TV ratings for the Dutch TT at Assen are in for the Italian TV market (one of the largest markets for MotoGP), and once again they show a decline in MotoGP’s allure without Valentino Rossi. With 2,579,000 viewers, making up 16.79% of the total television audience, MotoGP in Holland attracted only half the audience from last year’s event (5,249,000 viewers, 31.69% of the total television audience). With a similar trend in 125GP and Moto2, some in the Italian press are calling for Dorna CEO Carmelo Ezpeleta’s resignation, as these ratings are surely a sign of the sport’s demise.
Loris Capirossi seemed destined to owe Dorna boss Carmelo Ezpeleta a steak dinner after the Balatonring supposedly secured funding from the Hungarian Development Bank. That bad fortune (for Hungarian MotoGP fans, not for Capirex) seems to have changed however as the loan has now been refused by the Hungarian bank, which leaves the Hungarian circuit a big question mark for the 2010 MotoGP calendar as it struggles to raise the needed $80 million. Story gets worse after the jump.
For over a year the Balatonring has struggled to get to completion and be included in the MotoGP racing schedule. With the economic collapse last year, the Hungarian track failed to be completed on time to make its 2009 debut; and with the collapse in the real estate market, there was some doubt if the track would be completed at all.
Yet despite this Dorna remained faithful and thought it fit to place the track on the 2010 calendar. Upon its inspection in October 2009 by the MotoGP Rider’s Safety Commission, Loris Capirossi bet Dorna boss Carmelo Ezpeleta that the track wouldn’t be ready in time for the 2010 season. With a steak dinner on the line, Capirex should be seriously considering a stop by the butchery with the latest news.
The Grand Prix Commission met today, and came to a resolution on what direction the MotoGP series would take in the coming years. As expected the committee members agreed to a 1000cc format for the 2012 season, and finally revealed some of the details of that switch, such as a maximum of four cylinders allowed in the race motorcycles, and a bore size that can be no larger than 81mm. The announcement was devoid of any further details about “production motors“. More after the jump.
There’s be some trouble brewing in the MotoGP/WSBK camp after news hit that MotoGP would be switching back to a 1000cc format by the 2012 season. In that story, several possibilities on how that format would work were put forth by various sides, one such proposal being the running of production based motors in MotoGP.
These motors, which would be based off those found on streetbikes, could be tuned to any degree, provided it met the criteria in the MotoGP rule book (1000cc & four-cylinders are the only regulations agreed upon currently). This news of course drew the ire of World Superbike promoter, Infront Motor Sports, in the form of Paolo Flammini, who believes that format would infringe on his license to exclusively run a production based race series.
Refusing at first to define what a production engine is, Dorna’s Carmelo Ezpeleta is now switching gears and saying the term “production engine” won’t even appear in the new MotoGP racing regulations.
MotoMatters is now confirming that as early as 2012 we will see MotoGP racing back in the liter-bike category. Never popular with the manufacturers, the 800cc rule change not only cost teams in added development costs, but also never brought the promised the safety and closer racing that is was supposed to offer. For the moment it appears MotoGP will remain a prototype class, with there being no discussion of a production motor being used (like in Moto2), at least at this time.
When MotoGP switched from the 990cc displacement format to the 800cc formula, it was done so on the idea that it would make the premiere racing class safer for the riders. This proved to not be the case, as the 800cc bikes clearly carried more corner speed through turns, and were still able to approach 990cc top speeds on the straight-aways.
The result, a racing class that was more dangerous and more expensive for manufacturers.With this in mind, Dorna Boss, Carmeloa Ezpeleta, wants to return the series back its previous 990cc format, by as early as 2011.
Dorna and the MotoGP rider’s Safety Commission met in Sepang this past Friday before the Malaysian GP to talk about the upcoming 2010 season, and in particular the addition of the Hungarian Balatonring to the schedule. While Dorna CEO Carmelo Ezpeleta believes the track will be completed on-time for its MotoGP debute, Satefy Comission Founding Member, Loris Capirossi, disagrees. Putting his money where his mouth is, Capirossi has bet Ezpeleta on the Hungarian tracks completion.
You may remember that we reported earlier in July that Jorge “Aspar” Martinez was closing-in on realizing his dream of racing in the MotoGP series. Well, that day is finally upon us now. While at Donington Park this past weekend, Aspar announced that a deal with Ducati had indeed been reached.
The Spanish team principle will run a satellite Ducati team with a solitary bike, however a rider has yet to be determined. Alvaro Bautista, the most logical choice to pilot Aspar’s Ducati, has said that within the next few weeks he will make a decisions as to whether he will join MotoGP. Should he decide to move up to the premiere class, you can bet that he will land on the Spanish team.
Wanted dead or alive is Carmelo Ezpeleta, Dorna Sports CEO, for his crimes against the 250cc class. Someone has put up as a joke (we hope) a $1,000,000 bounty on the race promoter’s head, with a caption that reads, “Wanted for crimes against the 250 cc bikes. He is a 2-stroke killer. Outlaw is known to be extremely dangerous and should be approached with caution.”
The poster is an obvious reference to Dorna’s demise of the 250GP class, in favor of the upcoming Moto2 class, which will replace the 2-stroke 250cc bikes, with 4-stroke 600cc prototypes.
Ezpeleta has been responsible for a number of changes in premiere motorcycle racing, starting with Moto2, which will launch at the beginning of the 2010 season, and serve as a feeder into the MotoGP series. Additionally, any rider coming into MotoGP, including from Moto2, will have to first start in a MotoGP satellite team, with some exceptions.
It’s only rumor right now, but expect the bounty to be increased if plans to replace the 125GP class are put into motion.