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2016 Valencia Saturday Round Up: Making Lorenzo's Departure Bearable

2016 has been a strange year. New tires have made teams have to gamble much more on set up. New electronics have drawn the teeth of Honda and Yamaha, making it easier for Ducati, Suzuki, and to a lesser extent, Aprilia to catch up. The wet and wild weather has made it even more difficult to get set up right, with session after session lost to the rain. A wider range of competitive bikes has upped the level of competition even further. So we enter the final race of the year having already seen nine winners, and with dreams of a tenth.

That seems vanishingly unlikely. The three riders on the front row at Valencia have won ten of the seventeen rounds, with two more winners on the second row, and other two on the third row. At a track like Valencia, with so few passing opportunities, it is hard to see how a rider who hasn't won yet can make their way past the previous winners to claim victory. They will not get any assistance from the weather – the forecast looks steady and constant, not particularly warm, but dry and sunny. The only way to win the Valencia round of MotoGP is the hard way.

And then there's Jorge Lorenzo. The Spaniard has been up and down all season, at the tender mercies of available grip levels and the nature of the tires Michelin have brought to the races. At Valencia, everything has fallen into place. The rear tire Michelin have brought uses the more pliable carcass which was also available at Brno and Misano. The new profile front tire the French tire maker has brought is stronger in the middle of the corner, which plays to Lorenzo's strengths. And boy, is Lorenzo strong at Valencia.


The timesheets told the tale even before qualifying began. Marc Márquez was fastest in both FP3 and FP4, but that was not necessarily a fair reflection of the standings. In FP3, Lorenzo did not bother pushing for a single fast lap, confident his race pace would get him through to Q2. Instead of coming in for new tires, Lorenzo stayed out for a long twelve-lap run. In FP4, he did another long run, with metronomic consistency. The rest of the field had been warned.

If he was strong in practice, during qualifying, Lorenzo was absolutely indomitable. When he took pole in 2015, Lorenzo called it a perfect lap. On Saturday, the Movistar Yamaha rider posted three laps under his 2015 time, one on each of his three runs. It turns out there is a level above perfect, and Lorenzo showed just what it was at Valencia. "Today, I was inspired," he told the press conference. "Everything I tried worked."

It was visible from the side of the track. Whichever corner I watched Lorenzo from the side of the track, he looked like the Lorenzo of old. Completely in charge of the motorcycle, smooth as butter, fast as lightning. Lorenzo has historically been fast at Valencia, and there are no indications he will be anything but fast on Sunday.

Beware of the Marquez

Can anyone stop him? Aleix Espargaro believed that someone can. "I think Marc is the strongest guy regarding the pace," the Suzuki rider told us. "Stronger than Jorge, but the difference is not huge." Márquez' run in FP3 was formidable, clearly quicker than Lorenzo's, but Lorenzo had the upper hand again in the afternoon. The Repsol Honda rider had also made life difficult for himself, by losing the front in FP4 and damaging his preferred bike. "For some reason this weekend I feel much better with that bike that I crashed than the other bike," he told the press conference. Stacking it in FP4 meant he did not have it in qualifying.

That does not mean he did not give it his all. Márquez pushed a couple of times, and was quick in the first couple of sectors. But the last part of the track is where the Yamaha really shines. In the first three sectors of the track, from the starting line round to Turn 11, Márquez was give up just over a tenth of a second. In the final sector, the run into Turn 12, then the long left of Turn 13, before the tight final corner and the run onto the straight, Márquez was losing over two tenths. That was the part of the track where Lorenzo beat the Hondas last year. The same outcome looks likely in 2016.

Valentino Rossi starts his race from a very different position to last year. In 2015, Rossi had been forced to start from the back of the grid, despite being quick during practice. This year, Rossi starts from the front row, alongside the two rivals he accused of stealing the championship last year. Rossi's pace looks to be a little off the pace of Márquez and Lorenzo, but this is Valentino Rossi. The Italian is always impressive on Friday and Saturday, but it is only on Sunday that he finally unleashes the beast. If Rossi gets away with the front early, he is in with a chance.

Dark horses

If there is one rider who can challenge the front row men on Sunday it is Maverick Viñales. The Spaniard has shown impressive pace on the Suzuki all weekend, and is pretty much on pace with Rossi at least, and maybe even faster. The Suzuki is very strong around Valencia, the tight corners playing to the strengths of the GSX-RR. Both Viñales and teammate Aleix Espargaro have been impressive, though Espargaro managed to crash out as he pushed for a final fast run. Conditions are ideal for the bike: cold weather gives them grip, and the many tight flowing turns mean that Viñales and Espargaro can use the sweet handling nature of the bike to maximum effect.

There are two Ducatis up front too, though neither Andrea Dovizioso nor Andrea Iannone were under any illusions of being competitive. They had managed a fast single lap, but consistent pace was a little harder. Valencia is tough on the Ducati, despite the fact that the bike is much improved this year. The bike is still not turning as well as it should mid corner, an issue at a track like Valencia where the bikes spend do much of their time on their sides.

Andrea Dovizioso learned in qualifying that he will be needing the soft front tire for the race on Sunday. Normally, he explained, you need support from a stiffer tire during qualifying and the race. But the hard front that had appeared to work so well during FP4 did not withstand the comparison with the soft front during qualifying. Braking stability was acceptable, but the grip was so much better. Sometimes it takes an experiment to uncover the truth.

Round rubber throwing it all away

FP4 showed a lot of riders that the hard front was not the right tire. There were seven crashes on Saturday, four of which were during FP4. Of the eight crashes throughout the weekend at Valencia, seven of them had been with the hard front tire. Turn 10, especially, was treacherous, the front letting go almost without warning once you started to push.

Tire choice is going to be key for the race, both front and rear. The hard tires at both ends of the bike have plenty of endurance, but lack the early speed needed to keep up with anyone who fits a soft rear from the start. There are some factories which will still be using the soft, however, and trying to manage their tires in the second half of the race. Thirty laps is a long time around Valencia, and the soft tire will have to be pampered to make it to the finish line.

The other team objects

Jorge Lorenzo looks like fitting the soft front and soft rear, as is his want. Valentino Rossi is yet to decide on the soft or the hard rear, though he too will probably use the soft front. At Honda, the riders have surprised their engineers by managing to run the soft front tire, in preference to the hard. Braking stability is not the issue they had feared, and the softer rear makes the bike easier to manage. There will probably be a good mixture of tires on Sunday afternoon, much of which will depend on the weather. That looks like being stable, but this is 2016, and anything can happen.

Even KTM had reason to celebrate after qualifying. The Austrian manufacturer had made up a lot of ground from the first day to the second, gaining nearly a whole second on the times they had set on Friday. They had made a step with the set up, and used the softer tires to help the bike turn. Mika Kallio was somewhat surprised, expecting to fnd a project that was some way off the pace.

The improvements which the KTM had made were clearly visible from trackside, the bike more stable on corner entry, and not losing quite so much on corner exit. The improvement had come in no small part by ditching the harder rear tire in favor of the soft one. Whether the rear would last for 30 laps was still not sure, but at least Mika Kallio would in among the tail enders, and fighting for points. KTM were obviously pleased, project leader Sebastiann Risse said afterwards. Kallio was greeted like a conquering hero by the KTM staff which thronged the garage for MotoGP.

Will we see winner number 10 on Sunday? Given stable weather, the answer is probably no. But this is 2016, and if there is one thing we have learned it is that anything could happen. Don't bet on anything for Sunday. Reality is likely to intervene, as it has so often this year.

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Subscriber Feature: 2006 vs 2016 - Did Mugello Cost Rossi The 2016 Title?

In two races, Valentino Rossi has cut his deficit to Marc Márquez by 35 points. He now trails the Repsol Honda rider by 42 points. All of a sudden, Márquez' lead in the championship looks a good deal less dominant, despite the Spaniard already having wrapped up the 2016 title at Motegi. Márquez' crashes at Phillip Island and Sepang have kicked off a whirlwind of "what ifs" among Valentino Rossi fans. The elusive tenth title suddenly seems a good deal closer than it was four or five races ago.

The one "what if" on the tip of fans' lips is the engine blow up at Mugello. The two Movistar Yamahas had a small but comfortable gap over Marc Márquez, and Rossi was clearly stalking Jorge Lorenzo. It was a matter of when, not if Rossi would pass his teammate. But on lap 8, Rossi's engine let go, just as Lorenzo's had in the morning. He was out of the race, and went from trailing Márquez by 7 points to being 27 points behind the Spaniard. Had Rossi won at Mugello, he would have gained 29 over Márquez (25 for the win, plus the 4-point differential between second and third for Márquez). That would have given the 2016 title a very different aspect.

Was Mugello the moment that Valentino Rossi lost the 2016 MotoGP championship? As tempting as it might be to say yes, it is a mistake to pinpoint a loss on a single result. There are 18 races in a year, and each one is so filled with incidents and events that have the potential to change the flow of a championship that singling out a particular race fails to do justice to the richness and complexity of each season. The best proof of that thesis comes in the 2006 MotoGP championship, when Valentino Rossi lost the title to Nicky Hayden by just 5 points.

One hand on the title

As the clouds of yellow smoke from the fireworks celebrating the 2006 season finale dissipated, Rossi fans immediately started trying to explain the Italian's loss. Hayden had been consistently on the podium almost all year, but had only two victories to his name. Rossi, on the other hand, had won five races, and yet still come up 5 points short. He had mounted an epic comeback from midseason, trailing Hayden by 51 points after Laguna Seca. He had cut that deficit to just 12 points before the penultimate race of the year at Estoril, and with two races to go, was the clear favorite to have staged the greatest championship comeback of all time.

This is part of a semi-regular series of insights into the world of motorcycle racing, exclusive for site supporters. The series will include background information, in-depth analysis, and opinion pieces. Though the vast majority of content on is to remain free to read, most notably the daily round ups at each MotoGP event, a select amount of content will be made available solely to those who have taken out a subscription.

The aim is to increase the number of site supporters and be able to move away from online advertising altogether, a model which is broken, as the rise of ad blockers demonstrates. Adding exclusive subscriber content adds value for site supporters, in addition to the desktop-sized versions of Scott Jones' photos for the site. The hope is that this will persuade more of our regular readers to support financially, and help us grow and improve the site. 

If you would like to become a site supporter, you can take out a subscription here. If you are already a subscriber, you can read the full feature comparing the lessons of Rossi's 2006 championship to 2016 here.


Scott Jones Shoots Sepang - Part 2

Is Maverick the next big thing? In the dry, yes. In the wet, not so much

Spare bikes wait in pit lane, just in case

Aleix Espargaro, painting it black

Pecco Bagnaia - his outstanding form on the Mahindra speaks of big things to come in Moto2

Constant companions

Steel or carbon? Sepang is probably the only track in the world you can use both

The Dynamic Ducati Duo

This is what power looks like: Livio Suppo (left) talks with HRC boss Shuhei Nakamoto

Damp Sepang skies

Do not adjust your set. Johann Zarco celebrates his Moto2 title

The MotoGP race started wet, and that kept it close

A home race for Malaysian riders Ramdan Rosli and Hafizh Syahrin means they get to celebrate with the marshals

Moto3, in a nutshell

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Scott Jones Shoots Sepang - Part 1

Sepang weather in a nutshell

Two-time winner Cal Crutchlow is quick again at Sepang

The Suzuki is fast, Maverick Viñales is faster. Candidate for a win on Sunday

Grip - the new Sepang surface has it, so Lorenzo has confidence

Mixed conditions makes for weird combinations: carbon disks with full wet tires

Marc Marquez skipped Friday afternoon, forced to spend it cloistered with his, erm, thoughts

Iannone is back, and Iannone is fast

Dovizioso - like a duck to water

Fast and slow

The Lorenzo-Michelin relationship is a lot happier at Sepang

Alvaro Bautista is getting better and better along with the Aprilia RS-GP

Fast, even when sick

Some perspective from Turn 3. It's a big place, is Sepang

Nails dream they could be as hard as Bradley Smith


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Suzuki, Honda, Ducati Punished For Riders Missing Autograph Sessions

At the beginning of the year, much was made of the addition of rules governing rider behavior to the Sporting Regulations section of the FIM MotoGP rulebook. That gave the newly instituted panel of FIM Stewards, who oversee all disciplinary measures, the power to punish riders and teams for a range of activities related to the promotion of the series. The biggest worry was caused by section, which threatened punishment of riders who made public pronouncements considered harmful to the championship.

The first punishments under these new rules have been handed out, and those punishments make it clear that Dorna's main target is to prevent riders from skipping their promotional obligations which the teams commit to as part of their contract to compete in the series. At Sepang, the factory Suzuki, Honda and Ducati teams were all issued fines for their riders either missing or being late to autograph signing sessions.

Repsol Honda came off lightest. Marc Marquez missed the autograph signing session on Friday due to illness, the Spaniard still suffering with gastroenteritis. Because Honda did not notify Dorna of this, they were given an official warning. Ducati were fined €250 for having both Andrea Dovizioso and Andrea Iannone turn up to the session late. And Suzuki were fined €500 for Aleix Espargaro not attending at all.

Just how seriously this will affect the teams is open to question. With factory budgets in the tens of millions of euros, a fine of few hundred euros will barely register. It will, however, act as a signalling mechanism to other riders, especially younger riders, of the behavior expected of MotoGP stars. We shall have to wait and see how this plays out in the future.

The notification of sanction from Dorna is shown below:

FIM MotoGP Stewards Panel Notification of Sanction: Ducati Team, Repsol Honda Team, Team SUZUKI ECSTAR

Repsol Honda Team, who did not notify Dorna/IRTA of MotoGP Rider Marquez being unavailable to attend the compulsory Autograph Session due to illness. They received Official Warning.

Team SUZUKI ECSTAR because their rider Aleix Espargaro did not attend the compulsory Official Autograph Session.They were imposed a fine of 500 Euros.

Ducati Team because their riders Dovizioso and Iannone arrived at the compulsory Autograph Session at 11:45, 15 minutes after the beginning of the session. They were imposed a fine of 250 Euros.


Iannone Back, Aoyama In At Sepang

After missing the last four races due to injury, Andrea Iannone is to make a return to the Factory Ducati team. Iannone had fractured his T3 vertebra in a practice crash at Misano, and was ruled out of the race. Since then, Iannone has been forced to miss the MotoGP rounds at Aragon, Motegi and Phillip Island. 

At Aragon, Iannone was replaced by official test rider Michele Pirro, but Pirro was unable to race at the overseas circuits as he had important test work to do for Ducati, getting the Desmosedici GP17 ready for Jorge Lorenzo, who will get his first chance to test the bike at Valencia, after the last race of the season. After Casey Stoner turned down the opportunity, Hector Barbera was promoted from the Avintia squad to take over Iannone's bike, while Australian Mike Jones stepped in to replace Barbera at Avintia.

The absence of Iannone generated speculation that the Italian would not return again for Ducati. Iannone's injury is serious enough to require a lengthy rehabilitation, and the Italian is leaving Ducati at the end of 2016 to join Suzuki, forced out to make way for Jorge Lorenzo. There have been credible reports that the relationship between Iannone and Ducati has deteriotated since the Italian was told that Ducati had chosen to keep Andrea Dovizioso over him.

Even before then, there had been problems with Iannone, caused in no small part by Iannone's behavior on track. Ducati did not respond well to Iannone putting an impossible pass on Dovizioso at Argentina, and taking the pair of them out of a certain double podium. There are indications that Ducati is none too pleased with Iannone's work ethic. Media engagements have been missed, and at tests, Iannone is rumored to have done the bare minimum number of laps.

Iannone's return puts at least some of those rumors to bed. The Italian is still not 100% fit, but will at least attempt to ride. The expected poor weather may help Iannone, making it less physically demanding to ride in Malaysia. With two weeks after Sepang until Valencia, he should be in much better shape for the last race of the year.

While Iannone makes his return, Dani Pedrosa will still be absent. The Repsol Honda rider crashed heavily at Motegi, breaking his right collarbone and fibula, and, he revealed in his blog on the Repsol website that he also broke a metatarsal bone in his foot. Pedrosa is recovering well after surgery, and is working towards being fit for Valencia.

With Pedrosa out, HRC test rider Hiroshi Aoyama will once again step in for Pedrosa, just as he had done at Motegi. Nicky Hayden, who had stepped in for Pedrosa at Phillip Island, is otherwise engaged, racing in the last WorldSBK event of the season at Qatar. Whether Hayden will be available to step in for Pedrosa at Valencia, should the Spaniard not be fit in time, is not known at the moment.

Pedrosa's injury raised a few rumors in the MotoGP paddock. The Spaniard reportedly took his injury very hard, unsurprising given both the number of times he has broken his collarbone, and his history with surgery. In 2010, Pedrosa broke the same right collarbone in a crash at Motegi caused by a sticking throttle. That collarbone was fixed with a plate, but that plate ended up causing symptoms of Thoracic Outlet Syndrome, which left him with a lack of feeling and strength in his hand while in a racing crouch. That problem was diagnosed before the race at Estoril in 2011, and at Le Mans, the very next round of MotoGP, Marco Simoncelli knocked Pedrosa off and the Spaniard broke his right collarbone again.

With Pedrosa now recovering well from surgery, his concerns have been lifted, and he is expected to make a return as soon as possible. Pedrosa's worries generated some speculation that he may not have been able to race again. That appears to have triggered some speculation as to who would take over his seat in such an event, with attention turning inevitably to Phillip Island winner Cal Crutchlow. Crutchlow had been linked to the Repsol Honda ride earlier in the year, when rumors emerged that Pedrosa could head to Movistar Yamaha to replace Jorge Lorenzo. A fit Pedrosa precludes that, however.


Andrew Gosling's Portaits of Phillip Island - Part 2

Up and down, depending on the weather. That was Valentino Rossi's weekend at Phillip Island

Preparing for the future: with the title in the bag, #93's mechanics practice bike swaps with pit lane helmets

There was a lot of pressure on Jack Miller at home

Nicolo Bulega explains to Sky VR46 press officer Laura that Phillip Island mud is the latest look in leather accessories

Had the real Marc Marquez been kept under wraps up until Phillip Island?

Eugene Laverty using the racer's crouch to shelter from the rain

Pole and the win. Another perfect weekend for Moto3 champion Brad Binder

... but no burgers to be seen

Phillip Oettl looks where he is going, before looking where he is going

It's that man again. Cal Crutchlow chalked up win number 2, this time in the dry

Things never worked out for Jorge Lorenzo all weekend

Rites and rituals

Pol Espargaro got the holeshot, but he couldn't hold on to his advantage

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Andrew Gosling's Portaits of Phillip Island - Part 1

Nicky Hayden on a Repsol Honda. A wonderful trip down memory lane


Racing at your home round is a dream for most riders. Mike Jones would have liked a bit of sunshine, though

Conditions: soaking

Has Jorge Lorenzo shaken his rain demons? Friday morning suggests not

Andrea Migno, wondering if he would see the sky again

Aussie wildcard Matt Barton finds out just how deep the field is in Moto3

Running the extra soft rain tire for more than 10 laps cost Valentino Rossi his time on Friday morning

Even the fairing screens were misting up

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Scott Jones Shoots Motegi - Part 2

From darkness...

... into the light

Aleix Espargaro, ready to rumble

Pole #64 made #46 happy

A heady mix of tradition and modernity. That's Japan

Speed freak - Desmo Dovi

Nakasuga's splash of Japanese color

Kouichi Tsuji (right), pondering how to stop the Hondas

The wildest ride on the planet. Behind Mamola, wings and all

Suzuki speed

Pol Espargaro, showing what trying means

Magic cam. The 360 gyro cam. Truly a miracle of modern technology

For comparison: the standard fixed camera on the rear of Cal Crutchlow's Honda

"After you..."

Stepping in for Pedrosa is Hiroshi Aoyama

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MotoGP Rules Update - More Restrictions on Aerodynamics, Airbags Compulsory

The FIM is taking further steps to contain the cost of aerodynamics. The banning of winglets decided earlier this year was made on two grounds: removing the danger of being struck by a protruding wing, and reducing the potentially astronomical cost of an aerodynamic war beginning. Banning winglets would prevent the first issue from being a problem, but would do nothing to address the second point. Indeed, with the aerodynamics cat well and truly out of the bag, the factories have already hinted that their focus would switch to fairing design.

The Grand Prix Commission have moved to stop that war starting before it begins. From 2017, factories will have to homologate fairing and front mudgard designs, with only one upgrade to each allowed per season. The idea behind it is to allow factories to continue to develop aerodynamics, but to limit the amount of time and money spent in search of wheelie prevention.

The rules do leave one loophole open, however. The aerodynamic homologation rules apply to each rider separately. In theory, each rider on a Yamaha, Honda, or Ducati could start with a different fairing, the results of which could be assessed by the factory to help develop the next homologated version of the fairing for use in mid-season. 

Theoretically, this could mean that Ducati could start the season with 8 different fairing designs, one for each of the different bikes on the grid. They could then take this data and improve the fairing design for each individual Ducati rider, supplying 8 different upgrades. This would of course be prohibitively expensive, but there is a chance that some factories (especially Ducati, who are convinced of the benefits of aerodynamics) could phase development, providing early updated versions of fairings to satellite teams, to assess performance before rolling them out to the factory teams.

The allowance of an aerodynamics package per rider also recognizes the different needs of riders. For example, Dani Pedrosa has abandoned wings altogether this season, while Marc Marquez has pushed for ever larger wings. This new rule would allow the two riders to run different fairings with different aerodynamic characteristics.

Airbags in Leathers

The Grand Prix Commission also introduced a rule making airbags in rider leathers compulsory from the 2018 season. This has been made possible by the main manufacturers of airbags, Alpinestars and Dainese, agreeing to license their technology to other manufacturers. That means more leather manufacturers will be able to use airbags without having to develop the complex electronics and sensor systems which are required for the airbags to trigger correctly.

Moto2 electronics

The final announcement of interest in the minutes of the GPC meeting is the putting out to tender for a spec electronics system in Moto2. With the contract to supply engines to Moto2 coming up for renewal at the start of 2019, this is opening new opportunities for engine suppliers. 

The change of engine suppliers also allows Dorna and IRTA to get a tighter grip on the electronics. One of the constant problems which Moto2 has faced has been the fact that the HRC kit ECU has been so easy to hack, mainly because the kits is in widespread use in 600cc racing series around the world, and a lot of people have had an opportunity to crack the system and change the parameters. That has been made more difficult in recent years, with a more secure upgrade introduced at the beginning of last season. Despite that, there are paddock rumors that the new system has also been cracked, and that teams are running the Moto2 engines beyond the supposed limits set by the HRC ECU.

Having a bespoke spec system should prevent that. Having control over the Moto2 ECU software should allow Dorna and IRTA to clamp down more effectively on cheating in Moto2.

However, the call for tender for the new spec ECU reveals that Dorna expect electronics to become more sophisticated in Moto2. The system will be required to manage two injectors per cylinder for up to four cylinders, allow ride-by-wire, and supply various engine and chassis strategies. The named requirements include gearshift management (i.e. quickshifter management), traction control, wheelie control, launch control, engine braking and torque maps.

The change to a more sophisticated electronics package should make the transition from Moto2 to MotoGP a little easier. At the moment, the electronics in Moto3 are far more sophisticated than Moto2, meaning riders go backwards before advancing on to the (even with spec software) much more complex strategies of MotoGP. The call for a more complex spec ECU and software package should provide a better middle ground between Moto3 and MotoGP.

The FIM press release announcing the changes is shown below:

FIM Grand Prix World Championship
Decision of the Grand Prix Commission

The Grand Prix Commission, composed of Messrs. Carmelo Ezpeleta (Dorna, Chairman), Ignacio Verneda (FIM CEO), Herve Poncharal (IRTA) and Takanao Tsubouchi (MSMA) in the presence of Javier Alonso (Dorna) and Mike Trimby (IRTA, Secretary of the meeting), in a meeting held on Saturday 15th October 2016, made the following decisions:

Technical Regulations

MotoGP Class Aerodynamic Evolution – Effective 2017

In the interests of cost saving there will be a limit on the number of upgrades that a manufacturer can make to the design of their fairing or front mudguard during the season.

Initial designs will be homologated by the Technical Director at the first event of the season. Thereafter, only one upgrade of the fairing and one upgrade of the front mudguard is permitted in that season. The restriction will apply “per rider” and not per make of motorcycle.

Riders’ Leathers – Effective 2018

In an effort to improve rider safety, leathers used by riders must be equipped with an approved inflatable airbag device. (This proposal was supported by all current suppliers in their safety working group).

Other Matters

Appointment of Liqui-Moly

The Commission approved the re-appointment of Liqui-Moly as the official supplier of oil for the Moto3 and Moto2 classes for the three years 2018-2020.

Tender for Moto2 ECU Supply

The Commission agreed that an invitation to tender for the supply of an ECU for the Moto2 class should be announced. The tender will open on 16th October and close on 9th November and be for a three-year period 2019-2021.

A regularly updated version of the FIM Grand Prix Regulations which contains the detailed text of the regulation changes may be viewed shortly on: