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Michele Pirro to Replace Danilo Petrucci at Argentina and Beyond if Necessary

The Octo Pramac Yakhnich Ducati team yesterday confirmed that Michele Pirro will substitue for Danilo Petrucci during the Italian's absence. Petrucci was forced to pull out of the Qatar Grand Prix after bone fragments from his the broken metacarpals in his right hand displaced while riding. Petrucci had broken his hand in a crash during testing at Phillip Island, and had tried to ride despite it being just 22 days after surgery, where normally the recovery periods is at least 4 to 6 weeks.

The announcement that Pirro will be replacing Petrucci came as a disappointment to many fans who had been hoping that Casey Stoner would step in to replace the injured Italian. However, speaking to the official website, Stoner made it perfectly clear that he had no intention of racing, and wanted to focus solely on testing. "Honestly my biggest goal is to try and get some tests out of the way, so that we can try and improve the bike underneath the Ducati riders and hope that we can move them forward to be even more competitive than we were in race 1," Stoner said. "This is the most important thing, so we have no thoughts of wildcards or replacements, or anything like this."

Speculation that Stoner might step in for Petrucci arose in part because a similar situation arose at the start of 2015, while Stoner was still a test rider for HRC. Then, Stoner had offered to replace Dani Pedrosa, who had pulled out to seek treatment for arm pump. Stoner rejected any comparison with early 2015, however. "Just because it's a similar situation to last year, I'm not approaching it in any way the same," he told The decision not to stand in for Pedrosa had been down to HRC. The decision not to race for Petrucci is entirely Stoner's own.

Pirro will stand in for Petrucci in Argentina, and until Petrucci is fully fit. That is likely to be Jerez at the earliest, after Petrucci had yet more surgery on his right hand to fix the fractured metacarpals. From the photo Petrucci posted on Twitter, it was clear that the damage is quite extensive.

The press release from the Pramac team announcing Pirro as a replacement appears below:

Michele Pirro will replace Danilo Petrucci

Michele Pirro will replace Danilo Petrucci on Octo Pramac Yakhnich Ducati Desmosedici Gp. The Ducati test rider will be present in Argentina for the second 2016 MotoGP round and will run until the return of Petrux who has undergone surgery on his right hand again on Monday

Grand Prix Commission Bans Winglets in Moto2 & Moto3

The War on Wings continues. At Qatar, the Grand Prix Commission agreed to ban winglets in the Moto2 and Moto3. The aerodynamic devices are banned immediately in Moto2, while they will be banned in Moto3 from 2017, as Mahindra have already fitted small winglets to their Moto3 machine to be used at some races this season. However, the ban on winglets for 2017 should stop development of them immediately.

The ban has no effect on MotoGP, however. There are powerful moves to try to ban the winglets in MotoGP, but they face resistance from the manufacturers. One of the conditions under which the factories accepted the switch to the common software was that the technical regulations would remain stable for the coming five years, the usual time period for technical regulations to last. However, the appearance of winglets and strakes on the MotoGP bikes has triggered fears of a spending war on aerodynamics between the factories.

Aerodynamics is particularly feared, as it is a field in which you can always obtain marginal gains by spending increasing amounts of money on CFD (computational fluid dynamics) modeling and wind tunnel work. Aerodynamics in motorcycle racing is relatively poorly developed, in part due to the regulations, but mainly because the dynamic nature of a motorcycle makes finding improvements that work in the many very different physical attitudes a bike can take on (leaned over for a corner, with the front wheel in the air while accelerating, with the nose dipping and the rear sliding under braking, etc) can be extremely difficult.

Any move to ban winglets must come from the manufacturers themselves. Sources have indicated to that Dorna, IRTA and the FIM would all welcome a ban, but are waiting for a proposal from the MSMA, the manufacturers association. The MSMA is reportedly split on on the use of winglets, according to veteran journalist Mat Oxley. Some factories favor them, some oppose them, with the names of the two sides easy to fill in.

Normally, the MSMA must reach a unanimous decision before submitting a proposal to the Grand Prix Commission, which the GPC is then obliged to accept. However, some members of the MSMA may choose to submit their own proposal to the GPC, which would then be subject to a free vote. That would go very much against the ethos of the MSMA, which has tried as much as possible to create a consensus on technical rules. Should some members of the MSMA decide that winglets should be banned, against the will of, say, Ducati and Yamaha, then such a ban would have a long lead time.

There is one opening for banning winglets in MotoGP, and that is through safety concerns. So far, MotoGP Technical Director Danny Aldridge has not expressed a concern about safety, as the winglets are designed to break off before injuring someone. However, no testing procedure for this exists at the moment, something which will surely need to be addressed in the very near future. If the winglets are proven to be dangerous, then Dorna have the right to impose a ban immediately.

Below is the press release from the FIM with the decision of the GPC:

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 Vito Ipollito (President FIM), Javier Alonso (Dorna) and Mike Trimby (IRTA, Secretary of the meeting), in a meeting held on 19th. March 2016 in Losail, made the following decisions:

Technical Regulations

Moto2 Class Quickshifter – Effective 01 May 2016

To reduce the incidence of missed gears it will be mandatory to use one of two approved brands of quickshifter. (Not one brand as previously agreed). It will also be compulsory to fit and use a load cell with data being supplied to the technical control data export.

Aerodynamic Wings in Moto3 and Moto2 Classes

The use of aerodynamic wings in these classes will be banned. For the Moto2 class the ban is effective immediately. For the Moto3 class, where some aerodynamic wings are currently being used, the ban is effective from 2017.

The Technical Director will continue to permit the use of fairing designs used to deflect water displaced by the front wheel that do not have an aerodynamic purpose.

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

MotoGP Tech Director Finds No Breach of Moto3 Rev Limits by Honda in 2015

MotoGP's Technical Director has rejected KTM's claim that Honda exceeded the official Moto3 rev limit during the 2015 season. In an official statement issued today, Danny Aldridge said that he and his technical team had examined the official rev limiter used in Moto3 and verified that it was operating correctly, and that although there had been overshoots of the rev limit, these were very small and very brief. 

Aldridge went on to confirm much of what had found when we investigated the issue at the end of February. Speaking to Peter Bom, crew chief of 2015 Moto3 world champion on a Honda Danny Kent, Bom explained that the issue had been about the way in which Honda had optimized the point at which the rev limiter cut in, and this is what had caused the confusion. The Honda approach was very different to that of KTM, meaning that riders who had switched from Honda to KTM in 2016 were reporting to KTM engineers that the Honda felt like it had been over-revving. 

In the statement put out by Aldridge, the Technical Director explained that a high revving single cylinder 250cc four stroke engine was hard to stop in its tracks once it reached the rev limit. The time it took between the moment the ECU identified that the rev limit had been breached and the point at which it started to cut the ignition was long enough for their to be a very brief overrun of the allowed rev limit. These were, however, only "modest and temporary".

The issue is to be discussed further at Qatar, in the Moto3 Class Working Group, which includes representatives of all of the manufacturers racing in Moto3. No doubt the finer details will be thrashed out there, when Honda and KTM will meet face to face to discuss their differences.

The official statement is shown below. 

Statement Of the Technical Director:
Moto3 Class Maximum Rev Limits

You will probably be aware that there was recent speculation in the specialist media that data existed which showed some Moto3 machines exceeding the maximum 13,500 rpm limit imposed in the regulations.

Frankly, this came as no surprise to us because with a single cylinder 4-stroke engine it is very difficult for the ECU to cut power at precisely the moment when the rev limit is reached. Depending on the signal used by the ECU to measure the revs there can be a period of a few milliseconds where target revs are exceeded by a small amount.

After further checks on the 2015 limiter we have established that there is nothing unusual or unexpected about how the rev limiter works and that the cut point is consistent on all engines. Nevertheless, moderate and temporary overshoots of the defined rev limit were identified.

All regulations for the Moto3 class are agreed within the Moto3 Class Working Group which includes delegates from all participating manufacturers. A meeting of this Group had already been convened to take place during the Qatar GP. The original purpose was to discuss future developments in this class. We will now add the rev limit issue to the agenda for this meeting.

There is no desire to reduce the point at which the limiter cuts power just to avoid data showing minimal overshoots. It may therefore be necessary to modify regulations to take account of inevitable overshoots but, of course, other solutions may also be considered by the working group.

Further information will be provided after the Qatar meeting.

Danny Aldridge

MotoGP Technical Director

Confusion Over Rules Means Casey Stoner Will Not Test at Qatar for Ducat

Ducati's MotoGP test plan has suffered a blow after the Bologna factory wrongly interpreted the testing rules in booking the Losail Circuit in Qatar for a private test on Sunday and Monday. The plan for the private test had been to have Casey Stoner test the Ducati Desmosedici GP (or GP16, as everyone else calls it) at Qatar on Sunday and Monday, after the official IRTA test had finished at the track. The benefits for Ducati would have been that Stoner would have been testing on a relatively clean track under broadly similar conditions as the other MotoGP riders, allowing a good back-to-back comparison of the feedback between the factory riders and Stoner.

Unfortunately, Ducati's plans are in clear breach of MotoGP's testing rules, and Race Direction has ruled that they cannot test. Testing at a circuit within fourteen days of an event is banned, as is clearly stated in the rules: MotoGP Class
B. Test Riders
b) Test riders may test at any circuit, at any time, using only their team’s Test Tyre Allocation. Tests are not permitted within the 14 days before a GP event at a circuit unless authorised by Race Direction.

Ducati initially told reporters there had been some confusion over whether the period of fourteen days was from the race, or from the start of practice, which in the case of Qatar is on Thursday, 17th March. However, even by the most liberal definition of the rules, Stoner would only have been able to test on the Sunday, and not the Monday. If the rule includes the first session of practice on the 17th March, then Stoner would have been unable to test altogether.

The alternative would have been to have Stoner testing during the official IRTA test at Qatar. That, however, would have been problematic. Stoner was slated to test the GP16, but with the bike still so new, parts and bikes are in short supply. Having Stoner test a GP16 would have meant taking at least one, and possibly two bikes away from the factory Ducati riders, Andrea Dovizioso and Andrea Iannone. As this is the last test before the start of the season, that would have been an undesirable distraction, and would have restricted their test program. Though Ducati values Stoner's input highly, he will not be racing this season, whereas Dovizioso and Iannone are charged with bringing Ducati their first victory since Stoner left the factory in 2010.

Though it is almost inconceivable that as well-run a factory as Ducati could make such an obvious error by booking a track for a private test during the period in which testing is banned, they are not alone. According to, Yamaha had scheduled a private test at Qatar with Colin Edwards on 8th and 9th March, well within the test ban period, with no leeway for interpretation.

Ducati's poor planning could have been corrected if Race Direction had been so inclined. Testing within fourteen days of a race is allowed with the express permission of Race Direction, and given the circumstances - a test directly after the full MotoGP grid had just done three days of testing at the circuit, meaning the advantage for Ducati was negligible - they may have been lenient. That, however, would have caused problems down the road for other factories.

Dorna Sports Handed Multi-million Euro Fines For Tax Evasion

The Spanish Supreme Court has imposed multi-million dollar fines on Dorna Sports and its executives for tax offenses arising out of the sale of shares in 2003 and 2004. The court found that Dorna CEO Carmelo Ezpeleta and COO & CFO Enrique Aldama had simulated the sale of shares in order to avoid paying income tax and to receive undeclared dividends from the shares the two men hold. 

The ruling of the Division of Administrative Litigation of the Supreme Court was that Dorna Sports S.L. sold shares to a separate company owned by the same partners (including Ezpeleta and Aldama) who were selling the shares. The share purchase was financed using debt held in part by the partners who owned the company buying the shares. Dorna claimed that this was a form of leveraged recapitalization, but the Supreme court disagreed with that assessment. In reality, the Supreme Court ruled, Dorna and its executives were pursuing a means of receiving hidden dividends.

The Supreme Court modified the fines originally imposed by a lower court, and reduced the seriousness of the offenses committed by the Dorna executives. The Supreme Court reduced the fine on Ezpeleta to €3.9 million from €5.1 million, while increasing that of Aldama to €2.7 million from €1.2 million. The Supreme Court reduced the seriousness of the offense as they found that although the share sales were deemed to be an attempt to conceal declarable income, they were not fraudulent in nature, reversing the decision of a lower court. Further fines are to be assessed for their failure to correctly assess and declare their tax liabilities resulting from the share sale.

Dorna Sports S.L. was also found to have infringed the tax code, improperly declaring the amounts of corporation tax to be paid by the company over the years 2003-2006 as a result of the sale of shares. Here again, the Supreme Court ordered the initial fine of €17.2 million to be recalculated, as they judged the infraction to be less serious than the lower court had ruled. 

In total, the Supreme Court imposed twelve separate sentences on Dorna, Ezpeleta and Aldama, imposing fines in each case. However, the fact that the Court ruled that the sale of shares had not been a fraudulent transaction meant that they viewed the infractions much less severely than the lower courts had.

Dorna Sports, and its executives Carmelo Ezpeleta and Enrique Aldama, today issued a rebuttal of the sentences. While accepting the authority of the court, the statement said the sale of shares should be regarded as a leveraged recapitalization. This is a common business practice around the world, where debt is used to purchase (or repurchase) shares, swapping equity for debt. In the statement, Dorna Sports asserted that this was a perfectly valid use of corporate law.

Dorna have promised to pursue further avenues to appeal against the sentences, pointing to dissenting opinions in the ruling. Three judges dissented, two of whom disagreed that the sale of shares had been a simulation, and one of whom believed that the offenses should be regarded as less serious, because there was no attempt at concealment.

The press release from Dorna is shown below:

Dorna Sports Announcement 

Despite holding the Decisions of the Courts in the highest regard, Dorna would like to express its disagreement with the content of the Decision of the Supreme Court regarding the classing of the “leverage recapitalization” transactions performed in 2003 and 2004, from the tax law perspective, as simulations. Transactions of this kind are commonplace in the economies of neighboring countries and are perfectly valid from the corporate law perspective. The fact that they are not to be classed as simulations is acknowledged by several Supreme Court justices, who have made known expressly their disagreement with the content of the judgements by expressing dissenting opinions. Dorna is analyzing the possible ways in which these judgements might be contested.   

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KTM's Claims Honda Exceeded The Moto3 Rev Limit: Substance or Specter?

Were Honda exceeding the Moto3 rev limit in 2015? This is the accusation made by KTM Sports Director Pit Beirer in a story on the German-language website Speedweek. Beirer alleges that KTM came across the issue when talking to riders who switched from Honda to KTM this year, who were complaining of how abruptly the KTM hit the rev limiter. Beirer further claims that KTM were able to look at the data of the Honda Moto3 machine held by a former Honda mechanic. In that data, he alleges, the Honda ran flat out to the 13,500 RPM rev limit, then gradually tailed off to 13,600 RPM.

These claims, if they are true, would be a massive breach of the Moto3 regulations. Though Beirer does not mention Danny Kent by name, the insinuation was that this may have been a factor in a Moto3 title which ended up being decided by just six points.

We spoke to Peter Bom, crew chief to Danny Kent both this year and last, during his successful Moto3 championship campaign, and a key factor in the Englishman's title. Bom denied the allegations, and explained that the claims can only be based on Beirer misinterpreting the facts. The difference between the Honda and KTM Moto3 rev limiter strategies was marked, Honda having invested a large amount of time and money in optimizing both gear change and rev limiter strategies, making the bike as smooth as possible and as easy to ride.

A primer on rev limiters

To understand the issue at stake, some background is needed. In every race series with a rev limiter, factories expend a lot of energy in optimizing the point at which the rev limiter cuts in. It is not a matter of the bike being under full power at (in the case of Moto3) 13,500 RPM, and all power being cut as soon as it hits 13,501 RPM. If that were to happen, the consequences could be very dire. If a rider hit the rev limit while still leaned over in a corner, they could easily be thrown from the bike and injured.

What happens when an engine hits the rev limit is that the ECU detects that the engine is at the rev limit, and decides to cut power. The speed at which it can make that decision depends on the processing power of the ECU. The spec Dell'Orto ECU is a very basic unit, with limited power, and so cannot react quickly enough. The result is that for a split second, the revs exceed the limit, before being cut by the ECU. As the engine speed drops below the rev limit, the ECU is slow again to return the sparks to the ignition, causing it to drop below a little way below the limit before ignition returns. This causes the engine to sputter as it hits the limiter, the ECU alternating between cutting power and returning it again.

KTM vs Honda

This process appears to be at the core of Beirer's accusation. KTM has made a conscious decision to allow full power all the way up to the rev limiter, making it a very hard transition. As the rev limiter is at or around peak power of the engine, this allows the rider to extract the maximum performance from the bike. The downside is that it is much harder for the riders to manage the transition around the rev limiter. The bike is unsettled, and requires more input from the riders.

Honda have chosen a different approach, putting in a vast amount of work aimed at smoothing the transition where the rev limiter cuts in. Their engineers have worked hard at optimizing engine management strategies to make it less abrupt, while retaining as much power as possible, yet giving the riders the feeling they need to shift up.

Feeling the switch

The accusations by Beirer had stung Peter Bom, and prompted him to go through his data, to see what could have triggered the claims by KTM. Before having Danny Kent under his wing in 2015, Bom was crew chief to German rider Luca Gruenwald in 2014, the Kiefer team using KTMs that year.

"It's true that the young riders switching from Honda to KTM are complaining that the KTM rev limiter is a lot more abrupt," Bom said. "That's just a difference in the strategies the two bikes use. Honda worked really hard on the rev limit strategy, putting a lot of work into getting it right. The rev limiter and gear changes were really strong for Honda, because of the work Honda did on using the spec Dell'Orto ECU. The gear changes on the Honda almost feel like a seamless gearbox. That's just all down to getting the strategies right."

Had Honda been cheating? "I really didn't understand the nature of the accusations," Bom said, "so I went back and looked through my data, comparing it to Luca Gruenwald in 2014. It's a bit difficult to make the comparison, Danny was fighting for the championship, Luca was much further down the field. And the rev limit was changed this year, so the Honda was only allowed to rev to 13,500, the 2014 KTM was still allowed to rev to 14,000 RPM."

Where the difference is

The most accurate comparison Bom could find was at Mugello. Both Kent in 2015 and Gruenwald in 2014 had been fighting in a large group during the race, though for different positions. Both had been leading the group at points, in the slipstream at others, and both had been flat out in sixth gear at the end of the straight just as they crest the hill and start to go downhill. "If I look at the data, I can see that when Danny's engine was on the rev limiter, the revs were bouncing around by about 50 RPM. Luca's KTM was bouncing around the limiter a lot more, maybe 100 RPM or so." Perhaps, Bom said, there was something in the way that the data which KTM had seen which led them to interpret it as having gone over the rev limit.

The engine speed data needs to be treated with some caution in terms of accuracy, Bom explained. "Dell'Orto (who make the spec ECU) define the sampling rate for each of the channels in the ECU. I don't know exactly what the sampling rate is for the engine speed, but it feels way too low. 200Hz would be normal, 500Hz would be ideal, but asks a lot from an ECU." The Dell'Orto spec ECU does not have the processing power to spare on that kind intense workout. As a result, the ECU isn't sampling every single revolution when the engine is at the rev limit. At 13,500 RPM, a Moto3 engine is spinning 225 times per second, and if Bom is correct, and the engine speed is being sampled a much less than 200Hz, then the ECU will be having to average out the signal to calculate the engine speed.

Bom denied outright that the Leopard Moto3 team had exceeded the rev limit last year. "100 RPM is not going to make that much of a difference," Bom said. "The rev limit is fixed by Dell'Orto before they hand us the ECU, so we couldn't break it if we wanted to." Bom also said that his data had been checked several times by IRTA, and been found to be within limits. Everything they had done had been perfectly legal.

Investigations continue

MotoGP's Technical Director Danny Aldridge confirmed this. "At every event, the data was taken from the first 3 places, plus 1 or 2 random riders after every qualify and Race," Aldridge told "For example Danny Kent data was taken direct from his machine 20 times in 2015, the most of any rider." Aldridge acknowledged that Pit Beirer had contacted Director of Technology Corrado Cecchinelli and himself a few weeks ago, and IRTA and Dorna were investigating the claims. "Of course we take any alleged cheating very seriously, especially if it comes from a manufacturer. Since the report we have informed Dell'Orto, who in turn are checking the data from 2015."

The process will take some time, Aldridge said. "We are just asking for time to make sure we carry out this investigation correctly," he added. IRTA had not received the information from KTM which the article on Speedweek had alleged they had supplied, Aldridge confirmed. "I am sure you can understand that this is making everything take a lot longer," he said.

Were Honda really exceeding the rev limit by 100 RPM last year, as KTM claim? Was Danny Kent's championship really obtained through fraudulent means? Peter Bom is adamant that it wasn't. The title was earned as a result of the hard work by Danny Kent and his team, and Honda had put in the work to extract the maximum potential from the spec Dell'Orto ECU. One of the reasons the Honda Moto3 bike was so expensive to lease was because of the work HRC had done on the ECU, and making it work for the bike.

The affair is now in the hands of Dorna and IRTA, with Corrado Cecchinelli and Danny Aldridge leading the investigation. They have informed Dell'Orto, who are going through their 2015 data looking for anomalies. There is no timescale of when results are expected, but such serious allegations need to be checked thoroughly and carefully, so it will take some time.

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2016 Aprilia RS-GP - Press Release and Photos from First Test

The brand new Aprilia RS-GP prototype has made its debut in the hands of factory riders Stefan Bradl and Alvaro Bautista at the Losail circuit in Qatar. The press release is very light on detail, other than mentioning that the 2016 bike, a brand new machine designed from the ground up, was a big improvement on the 2015 machine. The lack of detail is hardly surprising, the entire test was shrouded in secrecy, with even normally well-informed sources not being able to extract any information.

From photos, the bike looks like a cross between the former Aprilia RS-GP and Honda's RC213V machine. The bike now has two separate exhaust routes, featuring separate pipes for the front and rear cylinder banks of the V4 engine. It is believed that the angle between the cylinder banks has been enlarged, though that is not immediately visible from the photos.

The press release issued by Aprilia appears below, with more pictures from the test underneath the press release:




Losail (Qatar), 23 February 2016 - The first true tests of the Aprilia MotoGP project have just been concluded. In fact, the three days of testing had the Aprilia Racing Team Gresini hard at work on the new RS-GP, the prototype developed entirely at Noale that will be used in the upcoming 2016 season.

Despite the extremely recent debut of a completely new project, the Aprilia garage is highly optimistic. Alvaro Bautista and Stefan Bradl began working on development straight away, immediately noticing promising room for improvement in the new prototype. There really isn't one single area where efforts were focused: the new RS-GP has nothing in common with previous Aprilia projects except for know-how. It is a completely new MotoGP bike in every component without exception, developed based on the data gathered during the 2015 season with last year's laboratory bikes.

The Aprilia RS-GP machines will be back on the track in Qatar just a few days from now for the official IRTA tests that precede the first race of the season.

ROMANO ALBESIANO (Aprilia Racing Manager)

"After the Aragon shakedown with the test riders, Alvaro and Stefan began to get to know the new Aprilia RS-GP here in Qatar. These were three very intense and positive days of work. We are bringing home a lot of information and some growing pain problems we need to solve, but above all we are leaving with confirmation that the new bike's dynamic performance is significantly better than the 2015 bike. We have an important development path ahead of us that will be necessarily accelerated, but we are confident that this will be a season of growth toward a decidedly interesting level."


"Hearing the positive comments from our riders after the first kilometers ridden astride a completely new bike was exciting. The RS-GP seems to have gotten off on the right foot. Alvaro and Stefan noticed a clear improvement in dynamic performance compared to the 2015 bike. Now we have a big development schedule ahead of us but we know we are starting from an extremely solid base.”


"In these three days we explored the new bike, doing a lot of work with short sessions since this was the first real test with the 2016 RS-GP. Obviously we are not at 100% but we have a very good starting point. I think that we are already at a similar level as the end of 2015 with the difference being that we are just at the beginning. There is a lot of room for development whereas with the old bike we were at the limit. We still need to work on a lot of things but I'm pleased with the work Aprilia has done. In the next tests I hope to be able to lay the foundation for the new season.”


"This test was really important as it was the first contact with the new bike. First impressions are good. I see a clear difference compared to the old bike and we are moving in the right direction. At the moment I have a good feeling despite the fact that we have a long way to go before we'll be able to say that we're satisfied. That was to be expected at the beginning. This is a completely new and decidedly demanding project, but we can truly say that we are off on the right foot.”

Ducati Desmosedici GP 2016 MotoGP Launch Photo Gallery

The 2016 Ducati Desmosedici GP, or Desmo 16 GP

Wings feature prominently, and are now color matched. But for how much longer?

Lower exhaust nicely tucked away

2016 is Ducati's 90th anniversary

Whatever you think of the wings, they look much better in color

The office

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