by clicking the arrows at the side of the page, or by using the toolbar.
by clicking anywhere on the page.
by dragging the page around when zoomed in.
by clicking anywhere on the page when zoomed in.
web sites or send emails by clicking on hyperlinks.
Email this page to a friend
Search this issue
Index - jump to page or section
Archive - view past issues
GP Week : Issue 38
>>MOTOINSIGHT well as the mileage, it was tiring and potentially dangerous for the riders: “With the one tyre rule, we don’t need to do that any more. Already at the tests you saw big smiles because you have much more time to work on your bike, and you do a lot less laps. Each test we’ve done, we’ve ordered the same quantity of fuel as the year before, and at Sepang and Qatar we’ve had 200 litres left. We are doing a lot less laps, but more productive laps.” This, says Poncharal, means the loss of practice time and post-race test sessions is less serious. Not all agree. Among the riders, Hayden (adapting to new tyres and to the Ducati) has expressed strong concern, while Rossi has suggested putting pressure on to restore at least one post-race test. Taylor articulates the problem for the Haojue team, with just two riders, an all- new machine to develop, and restricted time in which to do it. “It’s extremely unhelpful to a new team. Aprilia have a lot of riders with a lot of information, and can help each other. But it probably does help costs in the big class, where the engines cost so much. You can easily use ten engines a year.” There are other cost-cutting measures in the pipeline, and the significant thing, according to Butler, is that they are led by the industry. There were two significant factors, he said. “There is an agreement for 2010 that 125 bikes will have a price cap. Aprilia and KTM have agreed that. So that’s an industry-led initiative that is going to ensure that we don’t have the rabid inflation that we had in 250. “And the 250 development into Moto2 also seems to be bearing fruit because people are making prototypes, and no matter what the perceived negatives were, it looks like it’s going to be a whole lot cheaper, and it’s going to create some dynamics, because it is new. “MotoGP is driven by the manufacturers, because the engine is the biggest cost, and the fact that they are shipped back and forth from the factory all the time for rebuilds. They’ve obviously identified the fact that if they save engine life they’ll save a lot of money” he said. But it may not be enough and it may not be all over yet. There is, however, a fall-back position, as Butler says, harking back to the lean days of the 1970s, and to the first year of MotoGP four-strokes in 2001. During that year, former two-stroke GP winners WCM attempted to enter a 990 based on some production parts. The bike was repeatedly turned away by scrutineers. A simple rule change could, however, open MotoGP to similar machines in the future, he says. “This is the great thing about bike racing. You can always survive, because virtually every big (production) bike out there is capable of being turned into a racer. That is like a very nice insurance policy. “Nobody wants it to happen. We’d probably have to get down to a dozen riders to trigger it. But if that happened, it would probably come out of the blue,” said Butler. 41 MotoGP.com