IRTA

Ezpeleta's Vision: Cost-Limited Racing, In Both MotoGP and World Superbikes

The Philip Morris-sponsored Wrooom event is not just the event at which Ducati launches its MotoGP season, it has become the de facto kick off to the MotoGP season as a whole. With an important section of the international media present, Dorna CEO Carmelo Ezpeleta inevitably seizes the opportunity to talk to the press about his view of the season ahead, and where necessary, of the future beyond that.

Back to top

Things MotoGP Can Learn From F1: Part 1 - The Business Symposium

Since the global financial crisis struck back in 2008, MotoGP's primary focus has been on cutting costs. These efforts have met with varying success - sometimes reducing costs over the long term, after a short term increase, sometimes having no discernible impact whatsoever - and as a result, the grids in all three classes are filling up again. Further changes are afoot - chiefly, the promise by Honda and Yamaha to supply cheaper machinery to private teams, either in the form of production racers, such as Honda's RC213V clone, or Yamaha's offer to lease engines to chassis builders - but there is a limit to how much can be achieved by cutting costs. What is really needed is for the series to raise its revenues, something which the series has signally failed to do.

In truth, the series has never really recovered from the loss of tobacco sponsorship, something for which it should have been prepared, given that it had had many years' warning of the ruling finally being applied. The underlying problem was that the raising of sponsorship had been outsourced and the marketing of the series had been outsourced to a large degree to the tobacco companies, and once they left - with the honorable, if confusing, exception of Philip Morris - those skills disappeared with them. There was nobody left to try to increase the amount of money coming into the sport.

To their credit, Dorna have tried to address this issue, even going so far as to organize a sponsorship symposium with the teams last year. Unfortunately, it was far from a success, with one attendee being particularly scathing about it when asked for his impressions. And because of the scarcity of sponsorship, Dorna has the regrettabe tendency to regard itself in competition with the teams trying to bring sponsors into the series, rather than working in concert with them to raise the total income and reduce the dependence of the teams on Dorna subsidy.

Back to top

2014 MotoGP Rules Announced: Spec ECU Introduced, Spec Software Creates Two Classes Of Entry

After an almost interminable period of discussions and debate, agreement has at last been reached over the technical regulations to be applied in MotoGP for the 2014 onwards. The agreement has been a compromise, with both sides of the argument being given something to satisfy them.

The new rules see the introduction of a compulsory spec ECU and datalogger, and the ECU now acts as a divide between the two classes of teams in the paddock. MSMA members will be allowed to use their own software for the spec ECU, but the punishment for doing so will be a reduction in the fuel limit from 21 to 20 liters for a race. Teams electing to use the spec software supplied by Dorna will be allowed 24 liters. The MSMA members will also be limited to 5 engines a season, while the rest will be allowed 12 engines. The reduction in fuel and engines was made at the request of the factories, to give themselves an engineering challenge to conquer.

Back to top

The ECU Endgame: Will MotoGP Survive The Motegi MSMA Meetings?

This may very well turn out to be the biggest week in MotoGP since the decision to replace the two stroke 500s with large capacity four stroke machines. This week, Dorna CEO Carmelo Ezpeleta is set to have meetings with each of the MSMA members at Motegi, to hammer out once and for all the technical basis for the 2014 season. If they succeed, the ground will be laid for a set of technical regulations which can remain stable for the long term, the goal being at least five years. If they fail, then one or more manufacturers could leave the series, reducing the number of factory bikes on the grid and potentially removing two of MotoGP's top riders from the grid. There is much at stake.

Back to top

MotoGP Rule Changes As Expected: Rookie Rule, Single-Bike Scrapped, But Restrictions On Factory Bikes Introduced

Much was expected of this Friday's meeting of the Grand Prix Commission, but in the end, the decisions taken were relatively minor. Dorna, IRTA, the FIM and the MSMA agreed on a number of proposals which had widely been expected, but made no real progress on the major rule changes expected for the 2014 or 2015 season. 

The rule change with the biggest immediate impact was the dropping of the Rookie Rule, as we reported during the Silverstone round of MotoGP. The dropping of the Rookie Rule, which prevents new entries into the MotoGP class from going straight to a factory team, opens the way for Marc Marquez to join the factory Repsol Honda team next season. Contrary to popular opinion, however, the rule was not dropped at the request of HRC, but rather of the Honda satellite teams themselves, both Lucio Cecchinello and Fausto Gresini fearing the disruption that Marquez would bring for just a single year.

Back to top

MotoGP Rules Tweaked: Testing Restrictions Ended, 9 CRT Entries Accepted, Minimum Weights Increased

MotoGP's rule-making body, the Grand Prix Commission, adopted a number of changes to the MotoGP rules in a meeting on Wednesday. As expected, the testing restrictions were dropped, now to be limited by tire allocation. Other changes adopted include an increase in the minimum weight, the introduction of rear-facing red lights to be carried in wet conditions, a slight tweak to the 107% qualifying minimum time, and explicitly granting authority to impose penalties on event organizers. The GPC also considered the entry list for the 2012 MotoGP season, and accepted 9 CRT entries, along with 1 reserve CRT entry.

Back to top

CRT FAQ: Everything You Always Wanted To Know About The Claiming Rule Teams, But Were Afraid To Ask

The introduction of the Claiming Rule Teams has caused a massive wave of confusion among MotoGP fans, and left then with a host of questions. Below, we attempt to answer most of the questions that race fans have about this new category of bikes, as well as addressing how it came to be created in the first place.

What on earth is a CRT?

CRT stands for Claiming Rule Team, and is a new category of entry in the MotoGP class. They will run alongside the normal factory and satellite MotoGP bikes (now officially classified as "factory prototypes" regardless of whether they are being run in a factory team or a satellite team), and be subject to slightly different rules.

What are the rule differences between the CRTs and the factory prototypes?

The CRT entries will be allowed more fuel and more engines: while factory prototypes will have 21 liters of fuel and be allowed to use 6 engines in 2012 (just as in 2011), the CRT entries will be given 24 liters of fuel to last a race, and have 12 engines for the 2012 season. Because of these advantages, existing manufacturers (Honda, Yamaha or Ducati) will be allowed to claim engines from CRT entries.

What does "claiming an engine" mean and how does it work?

Back to top

MotoGP Testing Restrictions Lifted, Brake Protectors Compulsory As GPC Tweaks MotoGP Rules

The testing limits imposed as a cost-cutting measure in MotoGP have finally been lifted. At the meeting of the Grand Prix Commission in Valencia, MotoGP's rule-making body dropped the rules limiting testing to non-contracted riders outside of MotoGP's official tests, and allowed contracted riders (e.g. any rider currently racing in MotoGP) to ride the bikes at private tests. The GPC accepted the argument put forward by Ducati that testing is already limited by the number of tires available, and that restricting testing to test riders did little to cut costs, as the factory riders were being paid anyway.

Back to top

The 2012 MotoGP Revolution: Part 3 - Politics, Or Dorna vs The MSMA

In part 1 of this series, we discussed the new 1000cc rules for 2012, especially those for the so-called Claiming Rule Teams, the privateer teams which will be allowed to use engines from production bikes if they so wish. In part 2, we discussed Infront Motor Sports' objections to those new rules as organizers of the World Superbike series, and why their objections are likely to fail. In part 3, we turn our attention to the reasoning behind these new rules, the politics which surround them, and the circumstances which have served to put the changes into high gear.

Carmelo Ezpeleta, CEO of Dorna, is one of the most vilified men among many fans of MotoGP. He is blamed for the many changes that have altered the face of MotoGP, not least for killing off the 990s and bringing in the 800s, which have robbed the sport of so much of its spectacle. Ezpeleta gets the blame for each new rule change, charged with fiddling while Rome burns.

But those accusations have absolutely no basis in fact. Ezpeleta is innocent of almost all of the crimes that he is charged with over the rule changes, as almost every one of those changes were at the direct request of the manufacturers, while Dorna and IRTA, the organization that represents the teams, have done their best to mitigate the damage done by the factory-imposed rules.

Back to top

Pages

Subscribe to IRTA