Moto1 Rumors... - Page 4

 


Yeah, well, it's all going to be ok, because Ezpeleta has found the
silver bullet that magics away all the problems, solves the financial
crisis and probably feeds the world and brings an end to war as well.
http://www.motomatters.com/news/2009/12/08/ezpeleta_the_bike_makes_a_prot
otype_not_.html

And we'll find out what it is on Friday. It's apparently a single
technical parameter.

Given all this talk about engines that might be built from (whisper it)
production parts, this interview with WCM's Peter Clifford is
interesting
http://www.motomatters.com/interview/2009/11/12/peter_clifford_interview_
wcm_blata_and_p.html

The most interesting part in that is that for the months when they tried
to use Yamaha cases, it was the FIM, not Dorna, the MSMA or anyone in
the MotoGP paddock who complained and ultimately got it banned. This
area of the rules and the Flammini's public comments haven't changed
since then. So it's going to be interesting to see exactly how
Ezpeleta's silver bullet is going to get round it.

And exactly how Moto2 pans out. When the Honda Moto2 engines finally
appear, I'm looking forward to the competing press releases where Honda
says "these castings do not come from a CBR600" and the FIM-InFront say
"yes, they do".

--
Julian Bond  E&MSN: julian_bond at voidstar.com  M: +44 (0)77 5907 2173
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Julian Bond wrote:


I think Ippolito has made it quite clear that the FIM is now coming down
on the side of GP on this production business:

http://www.motomatters.com/news/2009/12/02/fim_president_repeats_support_for_1000cc.html

So if IMS is going to take action against GP, they will be on their own,
facing off against the FIM, Dorna and one assumes the MSMA as well.
Since there exists no contract between GP and WSB, any legal action
would have to be directed at the FIM, and only indirectly at GP. The
result of such action could result in an even further withdrawal of the
factories' involvement in WSB, and could be viewed very unfavorably in
the court of public opinion, so the Flamminis need to be cautious about
taking such a step.

One assumes the "silver bullet" in this regard is the lack of any
requirement to run any production parts at this point, rather specifying
a spec for a motor that doesn't disqualify a production foundation.
There's no question it would be a change of position for MotoGP, but
that doesn't mean it's not a legitimate position.

Regarding Moto2, if the Honda motor doesn't include any production part
numbers and it has subtle changes to the production parts retained, it
would be very hard for IMS to claim it's a production part. Think about
the reverse of this situation regarding the Yosh SB cranks in the AMA
last year. If the motor would be ruled ineligible if it appeared in a
Ten Kate WSS machine, how can it also be ruled a part exclusively to be
run by IMS under the production/prototype distinction?

Ezpeleta's "silver bullet" is something dealing with limiting the cost
of building prototype 1000s, so it has nothing to do with
production-based motors or IMS.

 


If the WCM engine was way, way ineligible for WSB, how could it have
been illegal in MotoGP? Apart from anything else it was a 4-valve when
the current road Yamahas were 5 valve. But the FIM and courts ruled it
was sufficiently non-prototype to be illegal in MotoGP because that
particular version had heavily modified R1 cases.


It appears to be all wrapped together. And anyway, we'll know tomorrow.
Probably.

--
Julian Bond  E&MSN: julian_bond at voidstar.com  M: +44 (0)77 5907 2173
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                             Four Quarters

 

 What is the big deal with "production cases" from an engineering
point of view? Jeez everybody that ever tricked up a 2 stroke as a
teenager knows, and more than ever these days, that the whole hype
about production cases is utter bogus to convince someone somewhere
they can buy "just what we are racing". BS. You can do so much around
those production cases, and it may cost actually more to trick them up
to true prototype potential rather than less.

The thing about this is that -as Julian said- 800 vs 1000 will not
make a darn difference given advances in overall technology (be it
electronics or tires or chassis).

One of the clear problems is that we have 2 top motorcycle racing
divisions. WSB and MGP. It should have arguably never happened. Car
racing doesn't have it. it is a clear F1 sweep with all its issues (I
havent been able to watch that in many years). But motorcycles, even
though MGP is supposed to be the top class, heck, the fan base is kind
of split. And that is all it takes. Who is the top dog in 09, Rossi or
Spies? Arguments can be made on either side that can not easily be
dismissed. The same situation would not arise in car racing in the
mind of the vast worldwide majority of fans. So motorcycle racing has
an issue in true top class perception. It is like boxing with too many
weight classes.

I think this boils down to just as much of a business and political
issue as a clear technology delineation line. And the latter seems the
least significant parameter in the equation.

And I could not care less about the size or nationality of the top
riders. If a background in racing dromedars in Mongolia turns out to
be the key competitive background to race next gen top class
motorcycles, heck, let that be it. All I ultimately long for is a
universally accepeted top motorcycle racing class we can all look and
relate to. As motorcycle fans it requires us to support the business
with our passion and Paypal accounts, and demand our shops and
suppliers do so too.

 

So the magic bullet is a max bore size of 81mm. I bet we can all think
of some unintended consequences of that.

My prediction? Costs will go up. And not just because everyone will have
to design, build and test a new engine.

--
Julian Bond  E&MSN: julian_bond at voidstar.com  M: +44 (0)77 5907 2173
Webmaster:          http://www.ecademy.com/       T: +44 (0)192 0412 433
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                               Final Beta