufacturers in the series to be competitive, with only the multiple winners of 2021 Honda and the 2020 Suzuki champions still win in 2022.

But there’s a difference between the kind of strategic competitiveness that allows former Aprilia underdogs to fight for the title and the tactical competitiveness that actually produces interesting entertainment – and it’s the latter that is in danger of disappearing unless the aerodynamics are radically changed, according to a few notable voices in the paddock.

“Behind the Ducatis, it’s always difficult to stop the bike, explained Joan Mir after the Grand Prix de France. “We have to manage the situation. We feel less air when we are behind them, and some turbulence. It’s much worse than other bikes [behind the Ducati].”

Enea Bastianini Gresini Ducati Joan Mir Suzuki Aleix Espargaro Aprilia MotoGP

And therein lies the real risk: that the rise in aerodynamics and the increase in the phenomenon of “dirty air” in F1 in the form of turbulence behind a motorcycle will make overtaking increasingly difficult to achieve in MotoGP.

This was partially demonstrated by the previous race in Jerez as well, where the battle for victory was devoid of assists. After the first lap only one overtake took place for the podium, when Jack Miller made a mistake and Aleix Espargaro overtook him – something the Aprilia rider admitted is now the main way to overtake an opponent.

So what is the solution ? The answer is that there is no easy fix, thanks to some very tech-friendly drivers and manufacturers. It’s something that will also be aided by Suzuki’s departure from the Motorsport Sport Manufacturers Association regulator, a move that tips the balance away from Japan and in favor of the (more aerodynamically friendly) European factories for the first time. .

It’s no secret that fenders make bikes easier (and therefore a bit safer) to ride. But they also dramatically increase costs and risk turning the sport into something far more sterile than it is now. There’s no easy answer, but a throwback to the good old days of clean, traditional machines without weird appendages might not be a bad start…

Could the upheaval in the MotoGP rider market put Morbidelli’s Y… Tue, 17 May 2022 13:51:18 +0000

Franco Morbidelli’s rotten form in the opening third of the 2022 MotoGP World Championship showed no signs of slowing down during the French MotoGP as he worked for a 15th place finish.

The Italian is one of the few riders to have a signed and sealed deal for the 2023 MotoGP World Championship, but following Suzuki’s bombshell he will quit MotoGP at the end of the season, paddock speculation looms large if the 2020 finalist could be in danger. independently.

The three-time race winner has cracked the top ten on just one occasion so far this year – a seventh-place finish in Indonesia – but has otherwise only had 19 points in seven races. On the other hand, his teammate Fabio Quartararo leads the standings with 102 points.

While Yamaha’s patchwork form is demonstrated by Andrea Dovizioso joining Morbidelli towards the back of the pack, his comments reflect Quartararo in that the underpowered Yamaha M1 struggles to gain momentum in race conditions.

Even so, he admits his lackluster form means he is unable to ask Yamaha to focus more on his path in the context of Quartararo’s title bid.

“A difficult race, because I’m stuck in the peloton and it’s difficult to fight with the guys [ahead] and I didn’t have the perfect front feel, so I couldn’t really pick up a lot of speed in the middle of the corners, so I couldn’t do anything. The things are there, we just need to figure out how to put them together, the task is difficult but we can do it.

“I am not in a position to ask Yamaha for anything. I can ask for help to set up help, which they do, and when I get to Fabio’s level I can ask for things.

Could Franco Morbidelli lose his Yamaha MotoGP seat?

Seeing Morbidelli’s name towards the bottom half of the timesheet has become an oddly familiar sight, a slow pace that contrasts sharply with 2019 and 2020 on the Petronas SRT Yamaha when that form finally secured him his two-year contract for 2022. and 2023 to replace Maverick Vinales.

This means Morbidelli is out of sync with his MotoGP counterparts in terms of contract cycle, which is good news on paper as he is one of only four riders to have a contract for the next year.

It looks like Yamaha is keen to commit to the Italian and find a solution to his problems, but Morbidelli’s form is a worrying trend that dates back to 2021. Debuting on the factory M1 during the latter part of the season. he year when Vinales was prematurely released from his contract, Morbidelli – who has missed much of the season with a knee injury – already looked in bad shape.

Although this was explained by the arduous recovery from a painful and complicated illness, Morbidelli appeared as a shadow of his former self. Also, Quartararo overpowering his Yamaha machines up front makes his problem worse.

As for 2023, Yamaha might have been happy to give him another season but the rider market has a very different landscape than a few weeks ago.

Depending on when Yamaha solves its first problem by signing Quartararo on the dotted line – a questionable task last month but now seemingly a foregone conclusion – attention may turn to whether it would be worth revising the Morbidelli’s deal if a driver like Alex Rins or even Pol Espargaro, who looks likely to lose his Repsol Honda seat to Joan Mir, is still up for grabs.

As previously reported, there could be an option to transfer to RNF Racing (formerly Petronas SRT Yamaha) as part of a deal that would see the Malaysian team receive more factory support, but a demotion so little long after promotion could be a career killer.

Even a modest improvement in form would do wonders for Morbidelli in the next rounds, but if the dye is indeed sunk, it’s going to take long months – maybe even two years – for the driver and the team.

Being Bagnaia’s teammate in Ducati MotoGP ‘could be a problem for him’ Sun, 15 May 2022 16:50:45 +0000

Bastianini won Sunday’s French GP at Le Mans after a brief die-off with Bagnaia that ended in a factory Ducati rider error as he led on lap 21 of 27 and crashed a few corners later .

It was Bastianini’s third win of the season aboard his 2021 Gresini-spec Ducati and puts him just eight points off the championship lead.

He also comes at a crucial time for his future in MotoGP, as he is one of the favorites – alongside Le Mans crashed Jorge Martin – to take Jack Miller’s place in the Ducati factory team. next season.

Asked by Autosport on Sunday at Le Mans if he felt he left Ducati no choice but to promote him to their factory team, Bastianini replied: “I don’t know. I am not the boss of Ducati.

“But I think my situation is better compared to other Ducati riders.

“Pecco said yesterday that he would prefer to stay with Jack [as a team-mate].

“And I think his decision, I don’t know if Ducati wants to listen to it.

“But, also in the case of a stay in Gresini or other [teams] with factory packaging, I can be fast.

And when asked why he thought Bagnaia would prefer to keep Miller as a teammate, Bastianini replied: “I think he prefers Miller because he is the leader of Ducati and he knows my potential, and also I think of Martin. It can be a problem for him.”

Jack Miller, Ducati Team, Enea Bastianini, Gresini Racing

Photo by: Gold and Goose/ Motorsport pictures

Bagnaia refuted this when asked about it, stating that he thought Bastianini would deserve the call-up if he were to arrive, and only said he would prefer Miller if given the choice as they have been together since 2019.

“Jack has been my teammate since 2019 and I know him very well,” Bagnaia said.

“So it’s normal that if you had to choose a friend to share your box with, it would be the man with whom you have the most conversations, with whom you spend the most time.

“So Jack is my first choice because he’s a friend, he’s a good teammate, I like working with him.

“But it’s something the team has to choose. If it will be Enea, if it will be Martin for me it will be the same story. I have always had good relations with all my teammates. I think Enea deserves the spot because in Austin he was so competitive and today he won the race.

Francesco Bagnaia, Ducati Team accident

Francesco Bagnaia, Ducati Team accident

Photo by: Gold and Goose/ Motorsport pictures

Explaining his crash in Sunday’s French GP – which left him 44 points behind the championship lead – Bagnaia says it was “strange” as he didn’t push hard and is “angry ” Consequently.

“When Bastianini passed me, I made exactly the same strategy as in Aragon [last year] when I fought with Marc [Marquez],” he said.

“So I tried to get in front of him as soon as possible. But then I made a mistake in turn 8. I just tried to brake a bit harder, but the front lockout was heavy, so I just went straight.

“Maybe I braked too hard. When I was gone and I was back on track, I just said to myself ‘no pressure, I’ll take it back’.

“My idea was not to get him back as quickly as possible because I knew it was easy to make a mistake.

“But coming into the penultimate corner I came in a bit slower and crashed. So it was a bit strange. I was keeping my pace so it was fine.

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“The only thing that changed was that I ran with the medium. But I don’t think that’s the problem with the accident.

“I don’t know why, I did turn 11 more slowly to breathe a little. And then when I got to the penultimate corner, I crashed. It’s very hard to understand and I’m a little angry now.

How to brake in MotoGP 22 game Fri, 13 May 2022 19:32:54 +0000

Slowing down on the MotoGP 22 game can be tricky, especially for newcomers. But don’t worry, here’s a guide to two-wheel braking best practices.

Going fast isn’t just a case of opening the throttle as soon as possible, slowing down properly is also the key to a fast lap time – weird as that sounds.

Braking in the The MotoGP 22 video game is very different from previous games. People have struggled with the braking of the MotoGP 21 so much that I wrote an article on this same site with some braking tips. Now I’m back to give braking tips for the latest iteration.

I’ve already received many comments and messages asking how to brake the new game, so sit back, slow down and get to that climax.

How to stop in MotoGP 22

What changed ?

As mentioned earlier, braking on MotoGP 22 looks different than the last two official MotoGP matches.

It will take practice to pick up the skill, keep that in mind.

MotoGP Tutorials 22

Of course, if you’re new to the series, I strongly suggest you tackle the tutorials first. Automatic braking is available, but it’s not great, as it slows down too soon and you’ll struggle to pass with it on.

Assisted modulation of the front brakes and brake entry helps by adjusting your brake pressure so you don’t get too aggressive or go into a stoppie and is also worth a test run.

A lack of common brakes

Joint brakes have been removed in MotoGP 22 for an unknown reason – previously you could just mash one of the controller triggers and the front and rear brakes would be applied, but no more.

If you are used to using them, you will have to adapt to the independent application of the front and rear brakes.

On a PlayStation controller, the front brake is with L2 and the rear brake is Cross. On an Xbox controller, it’s LT and A.

Sidenote, this guide is for PC, PlayStation, and Xbox drivers, not Nintendo Switch digital inputs.

On your marks!

After going through the tutorial, the next thing you need to do is learn your brake markers, these are visual indicators around each track that you can use as a reference to know where you should start braking.

Most tracks have brake markers represented by white horizontal lines along the curbs, but in some corners you will find that they are missing. In this scenario, you must use other visual reference points.

MotoGP 22 Mandalika Turn10 braking

Take the new Mandalika Circuit, for example, where Turn 10 is a tight right-hander, requiring heavy braking at high speeds, but there are no brake markers. There are some streetlights on the left side of the track though, use them as a brake marker.

Moto3, Moto2 and MotoGP all feel different compared to previous years, with braking, so I’m going to cover all three categories.

Moto3 Braking Tips

Moto3 bikes are almost as hard to stop as MotoGP bikes in the MotoGP 22 game, not because of how fast you’re going, but because of how far you have to push to get good lap times.

Keeping your cornering speed high is key, as is late braking. You will find that in areas of hard braking, the rear wheel will lift into the air, otherwise known as a stoppie.

MotoGP Braking Tips 22 Moto3

It wasn’t a problem for Moto3 bikes in MotoGP 21, but beware, it can happen in the current title.

The rear brake is also powerful enough for Moto3 bikes, meaning if you’re not careful the rear end will lock up and flip on you causing you to crash. Embarrassing.

Also keep in mind that using a significant amount of engine brake can cause you to lose control when braking, so I would suggest setting the engine brake to three or less via the on-screen options using of the D-pad.

MotoGP Engine Braking 22 Moto2 Braking Guide

Avoid a Moto3 stoppie

The best way to stop one of these bikes is to be gentle with your front brake, as going straight to full brake pressure will cause a stoppie and then you won’t be able to turn around the corner.

You won’t need full brake pressure for every corner, of course, but for a hairpin, for example, you want to get maximum brake pressure quickly without just slamming it on straight away. It’s also a good idea to pull back on the left analog stick to shift your rider’s weight rearward, helping to keep the rear of the bike grounded.

If you’re using manual gears, you’ll want to start downshifting while braking, but again, don’t do it too quickly or the rear end will lose traction and backfire on you. Once you’re in the right gear and have slowed down enough, it’s time to release the brake pressure and start rocking into the corner.

Stop MotoGP 22 Moto3

Step on the rear brake in an emergency

At this point, if you apply full brake pressure, you won’t be able to tip over very easily, causing you to run wide and miss the apex. You can of course brake when cornering, as long as you don’t use the front brake too much.

If you find yourself in a corner that’s a bit too hot you can use the rear brake to help you slow down, but just press the appropriate button instead of holding it down, otherwise the rear will lose traction and you you will probably overwrite . Again.

Put all of these methods together and you’ll be tackling corners with ease!

Moto2 Braking Tips

Strangely, I find the braking in Moto2 to be easier than in the other two classes – everything feels smoother.

The rear brake is much more useful and you can get away with being a little more aggressive. For engine brake adjustment, you can go up to four without too much trouble.

MotoGP 22 Moto2 braking how to stop

Moto3 braking techniques still apply here, however, only this time you will need to adjust your braking markers by braking earlier than on a 250cc machine.

Adjust your Moto2 rider’s posture

For tougher braking zones, you still have to pull back on the left analog stick to minimize stops, but you can downshift faster than on a Moto3 bike without worrying too much about the rear end falling on you.

MotoGP rider weight position 22

So, apply the front brake, pull the left analog stick, apply the rear brake if necessary, downshift to the required cog, release the front brake and release the rear brake, then swing into the corner. Simple, right?

Again, trying to flip through a corner with maximum brake pressure will get you in trouble, use the rear brake to close the line if you are a bit wide.

Braking advice in the MotoGP category

This is the class that a lot of people have trouble braking with. MotoGP motorcycles are much more powerful than Moto3 and Moto2 vehicles, which means they are harder to stop.

Again, adjustments to your brake markers will be required as you will slow down earlier than Moto2 and Moto3 due to the extra speed.

MotoGP 22 MotoGP 22 tank puncher

Brake disc selection

You will also need to select the correct brake rotors for each track pre-event. Using the wrong brake rotor means they will either overheat or be too cold, both of which will cause you to have trouble stopping the bike in corners.

If you are unsure of which brake rotors to use, look for the white light bulb icon in the brake rotor selection screen, as this suggests the optimum configuration.

Selection of MotoGP 22 brake discs

Avoid a MotoGP-class stoppie

Stops are still possible when pushing, but they aren’t as exaggerated or as frequent as in the MotoGP 21 game, thankfully.

If you find yourself in a stoppie, the best way to lower the rear of the bike is to release pressure from the front brakes by about half. Of course, you’ll still run wide—and depending on how quickly you get the rear end back on the trail, you may even go completely off the trail—but the key is not to panic when you’re in a stoppie. If you overcorrect in a hurry, you’re more than likely to go all the way.

MotoGP 22 brake stopper

It’s worth remembering that when you’re in mid-stop, you won’t be able to turn into the turn, so focus on getting the rear wheel to the ground first.

Recording from a tank slapper

A new braking problem you may find yourself in on the MotoGP 22 is a “tank slapper”. This can happen if you are too aggressive turning into the corner and applying too much front brake. The front will lock momentarily and you will find yourself in a violent wobble.

MotoGP 22 tank puncher

It surprised me several times when the game was first released, but don’t worry, you can get over it. Just like in a stoppie, you can get out of a tank slapper by releasing the front brake as much as you can. Additionally, you’ll need to try to stay as upright as possible while countersteering – moving the left analog stick in the opposite direction of the tank firing pin. Eventually the bike will calm down and you can continue.

As soft as silk

Using the techniques you learned in Moto3 and Moto2 will help you in the MotoGP class – being smooth is key. In the event of heavy braking, try to keep the bike as straight as possible, as this will help you slow down and maintain control.

MotoGP 22 smooth braking

Apply the front brake quickly but smoothly, add a little rear brake if desired, shift the rider’s weight rearward with the left analog stick and downshift the gears until you reach the required one. You can quickly downgrade in MotoGP without consequence.

When you’re in the right gear and have slowed down enough, start releasing the brakes so you can swing into the turn, brake until you reach the apex, then release the brake completely.

It is practice makes perfect

As obvious as it may seem, practice will really help a lot, the more laps you do the better you will understand how and when to brake, and then it will become second nature.

I’m always asked how I know where to brake on all the trails and it all comes down to how much practice I’ve had over the years.

MotoGP 22 MotoGP Academy

The in-game MotoGP Academy will also help you increase your pace, so don’t throw this mode away.

Your controller provides feedback, so if it vibrates when you brake, it tells you you’re about to crash! Don’t ignore it either.

Remember, we all have to start somewhere and some people will pick it up quicker than others, but don’t get discouraged, keep going and you’ll be nailing those peaks in no time.

Yamaha YZF R15 M MotoGP Special Edition Sold Out Thu, 12 May 2022 10:27:37 +0000

the Monster Energy MotoGP Edition of Yamaha R15M no longer for sale in the country. In fact, this model has also been removed from the Yamaha India website. Although we have confirmed this development with dealerships in major cities across India, we do not have the exact number of units sold.

The R15M Monster Energy MotoGP Edition featured a YZR-M1 inspired livery that brought the Monster Energy and ENEOS logos to the bike along with a black and blue paint scheme. This variant only featured visual changes as other features remained identical to the standard R15M. The motorcycle features a monopod headlight with dual LED daytime running lights, full fairing, muscular fuel tank, split seats and side exhaust.

While the MotoGP edition is no longer on sale, Yamaha is offering the R15M World GP 60th Anniversary Edition. Powered by the same BS6-compliant 155cc engine producing 18.4PS and 14.2Nm, this variant is given a special livery with Yamaha’s white and red “speed block” color scheme. Additionally, it also features gold alloy wheels, Yamaha’s factory racing bike tuning fork emblem, black levers and a special badging on the fuel tank.

Yamaha dealers are currently accepting reservations for the 60th anniversary edition of the R15M World GP, but the bike is ordering a waiting period you can check here. The price of this variant is Rs 1.89 lakh (ex-showroom Delhi), which is Rs 2,000 more than the standard R15M model.

]]> Francesco Bagnaia won the MotoGP of Spain with a… Tue, 10 May 2022 11:29:41 +0000

Mat Oxley published an article in Motor Sport Magazine today that reveals how MotoGP teams applied illegal tire pressures.

Front tire pressure in MotoGP is vital because, like Oxley writes in his Motor Sport Magazine articlethe front tire dictates entry, mid-corner and exit speed.

The Michelin front tire has proven to be particularly temperamental since the French brand became the official MotoGP tire supplier in 2016. Throughout its history as a MotoGP tire supplier, Michelin has come under criticism from the from the riders about the front tire one way or another. In some cases, the front tire was criticized for being too low compared to the rear and lacking support under heavy braking; while in other cases it has been criticized for its inconsistency, with many riders complaining over the years of having received faulty tires from Michelin.

In the Paddock Pass podcast after the Spanish Grand Prix, won by Francesco Bagnaia for Ducati, David Emmett said Brembo had seen a 10% year-on-year improvement in braking performance in recent years. Emmett said a more normal improvement is 1% year over year.

This means that more force than ever before is applied to the front tire. This is amplified by the recently introduced rear ride height devices, which not only increase acceleration, but also improve front load under braking. When the rear suspension comes up at the end of a long straight, there is more forward weight transfer than without the rear ride height device. So riders brake later and harder, and weight transfer to the front tire is also harsher than in the past.

As a result, the Michelin front tire – which was due for updates over the past few seasons but those updates were delayed due to the Covid situation and then by supply chain issues – is under increasing pressure.

This increased stress makes it increasingly difficult to get the front tire in the correct temperature and pressure range. Throughout the weekend at Jerez there was talk of the difficulty of overtaking on the Spanish track, with front tire pressure management becoming more difficult behind another driver. Indeed, we saw few overtakes in Andalusia, and Fabio Quartararo spent much of the Bagnaia distance race where his front tire wouldn’t be so badly affected by the hot air coming from the Ducati.

As one rider closes in on another, front tire pressure increases. This had dramatic effects on, in particular, Fabio Quartararo in the past. At Sepang in 2019, Aragon in 2020, and even Aragon last year, Quartararo’s race was conditioned by being behind other drivers, which meant he was unable to handle the temperature and pressure. front tyres, which meant he couldn’t turn the bike.
It therefore makes sense that teams try to reduce front tire pressure as much as possible, not only to increase contact patch and therefore grip, but also to try to minimize the effect of increased tire pressure. .

And how much should a team lower the pressure? The answer is the same as any other competitive engineering question: as much as they can get away with.

The Oxley’s Motor Sport Magazine article reveals that MotoGP teams have a “gentleman’s agreement” with the MSMA and Michelin not to release details of any breaches of tire pressure regulations. These regulations exist to try to ensure that MotoGP tires are not run dangerously low by teams, as too low pressure can lead to tire failure.

It is also shown in the article that Francesco Bagnaia, the winner of the MotoGP race from Jerez, was one of the riders to exert illegal pressure in the race. The regulations state that a rider must not be below the pressure limit for more than 12 laps of a race, but Bagnaia remained below for all 25 laps. Fellow Ducati rider Jorge Martin was under for 24 of 25 laps and, given that he crashed while in the group on lap one, that might not be such a leap to suggest that the lap where he was over the tire pressure limit was the one in which he crashed.

Alex Rins only exceeded the minimum tire pressure for 11 laps. The Suzuki rider lost the front end at turn 11 on lap nine, after which he almost rode alone. After his gravel excursion, Rins’ pace picked up for a few laps, before tire wear started to play a part, and he probably started to realize he wasn’t going to score. dots. Maybe it was only the first 11 laps where Rins’ tire pressure was above the limit, and once he got out of the hot air he started to cool down and the pressure started to drop.

In the end, it’s hard to say, and, as Oxley’s source told him, there’s no way to go back and change the results of old races where the ” gentleman’s agreement” was in place, because you would end up having to reassign race wins, podiums, and championships years after the fact. Therefore, there is also no possibility of penalizing Bagnaia for their victory in Jerez.

However, it is clear that the situation must be resolved. In WorldSBK, riders are randomly selected for a tire pressure check on the grid before each race. Anyone below the minimum limit must go to the pit lane, legalize the pressure and start from the back.

This is a story that is likely to continue until the regulations are properly applied by the FIM. Until they are, it becomes difficult to take everything we see in MotoGP particularly seriously.

“Spying in MotoGP is fundamental” – Oscar Haro Sat, 07 May 2022 13:52:05 +0000

Being a highly competitive and technological environment, constantly changing, everyone has their secrets in MotoGP, while rivals try to decode them with all the information that can be collected on a regular and legal basis – including a certain amount of espionage in track.

Oscar Haro, who until last year was LCR Honda’s sporting director, made no secret of the fact that spying was part of it, as he told Nico Abad’s Twitch: “Spying in MotoGP is fundamental. We have people on the track with a videometer, which is a machine that records the passages of the turns of the guys as Marc Marquez says. Marc said that they had to follow two riders who were champions of the world and needed to know what their bike was doing.

The Spaniard continued: ‘As Marc arrives in the stand, Takeo [Yokoyama] do we ask ourselves: how is the Yamaha doing? Where is the best Yamaha? How is the Yamaha better?

On more than one occasion, Marquez has been seen trying to follow the wheel of other riders, and Haro explained the motivations of the six-time champion: ‘When Marc Marquez gets behind Fabio [Quartararo] it is because he knows that he or [Francesco] Bagnaia will win the race. It’s taking information for Takeo and Marc says “they brake here, they stop here, or they duck there, and I can’t do it”. It’s important and it’s inside information. Marc takes the wheel to study, and sometimes he saves time.

Leopard Racing interested in replacing Suzuki in MotoGP Thu, 05 May 2022 16:40:37 +0000

On Monday, broke the explosive news that Suzuki would be leaving MotoGP at the end of the season in a decision it only communicated to the race team the same day during post-race testing. in Jerez.

An official announcement was expected on Tuesday, but did not materialize.

Instead, Dorna Sports – owners of MotoGP – released their own statement saying that Suzuki could not decide to leave the series on its own as it is bound by a contract until the end of 2026 with the rest of the team. builders.

Dorna also noted that she had “a high level of interest” from independent teams and official factories to join the grid if the opportunity presented itself.

Leopard – a Moto3 title winner with Danny Kent in 2015, Joan Mir in 2017 and Lorenzo Dalla Porta in 2019 – has been keen to join the MotoGP grid in the past, and once again reiterated that desire for Autosport on Thursday at a private Moto3 and Moto2. trial in Barcelona.

“We will see how the situation develops, there is a contract at stake and I don’t think Suzuki can leave like this because he has a signed contract until 2026,” said Leopard boss Christian Lundberg.

“We will see, but if a place becomes free and God willing, they [Dorna] give it to us, we will be very happy.

“The whole paddock knows that we are absolutely interested and that we will try to take this step, but there is still a long way to go before that can happen.

Read also :

Alex Rins, Suzuki MotoGP Team

Picture by: Dorna

If Leopard gets the green light to move to MotoGP, Lundberg says it will be in partnership with Aprilia.

“I think the only option would be to do it with Aprilia because, in my opinion, Dorna must somehow reward the only manufacturer on the grid who has only two bikes, and today all the bikes are very competitive.” he added.

“So it would be very good for us to work with Aprilia, plus we are a half-Italian team and it would be easier than working with the Japanese, I think that would be the best option.”

At the Spanish GP weekend, Aprilia CEO Massimo Rivola told he was ready to field a satellite team if the right offer came along.