The CRT-replacement Open class in MotoGP is causing an even bigger shake up of the class than was expected. The outright speed of the Forward Yamaha at the first two Sepang tests provoked a testy response from Honda, who claimed it was entirely against the spirit of the rules.
Then came news that Ducati was to switch to an Open entry, giving them the freedom to develop their engines and use more fuel, in exchange for giving up their own ECU software.
This provoked an even angrier response from Honda, Repsol Honda team principal Livio Suppo telling the MotoGP.com website that they were unhappy with the introduction of the new ECU software Magneti Marelli brought to the second Sepang test, which was much more sophisticated, though it was not used by the teams.
It seems Honda’s complaints have not fallen on deaf ears. Today, in an interview with Spanish sports daily AS, Dorna CEO Carmelo Ezpeleta announced that a third, intermediate category is to be introduced for 2014.
The new category, which Ezpeleta dubbed ‘Factory 2’, will see Ducati start the season under the full Open regulations: 24 liters of fuel per race, 12 engines per season, not subject to the engine development freeze, unlimited testing, and a softer rear tire, in exchange for using the spec championship software managed by Magneti Marelli.
However, should Ducati win a race, or take two second-places, or three third-places, then they will lose some of their advantage. Fuel will be reduced from 24 to 22.5 liters, and the engine allocation will be reduced from 12 to 9 engines per season.
The measure is to be adopted as of 11th March, according to Ezpeleta. The Grand Prix Commission will meet to approve the new rules, though the FIM, Dorna and team association IRTA have already given their assent.
Given that this proposal was most likely made in response to pressure from the two Japanese factories still adhering to the Factory Option regulations, the MSMA are also likely to approve it.
The proposal will leave MotoGP with three categories, instead of the existing two. Factory Option: 20 liters of fuel, 5 engines per season, all engine development frozen and restricted testing, in exchange for the freedom to use and develop their own ECU software.
Open: 24 liters of fuel, 12 engines per season, engine development and testing unrestricted, and a softer rear tire, but forced to use the Magneti Marelli software. And Factory 2: the same as Open, but with 22.5 liters of fuel and 9 engines.
What is not clear is what other restrictions will be placed on Factory 2 teams, whether testing will be limited, whether they will have access to a softer tire, etc. It is also not clear whether they will be freed from some of the restrictions on the electronics package, such as the freedom to use their own dashboard or sensor packages — at Phillip Island, Ducati ran the full Open spec electronics package, including Magneti Marelli dashboard.
It is also unclear whether the Factory 2 regulations will apply to the Forward Yamaha team as well, especially as the bike which Aleix Espargaro and Colin Edwards will be racing is now being entered as a ‘Forward Yamaha’ in the latest entry lists, rather than the ‘FTR Yamaha’ which it was originally called.
It is also unclear whether weather conditions will be taken into account when assessing results. When the engine allocation rules were first brought in, an exception was made for factories which had not had a dry win, the same logic could be applied here.
The trigger for the latest spat over the Open class was the introduction of a new, much more sophisticated software package brought to Sepang 2 by Magneti Marelli. Initial reports were that the new package was basically Ducati’s ECU software, handed over to Magneti Marelli.
As Mat Oxley wrote yesterday, however, the new package was not yet in use at Sepang, the software only being loaded so that the Open class technicians could get used to the way it worked, and compare it with the 2013 software, which was far less complex.
In the interview with AS, Ezpeleta explained that Magneti Marelli had the software for some time. The factories were asked in November last year to help develop the spec-ECU software, but Honda and Yamaha refused, Ezpeleta said. Ducati agreed, and provided assistance to the Italian ECU maker.
Magneti Marelli then built their software based on the input provided by Ducati, and this was the software introduced at Sepang 2. Ezpeleta was clear on why the upgrade was applied. ‘The objective is that in the end, everyone will run as Open entries,’ Ezpeleta told AS.
This article was originally published on MotoMatters, and is republished here on Asphalt & Rubber with permission by the author.