After a friend asked me to explain the way the Manufacturers' Championship works, I decided to start a MotoGP FAQ, with answers to any questions I receive. The FAQ will be a growing and living thing, with regular updates, so keep an eye on it. If you have any questions you want answered, you can send them to me, and I'll do my best to answer them and add them to the FAQ.
Since I started this website, I have received a number of general questions, and seen a number of questions come in via Google. So I thought it would be a good idea to start collecting these questions into a FAQ, for use as a reference. If you have any questions for the FAQ, you can send them to me...
We'll start off with a question from a friend of mine:
How are the standings calculated for the Manufacturer's Championship?
As I'm sure many of you will know, the Riders' Championship isn't the only title being disputed during a MotoGP season. Besides the Riders' title, there are two other official titles up for grabs:
- The Manufacturers' Championship; and
- The Team Championship.
The scoring for these titles is the same as for the Riders' Championship, but the way points are awarded is slightly different:
- For the Manufacturers' Championship, the first motorcycle by a particular manufacturer to finish is awarded the points for that position. So, for example, at the 2006 Motegi round, Loris Capirossi finished first on a Ducati, so Ducati were awarded 25 points, then Rossi scored 20 points for Yamaha, and Marco Melandri scored 16 points for Honda. No other Ducati, Yamaha, or Honda scored points towards the Manufacturers' Championship. The title winner is the Manufacturer which has accumulated the most points according to this system throughout the season.
- The Team Championship is scored slightly differently. For the Team Championship, all points scored by both riders in a team will awarded to the team in the Team Championship. So to take Motegi as an example again, Capirossi won, and Gibernau finished fourth, and together, they scored 38 points (25 + 13) for the Marlboro Ducati Team. If one of the riders is injured, then their replacement will still score points for the team. So, at Assen, for example, where Alex Hofmann substituted for Sete Gibernau, Hofmann's points were added to the team points for the Marlboro Ducati Team, and he did not score points for his own team, the Pramac d'Antin Ducati team. Wild card riders, such as Suzuki's Kousuke Akiyoshi at Motegi, do not score any points for their team.
Points are scored according to the following system:
You can find the official FIM MotoGP sporting rules and regulations here:
MotoGP Sporting Regulations.
Adam Haraszti from Hungary sent in the following question:
I have a question for you, about the changed schedules of Qatar (races on Saturday), Donington and Portugal (changed times for the 125cc races). About the Saturday races at Assen I know it's due to the fact that the track used to be much longer, and going through small villages where people used to go to the church on Sunday, but heard nothing about the others so far.
Well, Adam, you are absolutely right about the timing of the Assen race. Back in 1926, when racing first started around Assen, the many little villages south and east of Assen were very religious places, and would not allow any activity on a Sunday. So, racing was organized on the Saturday, and that has stayed the same very since.
The story of Qatar is similar: Qatar is a Muslim country, and the Muslim weekend is celebrated on Thursday and Friday, or Friday and Saturday. To have the race closer to the Muslim weekend, so that more people can attend the races, the Qatar MotoGP is run on the Saturday.
The revised schedules of Donington and Estoril have a more prosaic background. Both Donington in Britain and Estoril in Portugal are in the same time zone, which uses GMT during the winter and Western European Summer Time. But Dorna try to keep the MotoGP schedule as close as possible to Central European Time, so that television broadcasters (particularly in their major markets, Spain and Italy), can show the races at a consistent time. However, because both Donington and Estoril are further west, running the races at their usual times would push the warm up sessions (run on the morning of the race) back so early that the light could be quite bad, and the track could be very cold, making it much more dangerous for the riders in the warm up. So, but running the 125 cc races after the main MotoGP race, they can hold the warm ups later, making it safer for all concerned.
Wes Cupido wrote to ask
Is Troy Bayliss the oldest first-time winner in the premier class of MotoGP/ 500cc?
Well, I finally got round to researching this, which is surprisingly more difficult than you might think at first, as it's difficult to find data on some of the riders from the earliest era of the 500cc class of motorcycle Grand Prix racing. What I did find, however, is that by taking victory at Valencia in 2006, aged 37 years, 6 months and 29 days, Bayliss did not become the oldest first-time winner. During the very early years of Grand Prix racing, several riders were older, including the first World Champion, Leslie Graham, who was 80 days older than Troy Bayliss when he won his first race, the 1949 Swiss Grand Prix in Berne.
The record holder (at least according to my research so far), is Fergus Anderson, who also won the Swiss Grand Prix at Berne, on May 27, 1951. Anderson was born in 1909, making him 42 years old when he won his first Grand Prix.
Of course, this is not really a fair comparison, as Anderson, Graham and their contemporaries had been racing earlier, but the Grand Prix series didn't start until 1949, so riders who may have won races earlier in their career did not show up in the record books until the series started.
Bayliss' feat has not been seen since the 1950s, and as such, he holds a unique place in the modern era of MotoGP.
Albert wrote to ask:
How do the rider numbers work.?
That's a good question, Albert, and one which has both a simple answer and a complicated answer.
I'll start with the simple answer: The riders in MotoGP choose their numbers based on the order which they finished in during the championship in the previous year. Here's what the FIM rulebook has to say:
Each rider accepted for the Championship will be allocated a specific starting number which will be valid for the whole Championship. In general, the starting numbers will be based on the results of the team riders in the previous year's Championship or in other similar events.
So, for example, for 2008, this means that Casey Stoner has the right to display number 1, Dani Pedrosa has the right to display number 2, Valentino Rossi has the right to display number 3, John Hopkins has the right to display number 4, Marco Melandri has the right to display number 5, and so on down the list.
There are a few factors which make using this numbering scheme difficult to operate.
The first is that riders are superstitious. I'm sure you will have noticed that lots of riders have special rituals before they race, such as only getting on the bike from the left-hand side, or lucky colors. They also have lucky numbers, and so when given a choice, the always want to use a particular number. Valentino Rossi is the most famous of these, as he has always used the number 46, even when he was champion and allowed to carry the number 1 plate. But many others have similar superstitions: John Hopkins always wants to keep number 21, Marco Melandri wants number 33.
Of course, this causes problems when it comes to popular numbers, the most difficult of all being number 7, which is a lucky number in a lot of countries. Chris Vermeulen always had a 7 in his number, but really wanted number 7, both as a lucky number, and as a tribute to his friend and mentor Barry Sheene, whose number it used to be. But Carlos Checa had number 7, and so Vermeulen had to wait until Checa left MotoGP before he could take the number 7 plate.
In 2008, Casey Stoner took the number 1 plate, as he finished as champion. But Stoner only took the number after coming under pressure from Ducati, as he really wanted to keep the number he has always raced with, number 27. On the other hand, Dani Pedrosa swapped his regular number, 26, for the number 2 plate, to underline the fact that he finished 2nd in the championship in 2007.
The second reason is one of marketing. Riders become associated with numbers, and therefore all of their merchandising such as t-shirts, caps, badges, stickers, bags etc etc has their race number on, for their fans to identify with. It becomes so important to riders, their teams and their managers, that they are reluctant to take a different number.
There is also a difficulty for riders coming in from other series. In 2007, both Jorge Lorenzo and James Toseland won the world championship in their respective series, and so both have a claim to a number 1 plate. But as they are not champions in MotoGP, and as the champion is already carrying the number 1 plate, they have had to revert to their previous favorite numbers, 48 for Lorenzo and 52 for Toseland.
Finally, one number has been retired and is no longer available. Number 34, which belongs to Kevin Schwantz has been retired, as a mark of respect for Schwantz by the FIM.
Eurosport.com is reporting that Team KR will only have one bike for next year. The problem, as it is for so many MotoGP teams, is money. Team KR really need a major sponsor to be able to obtain two engines from Honda. Previously, Team KR had announced that they were hoping to field a full, two-rider team, but that plan has been shelved.
The 2007 bike will be based once again on a custom-built frame around a Honda 800 engine, and Kenny Roberts Jr is likely to remain as the rider for the team.
MotoGP.com is reporting that Ilmor have confirmed their entry as a wildcard at Estoril in Portugal. They will be debuting their 800cc 70° V4 bike, dubbed "X3", at the Portuguese Grand Prix on October 15th, with Garry McCoy riding, using Michelin tires. McCoy has been testing the Ilmor at a number of tracks over the last couple of months, including Albacete and Jerez.
The importance of this appearance is that it will be the first time that the new generation of 800cc bikes will hit the track in a public, timed event, and set the mark against which the current manufacturers' bikes will be measured against. The Ilmor has already made an impression, regularly running faster than the Ducati 800 at one test session in Barcelona a couple of weeks ago.
You can listen to an interview with Mario Illien in the latest MotoGP podcast.
The Spanish sports daily AS.com is reporting that Carlos Checa could move to Pramac d'Antin next season. Checa has made no secret of his dissatisfaction with the Dunlop tires his current Tech 3 Yamaha team is using, and with d'Antin rumored to be running Bridgestone-shod Ducati GP7s next year, this may turn out to be Checa's most competitive option for 2007. Checa has not commented, but Luis d'Antin has confirmed that Checa is one of the riders he is talking to, but not the only one. Checa is d'Antin's highest priority, but d'Antin is also said to be talking to fellow Spaniard Toni Elias.
I received an e-mail from a guy called Roko in Austria, with an excellent and clear overview of who will be where for 2007, plus some pretty good guesses for the unsigned riders. If you want to see who is doing what, check out the link below:
As a result of the yellow flag controversy at Phillip Island, the FIM has announced it will be reviewing procedures for dealing with yellow flags during the race (PDF file). This will include investigating the use of "new technology" to respond to incidents.
At the heart of the affair is Valentino Rossi's pass of Casey Stoner while a yellow flag was being waved during the Phillip Island race. Carlos Checa had run off the track, and parked his bike at trackside. The yellow flag was still being waved on the inside of the right hander, as Valentino Rossi passed Casey Stoner round the outside of the previous left hander. Coming out of the right hander (where the yellow flag was being waved), Stoner then just pressed his wheel level with, or possibly just ahead of, Rossi, before Rossi finally made the pass stick. The race directors did not see the incident, and after the race, both Rossi and Stoner denied seeing the yellow flag. Nicky Hayden, however, did, and hesitated for a while, waiting for the race directors to take action against Rossi before continuing to chase the reigning world champion down. Rossi finished the race two spots ahead of Hayden, gaining valuable points on Hayden in his chase to retain his world crown.
After the race, the race stewards apologized to Hayden for not seeing the incident, which was difficult to see on the live TV coverage, which the race directors use to monitor the race for infractions. Honda later wrote an official letter of compaint to the FIM, and the incident has spawned some pretty vitriolic coverage in the US press.
The statement issued by the FIM is show below:
The Grand Prix Commission composed of Messrs. Carmelo Ezpeleta (Dorna, Chairman), Claude Danis (FIM), Herve Poncharal (IRTA) and Takanao Tsubouchi (MSMA), in the presence of Mr Paul Butler (Secretary), in an extraordinary meeting held yesterday at the Twin Ring Motegi circuit, unanimously decided to issue the following statement:
Following full and frank discussions by all the parties involved in the FIM Road Racing World Championship Grand Prix (FIM, MSMA, IRTA, Dorna) addressing the issues arising from the Australian Grand Prix at Phillip Island which took place on September 17th, 2006, it was the consensus of all the parties to closely examine the regulations and procedures in order to avoid in future the incorrect application of the rules forbidding passing under yellow flags.
Immediate action includes a letter sent by the Race Direction to the Australian organisation pointing out the failings of their officials that caused the controversy.
In addition an in-depth study will be made of new technology to facilitate a more immediate response to incidents around a circuit.
Italian website MotoGrandPrix.it is reporting that Marco Melandri will be deciding whether or not to move to Ducati today. With both seats at HRC's factory Repsol Honda team filled, Ducati is Melandri's best hope of a full factory ride. Melandri has reportedly been promised a factory-supported V4 800 for next season by Honda, allowing him some input on the development of the bike, but this is not as strong a position as a seat in a full factory team.
Alberto Vergani, Melandri's manager, is said to have agreed a 2-year, $3 million-a-year deal with Ducati. Melandri's name has also been linked with Yamaha, but so far, no word on this has been forthcoming.
The FIM has announced new tire regulations to be used for the 2007 season.
Two points in the rules stand out:
2.9.3 Teams that are supplied by a tyre manufacturer that has achieved at least two MotoGP race wins in dry conditions since the first race of the 2005 season will be restricted in the quantity of slick tyres that each of the teams riders may use at a single event as follows:
During all practice sessions, warm up and the race a maximum of 31 slick tyres, specifically -
Front tyres: 14
Rear tyres: 17
When a tyre manufacturer, not subject to the limitation at the beginning of the season, achieves two MotoGP wins in dry conditions during the current season, it will become subject to the restrictions at the third event after the one where the second win was achieved.
2.9.4 Between 12.00 hrs. and 17.00 hrs. on the day prior to the start of official practice, the Technical Director will mark the tyres available to each entered rider.
This basically means two things:
- All slick tires to be used for a race must be inside the parc fermé by 5pm on the Thursday before a race weekend (or Wednesday at Assen and Qatar);
- Teams will have to be much more careful about using tires during qualifying. If you're only allowed 17 rears, then using up 2 qualifiers on Friday and 3 on Saturday takes a big chunk out of your tire choice for the race.
The other interesting exemption is for Dunlop (being the only manufacturer not having won 2 Grand Prix since the start of the 2005 season). This measure must give them a real chance to catch up with Bridgestone and Michelin in the development of their tires. It will be interesting to see if the other manufacturers cry foul over the fact that one of the signatures to the new rule change is Hervé Poncharal, team manager for the Dunlop-shod Tech 3 Yamaha team, in his capacity of IRTA representative.
These moves will make racing cheaper for the non-factory teams, but will also make tire choice even more critical. Expect to see the first few races of the 2007 season decided by poor tire choice. Whether this will be good for fans or not remains to be seen, but it will certainly add even more uncertainty into the mix.
When I left to travel to Spain for my vacation, I was mildly annoyed that I would be missing three weekends of racing, through some fairly catastrophic vacation planning. To add to my MotoGP misery, I was planning a camping holiday, and so wouldn't even have access to TV. So I comforted myself with the thought that at least I would able to follow the racing in the extensive coverage found in the Spanish mainstream press. I needn't have worried. There would be so much more than this.
My first happy discovery was finding that the Spanish motorcycle magazine Motociclismo was a weekly publication. This meant that on the Tuesday after the Sepang race, I could luxuriate in 30+ pages of coverage of the thriller in Malaysia, including a lot of commentary about Valentino Rossi's little piece of chair-based theater on the podium. Was it meant as a gibe at Dani Pedrosa, who had been forced to use a chair after suffering injuries to both legs during a crash in Friday's practice session, or was it, as Rossi claimed, a light-hearted jest about how tiring his battle had been with Loris Capirossi? Opinion was divided, but the slice giving Rossi the benefit of the doubt was pretty thin.
It was to get even better, though. On the Saturday of the Australian GP, we decided to go hiking in the east of the Picos de Europa mountains. We drove from our campsite in Turieno to a tiny village called viñón, a hamlet consisting of some thirty-odd houses and a restaurant. We parked the rental car in the restaurant car park (the only sizable flat surface available), and went inside for a coffee, to give us a boost before heading up into the hills. Coming out of the bright late summer sunshine into the darkness of the bar, the first thing to greet us was the roar of the ubiquitous TV set which stands in pride of place in every Spanish bar. As I glanced up, I saw to my delight that they were showing a full-length repeat of that morning's 250 qualifying session at Phillip Island. Hoping that whoever had put the 250 qualifying on would know who had got the MotoGP pole, I waited for the bar staff to appear. I was less hopeful when a young girl of 19 entered, but decided to ask anyway. Now, where I live in Holland, the chances of a 19 year old woman knowing anything about motorcycle racing are virtually zero. But Spain is different. The waitress immediately told me that Hayden had grabbed the pole, filled me in on where Rossi, and Pedrosa had placed, and affirmed her conviction that Rossi would yet clinch the title before the end of the year. I was delighted, both at finding out who was on pole, and at meeting a young woman so knowledgeable about MotoGP. After our coffee, we went off for a walk through the fantastic scenery.
On Sunday, we decided to go for a drive around the Picos, to visit a couple of villages which we'd been told were beautiful. We stopped in the small town of Arenas de Cabrales, to have a look around and buy some of the strong blue cheese the town is famous for, and as is our habit, stopped at a bar for a coffee and a bite to eat. I'd dismissed the idea of being able to see the race, thinking I would catch up with the result in the next day's papers. But again, as I entered the bar, the TV was showing the full-length repeat of the race (the Spanish are race fans, but even so, they don't like getting up at 6 in the morning to watch the race). I sat watching the second half of the race, swapping comments in my poor Spanish with a couple of the regulars. I didn't find out until the next day that I'd missed the pit chaos of MotoGP's first flag-to-flag race, but just being able to watch Melandri's outstanding win, Rossi's astonishing charge through the field, and Hayden's gutsy fight to hang on to Rossi was a real pleasure. As to the famous question of the yellow flag, I couldn't see it clearly, as I sat at an angle to the TV, but I'm sure I'll return to this in my discussion of the races, which will follow in a couple of days. After the race finished, we paid, left and continued our trip, happy to have caught most of the race.
So, if you find yourself in need of a vacation, but don't want to miss much of the racing, I can only recommend that choose Spain as your destination. Apart from the outstanding scenery, great weather, fantastic food and friendly people, you get to stay up-to-date with your favorite sport. What more could a MotoGP fan want?