MotoGP Blog

Speedtv.com have an interesting article on the reasons why Dorna is considering the introduction of a control tyre, and on the politics of the decision making process. While the article is clearly written from the point of view that a control tyre would be a good thing for MotoGP - a view not shared by this blog - the insight it provides into the decision-making process between the various bodies involved is fascinating.

What becomes apparent is the power of the MSMA (Motorcycle Sport Manuafacturers Association): the factories. The article states that if the MSMA unanimously vote against the proposal for the control tyre, this acts as a veto and the other participants, the FIM, Dorna and the IRTA (International Road Racing Teams Association) may not proceed. If the vote is not unanimous, the article speculates that this would result in the proposal being carried, and a control tyre introduced.

So what of the MSMA; what is the likely outcome of their vote on the matter? If we look back to the decision in 2003 to introduce a Pirelli control tyre into WSB for the 2004, the decision caused uproar within the sport. This, along with the lesser matter of standardisation of air intake restrictors, caused the MSMA to withdraw from WSB for 2004 with the exception of Ducati. This season became labelled “the Ducati Cup” because the only bikes in with a chance of a win were the factory Ducatis. No factory bikes from Yamaha, Suzuki, Honda, Kawasaki or Aprilia were entered that year.

In 2005 some manufacturers returned, but only through European importers not as full factory teams. This has caused untold damage to WSB, damage which has still not been overcome. TV audiences still lag far behind MotoGP and sponsorship is increasingly difficult for teams and riders to find. The racing is not significantly better than before the control tyre was introduced and although undoubtedly cheaper for the teams, lap times now lag by up to 2 seconds per lap from MotoGP bikes, which run 800cc engines.

So we can reasonably expect there to be some resistance from the MSMA. Will it be unanimous though? I an hoping it will be so and we can move on to next season with the status of MotoGP as the premier motorcycle racing class intact.

So do things need to change? Probably in some way, but in a year in which the engine sizes were reduced to 800cc, fuel tank sizes also reduced and new tyre rules instituted, it would be easy to make a bad decision based on five or six races this year which were not the tooth-and-nail battles we have become used to. What would MotoGPBlog do? Increase the tyre allowances for the teams by 30% to allow them a greater range of rubber to select from on the Thursday night, and a better chance of getting it right. This still rules out the “overnight” tyres and keeps costs controlled, while allowing the prototyping of new and improved compounds and constructions. Let’s not forget, it was the tyre companies that proposed and agreed the new tyre rules, not Dorna. Let us hope they are able to take their destiny in their own hands again next year.