Colin Edwards Will Retire from Racing after 2014 Season

Announcing his decision during the pre-event press conference for the Red Bull Grand Prix of the Americas, Colin Edwards told the assembled press that 2014 would be the Texan’s last season racing a motorcycle. Citing a lack of improvement on his performance in pre-season testing and at the Qatar GP, Edwards decision perhaps answers the lingering question in the paddock of when the American rider would hang-up his spurs after an illustrious career in AMA, WSBK and MotoGP. Talking about his inability to come to terms with the Forward Yamaha, which Aleix Espargaro was able to take to the front of the pack in Qatar, Edwards was at a loss when it came to understanding the Open Class machine and his lack of results.

MSF Updates Its Basic RiderCourse Curriculum

It is no surprise that statistics from the NHTSA show that motorcycle accidents and injuries are on the rise. According to the 2012 Motor Vehicle Crash report published by the NHTSA, motorcycle fatalities for that year rose to 4,957, up seven percent from 2011, while injuries increased 15% to 93,000. While the NHTSA statistics are misleading because the motorcycle category includes mopeds, scooters, three-wheelers, pocket bikes, mini bikes, and off-road vehicles, new riders need every advantage they can afford. The Motorcycle Safety Foundation has taken notice of these statistics and has revised the curriculum for its Basic RiderCourse to include a new Basic eCourse, which students will take prior to in-person instruction.

Yamaha Trademarks “R1S” & “R1M” at USPTO – “YZF-R1M” Trademarked Abroad – But Why?

Are new Yamaha YZF-R1 models coming down the pipe? That’s the question being asked after trademark filings in the US and abroad tipped off Yamaha Motor’s intention to use “R1S”, “R1M”, and “YZF-R1M” for motorcycle, scooter, and three-wheeled purposes. The filings are being taken as hints towards a possible multiple trim levels of the Yamaha YZF-R1 superbike, with the “S” and “M” designations being different spec machines than the current base model. The “S” nomenclature is a popular one in the two and four-wheeled world, though “M” would certainly be a novel designation, outside of say…BMW.

Bell & COTA Create Texas-Themed Limited-Edition Helmet

Continuing its theme of making limited-edition helmets for premier-class US rounds, Bell Helmets has teamed up with the Circuit of the Americas and Chris Wood, of Airtrix, to create a Texas-themed Bell Star Carbon helmet, just in time for COTA’s MotoGP race next weekend. Available only until April 13th, the Bell/COTA helmet features a red, white, and blue flag motif on the front, with both the American and State of Texas flags visible, which then wrap around the rear to merge with a hardwood design, reminiscent of the floorboards in a Western saloon. The helmet is also crowned with a Longhorn cattle skull, which adds to the Texan motif. The specially designed helmet also features a horseshoe, the COTA logo, and the 2014 Red Bull MotoGP of The Americas logo.

Aprilia Mounting a Return to MotoGP in 2016

Towards the end of the 800cc era, MotoGP looked to be in dire condition. Grids were dwindling, factories were reducing their participation, and teams were in difficult financial straits indeed. By the end of 2011, there were just 17 full time entries, Suzuki was down to a single rider, and were about to pull out entirely for 2012. How different the situation looks today. In a recent interview with the official MotoGP.com website, Aprilia Corse’s new boss Romano Albesiano gave a brief outline of their plans. The Italian factory will continue to work with the IODA Racing team for 2014 to collect data on the electronics and tires, which they will use as input on an entirely new project being worked on for 2016.

This Is Pretty Much What the Monster 800 Will Look Like

With the advent of the Ducati Monster 1200, it was only a matter of time before Ducati’s middleweight liquid-cooled “Monster 800″ would be spotted, and unsurprisingly the machines have a great deal in common. The one big difference seems to be that the 821cc Monster gets a double-sided swingarm, which has become Ducati’s new way of differentiating between its big and medium displacement models of the same machine, see entry for Ducati 899 Panigale. With the spied Ducati Monster 800 looking ready for primetime, and a pre-fall launch isn’t out of the question. Giving us an excellent glimpse into what the Ducati Monster 800 would look like, Luca Bar has again used his Photoshop skills to render up images of the still unreleased “baby” Monster.

Photos of the Mugen Shinden Ni sans Fairings

Given the competitive nature of the electric racing realm, its rare to see the big high-power bikes without their fairings, as teams are reluctant to reveal their secret sauce. Debuting the Mugen Shinden San this past weekend in Tokyo though, Team Mugen did just that, giving us a glimpse into the inner workings of the team’s 2013 race bike, the Mugen Shinden Ni. You don’t have to be an electron-head to get excited by these photos, as any race bike with a carbon fiber frame and swingarm is pretty drool-worthy, though the Shinden Ni’s carbon fiber battery enclosure does hide a great deal of the electric superbike’s geek factor. While the sheer size of the battery bike is impressive, it was expected when the Shinden was first announced.

Mugen Shinden San (神電 参) Electric Superbike Revealed

Mugen’s third purpose-built electric superbike for the Isle of Man TT, the Mugen Shinden San, has been revealed in Japan. Campaigning two machines for this year’s TT Zero race, Mugen has John McGuiness and Bruce Anstey at the helm of its “Shinden San” bikes, as the duo looks for a one-two finish in this year’s race. With MotoCzysz not racing at the Isle of Man this year, Mugen is a hot favorite to take the top podium spots, as well as crack the 110 mph barrier for electrics on the historic Snaefell Mountain Course (Mugen is targeting a 115 mph lap). An evolution on the company’s previous designs, the Shinden San fits 134hp — 10hp more than last year, thanks to a new smaller three-phase brushless motor provided by Mission Motors — into its 529lbs bulk.

Trackside Tuesday: The Winning Personality of Jack Miller

Chatting with a couple of NASCAR fans recently, I was reminded that any competition is boring if you don’t care who wins. But if you do care, then even cars driving around in circles can be very compelling entertainment. Those NASCAR fans really cared about how their favorite drivers finished, and not only how they finished in the latest race, but what and how those drivers were doing off the track as well. Those fans had been captured by the personalities of those drivers. One of the things NASCAR does well is sell personalities. All major sports-related businesses do this to some extent, but some organizations do it better than others.

Living the Dream – A Photographer’s Story: Qatar

Imagine if just for once you didn’t have to stick to your usual nine-to-five job. Instead you were able to do the one job you’ve always wanted to do, but any number of things (it’s usually money) have stood in the way. This is exactly the situation I found myself in six months ago when the company I had worked at, for the last 14 years, decided to close, making everyone redundant. This decision did not come as a surprise; in fact, I had been hanging around for the last few years hoping that it would happen, as I had a plan. Fast-forward six months and I have just finished photographing the opening round of the 2014 MotoGP World Championship in Qatar. The plan is starting to unfold.

The ECU Endgame: Will MotoGP Survive Motegi?

10/09/2012 @ 9:48 pm, by David Emmett13 COMMENTS

The ECU Endgame: Will MotoGP Survive Motegi? Titanium exhaust porn Scott Jones

This may very well turn out to be the biggest week in MotoGP since the decision to replace the two stroke 500s with large capacity four stroke machines. This week, Dorna CEO Carmelo Ezpeleta is set to have meetings with each of the MSMA members at Motegi, to hammer out once and for all the technical basis for the 2014 season.

If they succeed, the ground will be laid for a set of technical regulations which can remain stable for the long term, the goal being at least five years. If they fail, then one or more manufacturers could leave the series, reducing the number of factory bikes on the grid and potentially removing two of MotoGP’s top riders from the grid. There is much at stake.

So much, in fact, that neither side looks prepared to back down. On the one side is Dorna, who see the costs of the championship spiraling out of control thanks to the increasing sophistication of the electronics, and the racing growing ever more clinical as fewer and fewer riders are capable of mastering the machines these electronics control.

On the other side are the factories, for whom MotoGP, with its fuel-limited format, provides an ideal laboratory for developing electronic control systems which filter through into their consumer products and serves as a training ground for their best engineers.

Dorna demands a spec ECU to control costs; the factories, amalgamated in the MSMA, demand the ability to develop software strategies through the use of unrestricted electronics. The two perspectives are irreconcilable, at the most fundamental level.

An Unstoppable Force

The tone of the debate has not helped. While Carmelo Ezpeleta has spoken of seeking a solution through dialogue and of conversations taking place in an amicable atmosphere, his tone when speaking in private is implacable. When Suzuki told Ezpeleta they would like to return to MotoGP in 2014, but would not if he imposed a spec ECU, he is reported to have told them “In that case, don’t come.”

His logic is simple: when Suzuki asked for an exemption to the rookie rule so that they could sign Alvaro Bautista, on the grounds that they did not have a satellite team, Ezpeleta allowed it. When Suzuki asked for more engines in the first year of the allocation rules, they had their allocation upped from six to nine, in no small part thanks to the lobbying of Ezpeleta.

As reward for his efforts, Suzuki cut back its MotoGP bikes from two bikes to just one the next season, before pulling out altogether at the end of 2011.

When Honda tell Ezpeleta that a rev limit and spec ECU is unacceptable in MotoGP, he asks them why they are such strong proponents of the idea of a rev limit and spec ECU in Moto3, yet reject proposals for an identical system in MotoGP.

The deal Dorna made with the factories at the beginning of the MotoGP era was that the MSMA would be allowed to make the rules if they promised to fill the grids. His faith in that deal has proven to be at best naive, as the factories have gradually either left the series or raised lease prices to unaffordable levels.

Dorna subsidizes the factories twice: once directly, paying the factories a substantial sum – “more than a title sponsorship!” he told me at Assen this year – for their participation in MotoGP, and then a second time indirectly through subsidies to the satellite teams, which they need to be able to afford to lease the bikes from the factories.

Vicious Circle

Looked at from that perspective, Dorna’s subsidies have actively helped to drive up the cost of MotoGP. The R&D efforts of the factories have been supported financially by the Spanish organizer of MotoGP; that R&D has improved the bikes, but made them more expensive; as a result, the satellite teams have had to ask for more subsidy from Dorna to allow them to continue competing.

With more of their costs covered, the factories can pour more money into developing the bikes further, driving the costs up even further. The total amount a factory like Honda receives from Dorna is probably less than a third of their total MotoGP budget, but it is still enough to provide a strong incentive to continue to pursue R&D.

Seen from the viewpoint of the factories, they are not sure that they can afford to go racing if electronics are restricted. A manufacturer goes racing for two reasons: as part of their global marketing efforts to promote their brand as glamorous, high performance, and technologically advanced; and to develop technologies which will help increase sales to consumer markets in the future.

Every year, the racing department faces a tense meeting with the board of the company to explain why they need such a massive chunk of cash – Dorna subsidy or no Dorna subsidy – to jet off around the world and play at racetracks at corporate expense.

The promise of increased sales and brand exposure in key markets such as Southeast Asia helps quell part of such interrogation, but the argument of a platform for their research and development proves to be a compelling one in persuading company executive boards to keep going racing.

The Pursuit Of Knowledge

The expertise gained from racing is also in areas key to consumer markets. MotoGP’s fuel-limited formula means that much of the focus for electronics developers goes into working on strategies to save fuel in as many areas as possible, while preserving the best possible throttle response, especially at part throttle.

The aim is to make the throttle response feel as natural as possible, provide acceleration which is as smooth as possible while still being as strong as the traction will allow, and reduce fuel consumption to the absolute minimum.

All three of these areas transfer readily to production bikes and provide compelling sales arguments to consumers. That, in turn, helps persuade sceptical company executives that there is more return on their investment than just air miles on the corporate airline loyalty account.

Carmelo Ezpeleta is fully aware of these arguments. He has heard them many times over the years, but has grown impervious to them. After seeing the factories drive the championship down a financially unsustainable dead end, he has decided to call their bluff.

What do the factories really gain from MotoGP? Do they really need the R&D to justify their racing programs, or does the exposure and branding provide sufficient return on investment to ensure their continuing commitment to the series?

An Immovable Object

HRC Vice President Shuhei Nakamoto – the de facto head of the MSMA, even though Takanao Tsubouchi is nominally in charge, as the other Japanese factories have always gone along with Honda’s wishes – has been equally implacable. If they are not free to develop software strategies in their electronics systems, then racing in MotoGP has no added value, and they will withdraw.

Imposing a spec ECU merely raises costs, Nakamoto says, requiring a massive investment to understand the new ECU and hack their way around the standard software. Honda does not believe in racing in a series which imposes such restrictions.

So will the factories knuckle under and accept the spec ECU? Or will Carmelo Ezpeleta back down and allow the factories to continue to develop their own software at least, compromising on standard hardware but unrestricted software?

Dorna and the factories have got themselves into a Mexican standoff, a situation where nobody dares back down and can only end in bloodshed. So much has been said on all sides that it is impossible to see one or the other side giving in. The first party to flinch will have lost, not just this argument but every argument into the foreseeable future.

If Ezpeleta gives in, he will remain a hostage to Honda for as long as they remain in MotoGP, while if the factories accept this, then the acknowledge that they no longer have any control over the series. They become like any other team in MotoGP, with the ability only to advise, not to steer.

Showdown, And I Don’t Mean BSB Style

From all that I have learned, Carmelo Ezpeleta looks to be the party most set on sticking to his guns. Conceding to factory demands that they be allowed to develop their own electronics will not guarantee they will remain in the sport in the long term. Indeed, if the economies of Europe and the US continue to stagnate, Honda, Yamaha and Ducati could decide to withdraw from MotoGP anyway. Honda came within a single board meeting of pulling out of racing altogether at the end of the end of 2008, and only their long tradition of racing in the spirit of their founder, Soichiro Honda, kept them in the sport.

It is not an impossible scenario for Dorna to retain free electronics for the 2014 season, only to see Honda and Yamaha pull out before the season starts anyway, citing economic difficulties. Just as Suzuki did at the end of 2011, and just as Kawasaki did two years before.

If Ezpeleta digs his heels in, Nakamoto will find it very difficult not to pull out. Such strong statements have been made to the media that his credibility would be sorely tested. Nakamoto has proven to be a canny and extremely successful leader since he took over Honda’s MotoGP program at the end of 2008 – indeed, some claim he was instrumental in saving it. Yet he finds himself in a position where his hand may be forced.

The most likely scenario is not just that Ezpeleta will impose a spec ECU, but also that the software will be completely closed, with teams and factories only able to develop fuel maps, rather than traction control strategies. The miserly 21 liter fuel limit will almost certainly go as well, increased to 24 liters in line with the CRT machines, and a necessary prerequisite to imposing a standard electronics package.

The last time Honda pulled out of Grand Prix racing, in 1968 (over technical restrictions imposed to cope with an arms race that ironically brought us some of the most spectacular machines in history) the series suffered a massive blow. And given Honda’s dominant position in the Grand Prix paddock, a similar disaster might be expected.

Honda don’t just put four MotoGP bikes on the grid, they also supply the engines for Moto2 through Geo Technology, as well as a large part of the Moto3 grid with their NSF250R motor. They also have two of the biggest names in racing on their books, current title challenger Dani Pedrosa, and upcoming talent Marc Marquez, whom they could ban from racing, though having to pay them very handsomely for the privilege.

Life After Honda?

Yet the impact of a Honda withdrawal may not be as large as feared. If Honda goes, there is a good chance that Yamaha might follow, but Ducati will stay. If Yamaha leaves, MotoGP will be completely gutted, as only a single manufacturer would look rather too threadbare. However, Yamaha have always said that they will only go racing if they have someone to race, and if Ducati stay – and Suzuki enter – then there is every reason to believe that Yamaha will remain in the series as well.

And while holding Dani Pedrosa to his contract should be relatively easy – Pedrosa has repeatedly said he did not expect to be racing for many more years – keeping Marquez off the racetrack could prove impossible. The young Spaniard has too much ambition to sit out a year or two, and too much talent for another factory to pass up the opportunity to pay off the penalty clause in Marquez’ contract and pick him up.

Honda leaving Moto2 would appear to be a mortal threat to the class, but Ezpeleta has made it clear he does not fear such a move. If Honda decide to pull out, Ezpeleta has said, he will simply go to the nearest Honda dealer, order forty CBR 600 engines, and hand them out to the Moto2 teams.

Honda have already lost some of their grip over the Moto2 class, as Geo Technology – closely linked to HRC – have lost the contract to prepare the Moto2 engines to the technology park at the Motorland Aragon circuit. Motorland Aragon is charging a very great deal less to prepare the engines than Geo Tech did, and is much more willing to listen to and work with Dorna.

A Highly Profitable Petard

That leaves Moto3. If Honda were to pull out of that class, it would gut the field. The problem is that the way the new class has been set up, it is very difficult for Honda to pull out altogether. The bikes have been sold, and while Geo Technology has been given the contract by Honda to develop the engines, there is no reason why that role could not be taken on by another supplier, completely independently from Honda. The bikes, after all, have been sold, not leased, and already the numbers sold are in the hundreds, to be raced in series around the world.

What’s more, the Moto3 class has proven to be rather lucrative for Honda. Unlike MotoGP, production runs are large enough for it to be a profitable venture. Honda is making money from its NSF250R racebike, and so instead of causing the class to collapse, pulling out of Moto3 would actually hurt Honda more than it would damage Dorna.

Honda’s last avenue of escape was closed off last week. Private equity firm Bridgepoint, which owns both Dorna and Infront, parent company of the World Superbike series, last week put Dorna in charge of both MotoGP and WSBK. Honda’s threat to withdraw from MotoGP was always backed by an implicit threat to switch to WSBK, where they would be free to develop electronics as they saw fit.

Game Changer

It would have proved highly rewarding for Honda. The new V4 sportsbike which Honda will introduce in 2014 has all the makings of a bike which will dominate World Superbikes. The bike had initially been leaked as a production racer version of the RC213V, a cheaper version to be sold to private teams in MotoGP as an alternative to CRT machinery.

Whether Honda actually ever had any intention of building a pure production racer is unknown, but it is becoming increasingly clear that a roadgoing version for homologation purposes had been planned all along. That bike will form the backbone of Honda’s increased involvement in World Superbikes, and will be a title contender from the very moment it hits the track.

However, with Dorna running World Superbikes, it is inconceivable that electronics development will continue without some form of restriction. The most likely scenario is that a spec ECU will be imposed on that series too, most probably at the same time (and possibly also the same unit) as the unit to be used in MotoGP.

Any factory withdrawing from MotoGP over the imposition of spec electronics will have little credibility if they then switch their attentions to World Superbikes where the same restrictions apply. What’s more, Dorna could simply refuse the entry of a factory which had deserted MotoGP, even though such an entry might be made under the guise of a supposedly independent team with a long history in World Superbikes.

End Game

How all this will play out remains to be seen. News will start to emerge after the first meetings this week, but we will only really know the outcome once the minutes of the Grand Prix Commission, due to be held at lunchtime on Saturday, are published. If those minutes contain new regulations for 2014 including a spec ECU and a rev limit, then Carmelo Ezpeleta will have stood his ground and won. If they contain nothing of real significance, then Ezpeleta will have backed down under pressure from Honda.

Carmelo Ezpeleta and Shuhei Nakamoto will be calling each other’s bluff this week at Motegi. Right now, it is hard to see who holds the stronger set of cards, both men having very strong hands. By Saturday, though, they will have to lay their cards on the table, and we will get to see who blinked and who didn’t.

Photo: © 2012 Scott Jones / Scott Jones Photography – All Rights Reserved

This article was originally published on MotoMatters, and is republished here on Asphalt & Rubber with permission by the author.

Comment:

  1. Stevenk27 says:

    Off topic but thats a really nice photo!!!

  2. 76 says:

    The whole trickle down of electronics to consumer bikes is a load of shit from Honda, please name 1.

    Just 1, how long have we been running fuel injected 4 strokes in GP? Just 1, they have had a decade of R&D to apply it… I will wait for that 1 example of MotoGP trickle down electronic technology that has made it to the Honda Lineup as of 2013.

    As much as it would suck for Honda to jump ship, electronics like traction control based on track position is BS. Honestly if they just had a wheelie control that would be fine by many. So they might not be able to take advantage of all the HP the engine can produce, so what, that is already the case. Computers thinking for racers is really just dumb, it simply defeats the purpose. It needs to be the riders input not the new algorithm the techs just baked and uploaded to the bikes TC unit. As scary as the future of GP might be 1 thing is for sure, the OEM’s cant write the rules, Dorna is right in what they are trying to do, they just really screwed up letting the MSMA go that far in the first place.

  3. lovard says:

    A spec OPEN ECU should be OK, providing the OEMs can load the hardware with their own firmware and code it to it directly. That would limit the number of inputs (i.e. no GPS or location inputs), and limit the number of execution cycles (processing power) of the ECU itself.

    That way the OEMs can still learn from control algorithms and how the bikes respond at the limit.

    I also think, the ECUs should be provided to the teams free, with well written code (firmware and software) and control algorithms loaded by Magneti Marelli, and Magneti Marelli technicians available free to any team who wishes to use Magneti Marelli code.

    I don’t understand where the idea that electronics is/could be a large part of the racing costs comes from, but making a competitive ECU available free to lower budget teams who CHOOSE to use it would be a sensible strategy IMO.

    In fact making other competitive high cost parts (wheels, brakes, suspension) available free to teams who CHOOSE to use them is better than subsidising the team costs by way of a direct financial transaction, seems to makes sense. The teams don’t make these parts themselves anyway so the R&D implications would be minimal and the finances would be better directed to the Öhlins and Brembos (or their competitors), to develop technology directly.

  4. TexusTimTexusTim says:

    Honda wont pull out, If honda really cared they would relase there data and let everyone in the party.
    the electronics gives the advantage to who can afford it….we want tight competitive racing the need to make open all the software develpoment then see if there bikes can still win……I own hondas and dotn take this wrong but ans unfair advantage exsists and the software should just be out there so it wont be a factor and will be about the rider and the rest of the bike……..HONDA YOU DONT DO THAT BECAUSE YOU DONT DEVELOPE THE REST OF THE BIKE LIKE YOU CLAIM WHEN YOU CASH YOU SUBISDY CHECK FORM MOTO GP…………IF YOU DID EXXPLAIN WHY THE CBR 1000 HASNT CHANGED FOR OVER 5 YEARS.SO TRICKLE DOWN TO THE CUSTOMER MY ASS….THEY JUST DOMINATE IN ANY WAY UNFAIR OR NOT TO SELL THE MOST UNITS….ALL THEY CARE ABOUT OR THEY WOULDNT ACT LIKE SPOILED ROTTEN BRATS

  5. whatever works says:

    The two are not irreconcilable.

    Electronics should be free but the engine/electronics package should be homologated only if the manufacture commits to producing a minim number (for at least 6, 8or 10 riders?).
    Packages that are handed down to the organizer who will lend then randomly to teams under contract with that manufacturer.

    This way the constructors are free to develop/improve everything and the level of the field (as far as motors go) is kept under control, while the costs are kept under control also since they wont invest too much knowing a few other teams will benefit just the same. But competition between different manufacturers/packages will fuel development at a healthy rate.

  6. Damo says:

    If Honda leaves, MotoGP is fuced.

  7. TC says:

    MotoGP is already a mess and a boring spectator sport. Let’s hope they don’t ruin WSBK.

  8. JD says:

    Some of the best racing in my life was before the days of computer controlled bikes squirming sliding powerband wheelies and all that kind of chaos. The riders won races through bravery will and full on balls.

  9. Stephano says:

    In all honestly, Moto GP is no longer fun to watch and all these gizmos have done nothing to further make the series any exciting!

    Good old days, where the 500 two stroke machines would run like wild horses and to watch them live was so glorious. After all, why do these manufactures race these bikes and haul them everywhere around the globe? If entertainment is not part of the equation, then what is it for?

    I for one, can no longer enjoy going to the races like I used to. Year after year, I never missed any international type racing (WSBK/GP) at Laguna Seca and this was the story up to 08 season, but lately, I absolutely have had no desires to attend any GP races, well until now!!!!!! Good news is the return of the WSBK to Laguna for 2013.

    Maybe that will change my mind. Watching the Moto GP on TV is boring nowadays! I hope something exciting will happen soon to make this sport as awesome as it used to be!

  10. Jake says:

    I’m just sick of the BS “racing for R&D for production”. These companies don’t need to race to develop bikes. All of them own or have unlimited access to racetracks. So they can test and simulate race situations if they choose to. Race development is only good for those extreme isolated circumstances found,……..in racing! So from a marketing point yeah it has merit to try and play off racetrack success. But from an actual consumer level I don’t buy it (and can’t buy it! lol)

  11. Rider says:

    I love the tech in Motogp, if you want drifts and wheelies watch superstock or future WSBK. There are plenty of slides in motogp, they are just harder to spot and often are faster rather than slowing the rider down. Don’t dumb down the premier class to make it more accessible to the general public.

  12. jack says:

    Screw Honda. Dorna is and should be the only rules maker. If Honda doesn’t like it let them leave. They are only a backmarker in the Sportbike world now. If they need motors for the Moto2 class they can get them from Yamaha, Suzuki, or Kawi. Who needs Honda. It would be a commercial mistake to leave Moto3. MotoGP is the only showcase they have for their mark, and they will not be leaving anytime soon. It’s just a bluff. If something isn’t done soon there will only be 12 bikes on the starting grid or possibly less. I say bring on the British Superbike rules!!!!!!

  13. Trip says:

    @Rider,

    It’s come to the point where something has to give. If costs don’t come down, you might not see any GP bikes in the near future. This “don’t dumb down the sport” argument just isn’t rational, although I certainly understand the emotional element of it.

    I know a little bit about marketing and can assure you that the tens and hundreds of millions of dollars required per team to compete are getting harder and harder to come by, especially in this economic climate. As it gets more expensive, the factories themselves will have a harder time justifying the investment. Wait, correction, they already are. See Kawasaki, Suzuki and the other manufacturers who continue to sit on the sidelines. There isn’t much sponsorship money out there and I’m pretty confident that MotoGP is pretty far down the list of opportunies for companies still willing to spend big dollars.

    Besides, purists excepted, the predominant view seems to be that MotoGP has grown boring. Eventually that’ll hurt Dorma’s revenues, which then endangers its ability to help fund teams. The current path is one to oblivion.