Scott Jones

Risk vs Reward: Is Motocross Too Dangerous For MotoGP Riders?

Andrea Dovizioso at the 2020 Qatar MotoGP test - Photo by Rob Gray, Polarity Photo

66 million years ago, an object somewhere between the size of Mt. Everest and the country of Luxembourg (or the island of Puerto Rico) slammed into what would become the Yucatan peninsula in Mexico at a speed of 20 kilometers per second, or 72,000 km/h. The impact that an asteroid of that size moving at that speed made was unimaginably vast: scientists estimate that the energy released was around 100 million times that produced by Tsar Bomba, the most powerful hydrogen bomb ever built. The devastation that impact caused, helped along by wide-scale volcanic eruptions and climate change, killed a large percentage of life on earth, wiping out virtually all land and amphibian species larger than 25kg in body weight.

It could happen again. Objects from outer space hit the earth with alarming regularity. 50,000 years ago, a nickel-iron meteorite 50 meters across struck Arizona, creating the aptly named Meteor Crater. In 1908, a slightly larger object exploded a few kilometers above the forests of Siberia, near Tunguska, flattening 80 million trees. And in 2013, a 20 meter object lit up the skies above Chelyabinsk in Russia, eventually detonating some 30 kilometers up. The ensuing explosion and shock wave destroyed windows and damaged buildings in an area a hundred kilometers long and tens of kilometers in length.

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The Brains Behind The Bikes, Part 2: Andrea Zugna On Practical Experience vs Data, Working With The Greats, And The Will To Win

Data: this is the information which engineers try to mine in pursuit of ever more performance

In the first part of the interview with Andrea Zugna, the former Honda and Yamaha engineer told the story of how he came to MotoGP, brought in by former Yamaha racing boss Masao Furusawa. Zugna talked about the different roles he played at Yamaha. And he gave an engineer's view of the MotoGP technical regulations, and rules in general.

At the end of 2009, Zugna left Yamaha to join Honda. As Head of Performance at HRC, his role expanded to include the entire bike, and not just the electronics. "In general, performance analysis is where you look at the whole package - rider, bike, tires and everything - and you try to figure out where to work, what works and what doesn't, and so on," Zugna explained.

"I think now every company, every manufacturer has kind of a performance analysis group, also because we are at the point of refinement where you don’t make big steps. It’s more about refining, analyzing deeply and so on. So objective numbers are getting more and more important. But, at that time in 2010 it was just starting," the Italian told me.

Things have changed a lot over the last decade, however. "Now, maybe ten years later, it’s common practice. Not only in MotoGP - you have data science, whatever, machine learning, cloud computing… all these terms that are now normal, weren’t ten years ago. So maybe that was more of a general process in how you tried to get the maximum out of the data you had."

An ocean of data

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From Conflict To Collaboration: How The COVID-19 Crisis Reconciled The MSMA

Once upon a time, the manufacturers reigned supreme in MotoGP. The MSMA – the Motorcycle Sports Manufacturers' Association – determined the shape of the premier class. In the early years after Dorna secured the rights to promote Grand Prix motorcycle racing, the MSMA negotiated a monopoly over the technical regulations in MotoGP.

The rules in MotoGP are made in committee, the Grand Prix Commission, containing representatives of the four parties with an interest in the sport: Dorna as promoter, the FIM as sanctioning body, IRTA representing the teams, and the MSMA on behalf of the manufacturers. While the sporting and other rules are voted on by majority, the MSMA controlled the technical rules.

In the early years of the MotoGP era Rule changes proposed unanimously by the MSMA were adopted automatically, and the MSMA retained a veto over rules put forward by the other members of the GPC. It was the MSMA who asked for the switch from two strokes to four strokes, and the MSMA who insisted on reducing the capacity from 990cc to 800cc in 2007, when concerns were raised over the speeds of the bigger bikes.

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2010 – 2019: MotoGP's Long Decade Of Change, And What It Means For The Future

2020 sees the start of a new decade (convention has it that decades are zero-based, going from 0-9, so please, numerical pedants, just play along here), and if there is one thing we have learned from the period between 2010 and 2019, it is that a lot can change. Not just politically and socially, but in racing too. So now seems a good time to take a look back at the start of the previous decade, and ponder what lessons might be learned for the decade to come.

It is hard to remember just how tough a place MotoGP was in 2010. The world was still reeling from the impact of the Global Financial Crisis caused when the banking system collapsed at the end of 2008. That led to a shrinking grid, with Kawasaki pulling out at the end of 2008 (though the Japanese factory was forced to continue for one more season under the Hayate banner, with one rider, Marco Melandri), and emergency measures aimed at cutting costs.

The bikes entered in the 2010 MotoGP season

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MotoMatters.com Subscriber January Prize Draw: Win A Honda RC213V-S Press Pack & Marc VDS Calendar

There are many benefits to supporting MotoMatters.com with a subscription: access to our exclusive interviews and background articles, full-size photographs by our ace snappers such as CormacGP and Scott Jones, and perfect marriage of full-sized technical close-ups by Tom Morsellino with explanation by Peter Bom.

From this year, there is another benefit: all of our paying subscribers will be entered into our prize draw, where they can win a range of MotoGP-related goodies. The draws will be held once a month, with winners drawn at random from among active subscribers.

To kick things off, we have two grand prizes for subscribers. First prize is an exclusive object indeed: the media pack handed out at the official launch of Honda's RC213V-S street bike at the Barcelona round of MotoGP in 2015.

Honda RC213V-S press pack cover

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2017 MotoMatters Calendar Update - Yes, There Will Be One, But It Is Late

We have had a lot of people asking us over the past few weeks whether we will be producing our usual 2017 MotoMatters.com Motorcycle Racing Calendar. The good news is that the answer is yes, we will. The bad news is that we are running badly behind in production, meaning it will not be ready in time for Christmas. 

The current plan is for printing to start in the next few days, but that will probably mean it will not be ready to be shipped in time for Christmas. We do hope to be able to ship in time for the start of the new year. As soon as we have a production date, we shall put the calendar on sale on the website. 

2017 MotoMatters calendar, back cover

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Scott Jones Valencia Testing Loveliness - Part 1


There was a lot of interest in the Ducati garage at Valencia. With good reason


Dani Pedrosa was one of the few riders who wasn't wearing neutral leathers. It was very nearly different


The Marc VDS riders got the same chassis Cal Crutchlow has been using all year. It made a huge difference. Jack Miller was a lot quicker

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