There are many people around the world with opinions about MotoGP - some more informed, some less - but there is one voice that is always listened to, when its owner chooses to speak. That man is, of course, Carmelo Ezpeleta, the CEO of Dorna, the body which runs MotoGP. Ezpeleta is both admired for the huge strides in popularity and exposure that MotoGP has made under his leadership, and despised for what some see as the crippling of MotoGP, by switching from the old 990cc formula to the 800s.
Ezpeleta's critics' greatest fear is that he will continue to meddle with MotoGP rules, in the hope of achieving certain competitive outcomes. Both the new tire regulations and the switch from 990cc to 800cc were done on the pretext of safety, in the hope of slowing bikes down. But the cynics take the fact that both the 800s and the new single tires have seen lap records shattered as proof of their argument that Ezpeleta is interfering in the hope of making the racer closing.
The Spanish MotoGP chief has made no secret of his desire to limit the role of electronics in racing, but in an interview with the Spanish weekly magazine Motociclismo, translated and annotated by Speed TV's Dennis Noyes, Ezpeleta reveals some remarkable insights.
The most remarkable of these is that he doesn't believe that electronics have made the racing any less close. Ezpeleta points out that despite the fact that there have been no last-lap passes for the lead since Toni Elias won a thrilling race at Estoril in 2006, there has still been plenty of close racing down to the final lap further down the field. The lack of passes for the lead "must be because the riders at the front are different," Ezpeleta said. "If there are battles for the other positions, why not for the leading positions?"
Ezpeleta also revealed he has had talks with the factories about limiting the role of electronics, but that the factories were not interested.
The interview goes on to cover the single tire rule and the new Moto2 250 replacement class. Ezpeleta points out that the 250 class had already become a de facto single manufacturer class, with Aprilia deciding who would receive one of the 6 magic RSA 250 machines which were the only real bikes capable of winning a championship.