The nose section of the Ducati fairing
Peter Bom: This is a great view of the inside of the nose section of the fairing. This is the air intake, which channels the air from the point of highest pressure at the nose, then channels it around the steering head and into the airbox, and from there into the engine.
Ducati swingarm and wheel cover bracket
Peter Bom: This is the rear end of the Ducati swingarm, with the bracket for the aerodynamic wheel cover attached to the chain tensioner. Above the bracket and at the end of the swingarm, we can see an accelerometer. The data from this accelerometer is probably being used to tune the mass damper in the GP19's 'salad box' to match the circuit and the tires being used.
It is always hard to tell where things stand in MotoGP on a Friday. The track is green, riders are working through the tire allocation to assess the best choice, factories with new parts will send the riders out to test them, to get feedback in the least important part of the day. Teams are still working through their checklist of ideas, some of which won't work, but having crossed an idea off the list, that can send the rider in the right direction. Or not.
It is even harder at a track like Brno, where a lap takes the best part of two minutes to complete. For a race which is 21 laps long, six laps counts as a long run during practice. Trying to assess race pace from six laps during FP2 is a very tricky proposition indeed. And as FP2 is usually the session where new parts are tested – the idea is, first establish a baseline with your existing setup, then put the new parts on to try at the end of FP1 or sometime during FP2 – that makes identifying patterns even more difficult.
What we did learn is that the Brno track is incredibly bumpy, more bumpy than it has been in the past. There are bumps at some crucial points in the track: Turn 3, the left hander at the end of the short back straight. Turn 8, in the stadium section. The chicane of Turn 11 and 12 and up the hill. Turn 13, the first corner of the final chicane before the finish straight. Complaints were shared equally, but opinions were divided on whether the track was becoming unrideable.
The frame on one of Valentino Rossi's Yamaha M1s
Peter Bom/David Emmett: At both Assen and the Sachsenring, Valentino Rossi had two different frames on each of his Yamaha M1 bikes. One with a weld on the frame, one without (below). According to Maio Meregalli, the two frames are identical except for the weld (which is present, but has been ground down). This changes the flex a fraction, and gives a very slightly different feedback. At Assen, Rossi only used the frame with the visible weld.
Note also the rubber band being used as a brake lever return spring. Rossi is now the only rider using a rubber band instead of a steel spring, something which used to be common but is now rare. The spring/rubber band is there to give the riders enough resistance, a 'good' rear brake feels quite heavy. The spring is available in a variety of spring rates or stiffnesses (see the color at Honda), and the preload can be adjusted as well. No such nonsense with this old-school rubber band on a multi-million dollar racing motorcycle.
Switchgear on Johann Zarco's KTM RC16
Peter Bom/David Emmett: Color-coded buttons (with labels) on the left handlebar of Zarco's KTM, green for traction control (TC), red for engine brake (EB), colors chosen for self-evident reasons. The thumb lever with the N on it below the handlebar is used for engaging neutral. You do not want to engage neutral while on track, so it is locked out and impossible to engage during normal riding. The position of this lever varies per rider: Zarco is not using a thumb brake, so can mount it on the left handlebar.
Triple clamp and left and right handlebars on Johann Zarco's KTM RC16
Peter Bom/David Emmett: ' There is a lot to see here. On the right handlebar, Zarco has two buttons, again color-coded. The blue button (LC) is for launch control. What the green button (CE) is for is not clear, though the most likely explanation is either the engine kill switch or the pit lane limiter.
Note the slotted top triple clamp. That is one way of managing flex, something which Yamaha also uses. Look carefully at the small locking bolts running in the slots behind the triple clamps. This is a way of ensuring the two handlebar clipons are in exactly the same position on each side.