Submitted by David Emmett on Mon, 2022-10-10 08:25
One complaint has consistently run through the past couple of MotoGP seasons, it has been the pressure of the front tire. Pick just about any race and you will find riders saying that rising pressures and therefore (Boyle's Law) temperatures of the front tire cost them a better result. At Jerez, for example, Fabio Quartararo had been unable to do much more than follow Pecco Bagnaia home because every time he got into the Italian's slipstream, the temperature of the front tire would rise, as would the pressure, making it impossible form him to outbrake the Ducati.
At Motegi, it was Bagnaia who was struggling with increased front pressure as he followed Quartararo around, eventually contributing to his crash. Enea Bastianini had similar issues that race. In Aragon, where Quartararo had real trouble in 2021, the Yamaha rider was planning his tire pressure around his starting position, not that it ended up mattering much after he crashed into the back of Marc Marquez.
That has been a successful strategy for Quartararo and his crew throughout 2022. The starting tire pressure the team uses in the Frenchman's Yamaha M1 is determined to a large extent by where Quartararo is starting, and how the expect the race to unfold. If Quartararo is starting on the front row and believes he can get away and lead, they start with a higher pressure. If he is starting from the second row or further back, and expects to be stuck in a group trying to fight his way forward, they start with a lower pressure, anticipating extra heat and pressure in the front.
The rules state that the teams have to use the minimum pressure prescribed by Michelin, 1.9 Bar in the front, and 1.7 Bar in the rear. But that is a target pressure, to be achieved for at least half the race. And it is getting harder to achieve that goal and still be competitive. The aerodynamic packages of MotoGP bikes are completely disrupting the airflow on the bikes behind them, and the combination of aerodynamics and ride-height devices is having a massive impact on braking forces.
Higher braking forces means more load is put into the front tire, and more load equals more temperature equals more pressure. Disrupted airflow from the aerodynamic packages of the bikes ahead means there is little or no cooling air on the tire on the straights, meaning the increased temperatures from braking can't be dissipated.
Crew chiefs are seeing this in the data, and in the results. Speaking to us on Paddock Pass Podcast episode 280, Miguel Oliveira's Red Bull KTM Factory crew chief Paul Trevathan said the difference aerodynamics and ride-height devices had made to the front tire was huge. "The influence on front tires is horrendous, it's massive. I would say from 2020 to now, it's gone completely crazy."
That had completely changed the choice of front tires. "Maybe in the past, we were the kings of being able to use the hard front tire, now you so to races where even Yamahas and Suzukis are having to use the hard front tire," Trevathan explained. "You bring three front compounds, and now it looks like we all sit between the medium and the hard, and many times the hard is not hard enough any more."
Things are going to get even more difficult in 2023. From next year, the minimum tire pressures – which are not enforced, by agreement of the six manufacturers in MotoGP – will be monitored by a spec, official sensor, supplied by French manufacturer LDL Technology. Those sensors include an encrypted datalogging channel to prevent teams from cheating by altering the tire pressures logged during the race. With the introduction of those sensors, the minimum tire pressure rules will start to be enforced, meaning that anyone under the minimum pressure for half the race will be penalized.
That is going to be a problem. Motorsport Magazine's Mat Oxley has been following this story very closely, and after Motegi, published an article explaining just how difficult these new sensors are going to make life for MotoGP teams and crew chiefs, as managing tire temperatures will become far more difficult. The punishment for getting it wrong is much higher, and so teams will play it safe. That means that anyone stuck behind is going to suffer, their pressures going up to over 2 Bar and increasing the risk of a crash.
There has been much talk of how to solve this problem. The desirable but impossible solution is to drastically restrict the use of aerodynamic appendages and ban ride-height devices. That is impossible because the manufacturers, assembled in the MSMA, get to make the technical regulations, and some members of the MSMA want to keep both technologies in MotoGP.
The more feasible solution is for Michelin to bring a new front tire, one capable of dealing with the higher temperatures caused by the aerodynamics, and with a different carcass, creating a more consistent feel when tire pressures rise.
As luck would have it, that is exactly what Michelin are doing. "We are working to improve the temperature and the pressure control," Michelin's Two Wheel Motorsport Manager Piero Taramasso told me at Sepang in February of this year. "Now when you have the slipstream, the tendency of the front tire is to overheat. So we are working on that, to try to better control that point."
That was the good news. The bad news is that they have been working on this front tire since 2019, but circumstances have made getting the front right a moving target. The worse news is that the introduction date keeps getting moved back. And the intense MotoGP schedule means it could take even longer to test and verify a new front tire design.
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I wonder if, with the blessing of Dorna, setting a solid date for the introduction of a new front tyre would give the teams some motivation to test the tyre. Testing would be the only possibility to influence its development. Testing would also be the only possibility to understand the tyre and whether the new tyre would demand changes in bike design. The teams could still decline the opportunity and then prevent the introduction on safety I guess. I think extra tests, specifically for the purpose of testing the tyre, no other tyres available, are required.
I think extra tests, specifically for the purpose of testing the tyre, no other tyres available, are required.
ultimatly, it's as simple as this
Well there's money. Can't be cheap to hold a test and the teams would grumble if the costs landed on their shoulders. Extra days on the end of current tests or Mondays after races maybe.
^ It only has to happen at particular tracks. (High grip, big stop and go, lower grip, lots of sweepers?). Not more work, smarter work.
If tires don't last race distance at a track, suddenly there is room to test a new compound or heat dispersing carcass update. If riders start talking about a track needing to be resurfaced for safety, same thing.
Dorna, you're the customer. Ask for the tire!
Don't forget they need a wet test too for Brad.
Shapeshifters, aero, even seamless gearboxes, etc are financial black-holes with no road application yet the Factories find the money. Indeed, money/cost is the weapon used to fend off other manufacturers (BMW, Kwikasfuki): the entry price for participation is a hurdle too high for other Factories to contemplate, it is the castle wall the invader must breach.
No, money is not the issue (maybe a small issue for the IRTA teams, but they all test even with few/no new parts to try) but a test in Europe would be no big deal. Not forgetting even Suzuki found the $$$ to spend at the Misano test. The issue is change.
Sure, also in my mind, money is not an issue. However, ask a team to spend money which has no possibility of helping them achieve their objectives. A lap using the a new front tyre which will not be raced this year, next year or any year is a waste of time and effort for the team. Any work done on setup is worthless. Any feedback on a new part is also useless. A new gearbox could be tested. A new engine could have miles. Most things are better tested with the tyres they will race this year and next. It will require some cooperation from the teams. It's not that they cannot do it due to lack of money, it is because they choose to spend that money in other ways. In that respect you're absolutely right, it's about change.
Hi David - excellent article as usual. Just an idea - re testing of any new tire(s). How about - next year (2023) there will be five (5) manufacturers in the series (Honda, Yamaha representing 'Japan', Ducati, Aprilia and KTM representing 'Europe'). Each manufacturer is mandated to enter their test rider in every fifth (5th) race just to work on the new tire(s) along with a dedicated Michelin technician. Between Bradl, Cruchlow, Pirro, Salavdori, Pedrosa/Kalio there is already a good understanding of their specific machine and the current tires. Manufacturers would be able to keep their test riders relatively race 'fit' versus the current practice of selecting which races to enter their 'wildcards' and yes, there would likely be the odd weekend when sub-optimal conditions make test result gathering 'null' but with four (4) outings per manufacturer during the course of the year, odds suggest that should eventually even things out. Perhaps a workable scenario for Michelin, the manufactures, Dorna, MSNA as based on your article, the "damned if you do, damned if you don't" current scenario is not going to resolve itself.
A really good suggestion that would keep a level playing field between the teams, be relatively easy for Dorna to implement and with the least extra cost to the manufacturers.
And something positive unlike than the comments below.
David’s piece brilliantly captures the irony of a sport that pays so much attention to every aspect of a MotoGP race bike, including monitoring tyres pressures, except the design and effectiveness of the part that touches the track. I assume the tyre supply contract is held between Dorna and Michelin. A quote from Dorna on what that contract requires would be welcome, since the impression given is that what is produced and to what deadline is entirely in the hands of Michelin, from whom we hear nothing but excuses. Such a supplier dominated agreement would seem improbable. And incompetent. As would retro engineering the current bikes to make them better suited to the tyres of 2019. I don’t for a moment accept as insurmountable the development times, testing problems or other issues, and yet these are rarely questioned and seem to have become the accepted narrative. What’s needed is leadership, focus, priority, coordination, collaborative effort and deadlines - is that too much to ask, Dorna?
Dorna chose the supplier with a reputation in the racing world for sub-par front tires and now the intro of aero and ride height put even greater load and variability into that front. Not a recipe for success. Without knowing the language of the contract its hard to say what can be done but racing is a show and tires are key to that show. There will likely be a negative effect to the show from pressure enforcement. If this materializes, once the fair-weather fans start disappearing they'll figure out a solution. Meanwhile I find the racing and the show above average.
There is always something to complain about. I have a feeling if the brickstones were still in use the front would be less of an issue but other problems would manifest such as excess rear tire deg - once again blamed on aero and ride-height. If we had Pirellis... well I think the rear would literally melt off the back in a single lap. Never-ending saga.
Fantasy land - Would be so interesting to be able to have tires available from a variety of manufactures available to all teams which they could freely mix and match. I would love to see the variety and chosen mix between teams, riders, and tracks. This notion that you have to run the same manufacture's front and rear is silly. Give me a proper Michelin rear with a Pirelli front and see what can be done.
Didn't Taramasso recently state that the minimum pressures were to be lowered a little for 2023?
^ Amen. New front please. Like, last year.
No because shapeshifter gizmos and aero are WORSENING the issue?! Dorna letting Michelin kick it further a YEAR? Not good.
Compounds can change, so that will help. But...it isn't just Honda and KTM screwed by this front tire not giving Marc and Brad braking support etc. Yamaha now too, the "opposite balance formula" bike struggles to get this softer carcass to work best because it overheats.
Ducati. It works for Red. Aprilia too, but not as consistently. Less passing isn't good for the show. More money being thrown at bike solutions around it. Safety? Ask Marc, or the new overriding and struggling Quartararo. Or Taka's face shield, Fabio’s front fender, and riders around them dodging fallen riders in a pack. The trifecta of formal reasons for a MotoGP rule: safety/cost savings/improve the show.
BAN RIDE HEIGHT shapeshifter gizmos. Then bring the new tire out already!
KTM is quoted here, and they were hurt most clearly by the lack of new tire, along w Honda. If we got the same interview with Suzuki and Yamaha folks, the "faith in the front vs feedback/feel" could be different. The Bstone had riders smash it on the brakes. The sweeping inline 4 line bikes are different w tires. 2020 Suzuki brought more motor and nailed the tire balance game. 2021 Yamaha was there via Alien riding and the same tires, just dispersing heat better now. Now? Sometimes Rins can get a decent weekend, and Mir has struggled. Blue is fooked, and must bring motor with change towards drive out exploiting the fantastic rear tire. Unless you are Ducati, this isn't a good F tire. Even Ducati is likely to get gains from the "2026?!" front, just not nearly as much as KTM and Honda.
News today, Lorenzo Savadori re-signs as Aprilia’s Test rider. I misread it initially and got excited. "Resigns?! That must mean Black got Dovisioso! Or Guinters. Oops. There's a dash in there.
"Sava" has been doing a good job. While Guintoli and Dovisioso might have been great in the role, he is still young and hungry...he wants to race. Contrast Pedrosa, who is shy about even Wildcarding. No more concessions for Aprilia --> increased importance of the Test rider. Aleix, Maverick, and Oliveira, Raul the tool can't Test as much now. Fewer updates can be brought to Race, so they have to be vetted sorted more prior to being at race weekends.
Looks like Savadori is doing a good job in this role and a better fit than racing at this level. I have a good feeling about Black's program. It is doing everything that Suzuki didn't so far, short of a big major sponsor. Jr Team looking great, including great signings in Oliveira and Raul. The kid bugs me, but he is a smart gamble for cheap.
Wondering where the Suzuki staff are going next yr? Me too. KTM got some calls. Yamaha could use them. Raz and Black? Grab them! Particularly the specialists like data engineers, or Suppo. This doesn't happen all the time. It's a garage sale after Valencia.
I will keep saying it. Dorna is diluting the product and hampering bike development. Cut the season back to 15 races with no redundant circuits (dropping down to 1 Spanish & Italian circuit would do it) and bring back more test days. I don't think scrapping tech is the answer, but without ample testing and development time things are only going to keep getting worse.
As part of a testing program why not have Michelin deliver to each manufacturer a shipment of new fronts and a Michelin engineer. The mfgs can go off and test them with their test riders and the engineer can report results back to Michelin. Its a start at least
This seems like something that should already be happening, and I thought it was, to some degree. If it isn't, it seems like the most logical interim step.
Thanks again for the analysis and laying out of all the contributing factors that makes MotoGP's current situation a confluence of incongruent elements and intents. Great read!
Does Carmelo still have Bridgestone's number in his Rolodex? Seems like that would be the answer.
I think the Bridgestone engineers would look at the current data re braking pressure/tyre stress/temp variation etc and there would a moment of silence as it sunk in….followed by a cacophony of expletives!
A technical regulation should be in place stopping or preventing the development of aero or ride height in relation to tires. If Michelin isn’t able to bring a new updated tire each year then new parts shouldn’t be allowed. Everything is always about evolving and leap frogging other teams as far as development but tires are not a motorcycle manufacturer and shouldn’t be treated as such.
Michelin is required to supply the grid per the contract but I would imagine that contract also has requirements for minimum testing and timeline to manufacture the tires. Michelin might need to write in better specifications into their next contract as spec tire supplier. Otherwise, we may be back to Bridgestone or Pirelli may have a go in the series.
Do you mean the same Bridgestone that couldn’t guarantee a tyre would last longer than 10 laps at Phillip Island in 2013?
“The MotoGP race was originally scheduled to run over 27 laps, but was shortened to 19 laps after Bridgestone announced that the safety of its tyres on the newly resurfaced track could not be guaranteed after 10 laps. Riders were required to make a pitstop to swap bikes or change tyres at least once during the race, and no rider was permitted to use the same set of tyres for more than 10 laps.“
To be fair, PI was resurfaced prior to that race.
Bridgestone Explains MotoGP Tire Debacle at Phillip Island - Asphalt & Rubber (asphaltandrubber.com)
…Bad in delivering. Next year they will probably have to alter minimum pressure, and so circumvent the strict controlling regime. Problem solved, but not solved. Hopefully, they are not considering a tyre swap in the middle of the race, per F1. It would bring disruption and the disgusting possibility of results being manipulated by competent/ incompetent teamwork or team strategy, instead of rider ability and bike development/ setup. Bythe way, all this furor about cheating with the „wrong“ pressure, is bull*t. The teams have to respond to a real problem, causing their very expensive development work to go down the drain. Brakes were at some point also taxed by the mentioned new technologies (there have been well documented problems), but Brembo delivered.
the tyre supplier-whoever that may be-cannot be constantly tasked with a forever moving target meaning regular back to the drawing board moments and a product that is constantly out of sync with Dorna’s interpretation of the racing motorcycle. Something similar has been said above but my take is how can the direction be right when we can have Gigi’s stegosaurus back end but an obsolete front tyre with diminishing testing just to further aggravate a bad situation. A different time I know but Dorna needs to freeze parts of development to allow the tyre supplier an agreed and stable framework and help fund a proper development team (I think Colin Edwards was heavily involved back when he was at or around his peak?), because David’s superb piece has brought into sharp focus the current malaise and the lack of attention being paid to it as they expand the series to bursting point.
No way. From a purely selfish point of view, the more there are the more I get to watch!
It’s actually super easy….
…..simply leave tyres as they are. Better still, re-introduce the tyres from 2 years ago.
You want to run with this aero/shapeshifter malarkey? You deal with the consequences.
Why reward the stretching of the envelope by expanding the envelope?
Surely it’s better to have limits and have to work within those limits than have the limits adjusted every time you push against them?
They are currently doing exactly as you say. They are trying to deal with the consequences. The consequences are less overtaking. The current situation is that it is faster to deal with the consequences than mitigate the causes.
To an entirely new tyre manufacturer in the not so distant past and everyone crashed on day one at valencia, then everyone stopped crashing and got on with the job of going really fast.
Michelin should be supplying the new front to the test teams throughout the year and supplying the next year’s development tyres at the post race tests throughout the season. Every rider has to complete a race distance on the new tyres at each test, winter testing is increased to 9 days at proper tracks.
“We can’t do it until 2025” is absurd.
Unless Michelin knows that the shape shifters and aero are going bye bye.
Bridgelin, Bridgestone make the front tyre and Michelin make the rear, that way everyone will be happy.
Thanks for the chuckle during my pre-dinner drink!
Phillip Island is here, a brilliant rider's track for those of big balls.
And the class has been on full boil for a while, much is going on.
I want Jack Miller to have a ding dong battle and big Red sunset at home. Yes, even if for 2nd fighting defense for Pecco. Even that "worst case" won't pas Bagnaia situation is interesting!
Many things are weird and even uncomfortable about MotoGP right now. Team Orders. Too many Ducatis. Losing four of the six inline 4's, beloved wee Suzuki gone. Ride height devices. A front tire leaving some issues. Japanese bikes got passed by the Italian ones in the pandemic. Et al.
Ok, accepting what is we can get into it more fully and richly. Not to sound gloomy, but it isn't guaranteed that MotoGP stays in an optimal state...2017 through right now has been fantastic. Odd smaller factors are at play, and ever changing. My crystal ball says some things we care about are going to get worse before they get better.
But Phillip Island this weekend is set to be a cracker of a race with a ding dong display of riding.
Even within the Ducati Armada is lots of interest. Bastiannini is here, Martin is overriding, and Jack is on fire...while Red and Pecco are trying for a first Cup.
Quartararo may be an Alien on board an Earth-bound bike, making him an Astronaut struggling with the atmosphere but full fitness. Safe to override Blue unlike his opposite Marc, who is BACK and leading a charge to develop a struggling bike and entire program.
Little Aprilia is thriving and growing despite all the odds. Aleix and Maverick are on song and the bike can win a dry race.
Brad Binder and Oliveira can put the KTM front pack when conditions are right. Mir is back, and Rins is stronger than the bike shows. At Phillip Isl, the rider does the business. And business is good.
Can Quartararo get some luck with just 2 pts over Baganaia 1st and 2nd? Aleix isn't done with his fight 20 points back even if it is for 3rd. Jack Miller and his usurper Bastiannini are ONE POINT apart in a very personal struggle for 4th. And that's just one of many plots in the story.
Australia, back to back Malaysia. Phillip Isl will be COLD AND WINDY. Malaysia? Hot, not sure on dry/wet yet.
Marquez is going to do his thing, and well. This puts him in the mix to disrupt proceedings for the Championship, if not even bring us another "interesting colorful moment." Ahem.
Quartararo is focused, and the bike may nail the grip and temps w the rear tire. With careful balls he can push for big points.
Ducati? We know the drill. And, despite orders, every one of them but DiGi can play a dramatic role in races down the order. Up front? Jack, Bastianini, Martin and Zarco can all have a turn both helping and hindering Pecco. The rest has been said.
Straight after to SE Asia. Looking fwd to different bikes strong there, we'll see. Week off, Valencia. Championship Top 5 very much in play to that flag. Sub plots abound.
This is something MotoGP as a whole could learn from F1. Specific tyre tests, with mandated involvement from all teams at parts of the year. Michelin pick where they need to test, teams (say, 5 teams with one rider, one from each Manu each day?) and a day is allocated after the round held there. Using development machines potentially, maybe the test teams with the main riders? Or, use the race bikes with motors that aren't part of the season allocation? Who are there specifically to test as Michelin need and request.
The call by Michelin that they see development happening in a way that a tyre won't launch until '25 is insane - in the road motorcycling game, where feel is arguably even more important for old mate on a greasy surface, tyres are cycled in and out in maybe 5 years. Hell, Michelin have done Road 5 (late 2018) and retired it (Road 6 launched early 22) in the time they're talking about working on a singular carcass and construction update for front only - commercially, if that was the best they could do as a company specialising in tyres, they'd be gone. if this comes down to a lack of testing by the proper bikes, then compel the manufacturers to provide mule machines to Michelin for their use as development machines as they see fit, and then force specific tyre testing days on all teams in a spread out, fair manner. Make it happen.
And lastly, if the minimum front pressure is set by Michelin, and then being disregarded by teams, don't double down on the issue by enforcing that pressure! Drop the minimum pressure requirements, or do some genuine research and find out what the minimum ACTUAL safe pressure is and use that. I can't see front pressure being low as a safety issue (as in delamination or tyre failure), like it is with a car with downforce and load weight, this is a feeling and wear concern - let that be on the teams and riders to analyse their risk/reward ratios.
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