MotoGP launches: "There are four leading options for gaining an initial advantage…"

"It all comes down to figuring out the best strategy… by choosing the most challenging position at the starting line and discovering how much you can push the limits!"

Riders in MotoGP frequently spinning the rear tire while performing practice starts has been a common occurrence throughout the season.

Instead of just assuming too much traction on an unclean circuit, the connection between initial wheelspin and front holeshot mechanisms was verified during the latest Thai Grand Prix.

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Following an intense start to his practice on Friday, KTM rider Jack Miller commented:

"Miller elaborated, stating, 'Our intention was to experiment with the ‘110’ [holeshot] mechanism. Personally, I'm not very keen on using the 110 device because the moment you lower the bike's front that much, the rear begins to spin almost right away.'"

Buriram experienced the season's first rain-affected Grand Prix, where certain riders chose not to engage the front mechanism, aiming to enhance the initial traction from the back instead.

"At the beginning, I didn't have the front device attached, as the team advised against it, citing concerns about potential spinning," Enea Bastianini from Ducati explained. "However, it turned out that riders who utilized the front device had a competitive edge at the start."

At the outset: Positioned on the Buriram starting line, Bezzecchi's GP23 is noticeably elevated compared to the factory GP24s in front of him.

Under conditions of strong traction, the primary factor limiting performance at the start of a MotoGP race is the extent of wheelie. Therefore, lowering the motorcycle as much as possible (both the front and the back) proves advantageous.

The capability to lower varies based not just on the manufacturer but also on the specifications of the bike, with the latest GP24 Ducatis featuring a noticeably more advanced lowering mechanism compared to the previous GP23 models.

However, when the traction decreases because of a filthy racetrack or a damp surface, the focus shifts from managing wheelies to controlling wheelspin. This is particularly noticeable with MotoGP motorcycles now being set so low, which minimizes weight distribution to the rear.

Jack Miller: "There are four choices available"

During the event at Sepang last Friday, Miller revealed that KTM is equipped with various compression sizes for its front holeshot device, tailored to accommodate varying levels of grip.

"Clearly, it's related to the front end, specifically the initial start mechanism. We're experimenting with various lengths of stroke," Miller explained, referring to the wheelspin observed by riders during their practice starts.

"I believe we're looking at four choices here: a 110, a 100, a 90, and finally an 80. It's really about figuring out which one will be effective."

Clearly, when the traction is good, you press down on it as if you're in a drag race.

"In conditions where there's less grip, it's beneficial to adjust by adding a bit more weight to the back, perhaps moving it to around 80 or 90."

"It's all about recognizing the effective strategies for that circuit, by selecting the most challenging position on the track and figuring out what advantages you can exploit!"

The struggle to maintain equilibrium between front-end lift and wheelspin might be the reason why Ducati frontrunners Jorge Martin and Francesco Bagnaia have faced difficulties with ineffective practice starts, yet often manage to refine their take-offs by the time the race begins.

At the Sepang circuit, Miller disclosed that his motorcycle was equipped with an updated rear ride-height mechanism, which is activated when approaching the extensive straight sections of the track.

"Miller mentioned that they received a modification for the ride-height device, a request made since last year's Phillip Island, just in time for the final two races of the season. Additionally, he experienced a fortunate incident during Sunday's race at Turn 2, where his helmet got caught in Fabio Quartararo’s rear wheel."

"The goal is to adjust the speed slightly, aiming to decelerate the ride-height mechanism to prevent putting too much pressure on the tire when leaving."

"Entering each of the straightaways feels great. We're not experiencing a strong jolt that leads to bouncing or spinning, which is certainly a plus."

Brad Binder remarked, "You're shaving off half-a-second from 0-100km/h."

Under the upcoming technical regulations set for 2027, all launch (holeshot) and ride-height mechanisms will be prohibited.

"In an interview with Crash.net, Miller's colleague Brad Binder expressed, "I'm surely going to feel their absence in the beginning."

"They genuinely transform the bicycles into racing machines. The truth is they're positioned so close to the ground that nearly everything is almost touching it. Plus, you now have the ability to harness a lot more power."

Reflecting on the past, when launches occurred without these gadgets, compared to now, it's astounding. With their assistance, we've managed to shave off half a second from the 0-100km/h acceleration time in just three seconds. The progress we've made due to these devices is truly remarkable.

"However, if this action is uniform for all, it doesn't really alter much."

Peter has spent two decades in the racing circuit, witnessing Valentino Rossi's rise and retirement. He is leading the coverage on Suzuki's departure and Marc Marquez's health struggles.

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Pedro Acosta "deactivated the pit lane speed limiter and settled the penalty!"

"It seems he turned off the pit speed limiter! He did the same thing in Australia and now again here."

Johann Zarco grinned as he remembered his unsuccessful effort to follow MotoGP newcomer Pedro Acosta during a qualifying session at Sepang.

The French rider intended to exit the pits behind the competitor on the GASGAS bike.

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However, the 20-year-old was also focused on drafting off another vehicle and sped away down the pit lane with surprising swiftness.

Zarco mentioned that following his initial tire change, he was unsure about how to increase his speed and felt the need to trail behind someone.

"However, I was unable to overtake Pedro as he sped through the pit lane at a high speed."

"I believe he deactivated the pit limiter! He has done this twice, once in Australia and now here."

"He is aware that the fine amounts to 1,500 euros. Therefore, he understands that if he intends to apprehend someone, the cost will be 1,500 euros!"

Zarco quipped, "That's the MotoGP way—once we have more money!"

Lucky for Zarco, he held onto the lead in the Q1 session, while Acosta narrowly missed securing a spot in Q2, finishing in third place.

Such a 'pay-to-tow' strategy is feasible because MotoGP regulations specify that a rider will only face a fine for an initial violation of the 60km/h pit lane speed limit, as long as they are not traveling at an 'extremely high speed'.

On the other hand, if a rider commits the same violation multiple times at a single event, the penalty will increase with each subsequent offense. Additionally, a rider who commits three infractions during one event could face additional sanctions.

According to the FIM MotoGP Stewards, riding at extremely high speeds can lead to increased fines, especially if the rider has committed multiple offenses throughout the season. Additionally, further penalties may be imposed.

Simon Crafar, who was listening to Zarco and is set to become the future Chairman of the FIM MotoGP Stewards, suggested that the penalty (fine) for minor speeding violations in the pit lane is expected to be revised next year. He was quick to note, however, that "this has nothing to do with me!"

However, for now, and given the crucial importance of qualifying, the 1,500 euro fine is an expense that both riders and teams are prepared to incur.

Tech3 racer Acosta will enter the Barcelona finale next weekend with a slight advantage, holding a three-point lead over Brad Binder from factory KTM, as they compete for fifth place in the world championship standings.

In 2017, Zarco, who is currently competing for LCR Honda, finished sixth in his debut MotoGP season while racing Yamaha bikes with the Tech3 team.

For two decades, Peter has been a fixture in the paddock, witnessing the arrival and departure of Valentino Rossi. He is closely involved with the unfolding story of Suzuki's departure and is deeply informed about Marc Marquez's injury challenges.

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Enea Bastianini "not subjected to severe treatment, unworthy of retention" at Ducati

"Being there for over two years isn't guaranteed by a privileged ticket"

Enea Bastianini has been informed that he "hasn't earned" his place at Ducati.

Earlier this season, the competition for Bastianini's factory seat next year narrowed down to a tight contest between Jorge Martin and Marc Marquez, with odds at 50-50.

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Marquez received approval, leading to Martin's move to Aprilia, while Bastianini will become part of the revamped Tech3 KTM squad.

Initially, Bastianini might influence the outcome of the MotoGP season's last race in Barcelona, where his teammate Pecco Bagnaia competes against Martin for the championship.

While there have been inquiries about Marquez turning into a problem for the leading pair in the competition, it seems Bastianini might actually be the one to watch.

"Neil Hodgson from TNT Sports mentioned that he's the individual departing from Ducati, possibly with something to demonstrate."

"You're not granted permission to remain there beyond a two-year period."

He occupies the fourth position in the championship standings, trailing behind two GP24s – his performance doesn't justify his continuation.

"He hasn't faced severe treatment. Over two years, his performance has been overshadowed by his team member, and he's trailing Marc in the GP23 standings."

"Not everyone is qualified to be part of the top team."

Michael Laverty remarked, "It's a defining trait of his career – not to sound harsh, but he tends to be sluggish on Fridays."

Enea finds his rhythm on Saturday and then performs on Sunday. This performance places him among the top three globally, yet it falls short of securing the championship title.

Hodgson mentioned, "They rejected Martin. So naturally, they would reject Bastianini as well.

The prevailing sentiment among those in the racing circuit is that Ducati has hit the mark, suggesting Marc is poised for a stellar season ahead, with the potential to secure three or four championships.

"I believe there's nothing they could do [with Martin] as he experienced a sense of betrayal."

"He was firm in his approach, and so was Marc. It's likely Marc would have moved to Aprilia…"

In 2022, Bastianini secured the second-highest number of race victories, trailing only behind Bagnaia. His performance as a rider for Gresini led to his promotion to the official Ducati team, surpassing Martin in the process.

However, during his initial race as a factory rider, an injury thwarted his opening season with Ducati.

Armed with top-tier equipment, Bastianini has secured three grand prix victories for Ducati's official racing team.

In the upcoming year, he will be equipped with KTM factory bikes, joining forces with Maverick Vinales in the Tech3 team.

For ten years, James worked as a sports reporter for Sky Sports, where he reported on a variety of sports including American sports, soccer, and Formula 1.

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Marco Melandri expresses disapproval over Andrea Iannone's comeback: 'His performance matched 2007's lap times'

Ex-MotoGP competitor criticizes Andrea Iannone's reappearance at Sepang MotoGP

Marco Melandri expressed that he anticipated Andrea Iannone would find it challenging to earn points during his comeback at the Malaysian GP in MotoGP, yet he admitted to being surprised by just how poorly they performed.

Following a suspension of four years for doping that essentially concluded his MotoGP pursuits, former grand prix and World Superbike champion Iannone returned to the premier class racing for the first time since 2019, making his comeback at the Sepang circuit last weekend.

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VR46 brought him on board to fill in for Fabio Di Giannantonio, who concluded his season prematurely to undergo surgery on his dislocated left shoulder, an injury he sustained in Austria.

Iannone demonstrated remarkable pace, finishing ninth in Friday morning's session on new tires, and placed 17th in the qualifiers. He had the potential to achieve a faster time if not for a mistake during his critical lap.

Being away from MotoGP racing for an extended period impacted Iannone's performance, resulting in him finishing next to last in both the sprint and the grand prix due to physical constraints.

Former MotoGP victor Marco Melandri expressed that Andrea Iannone's comeback was less impressive than anticipated, noting that his lap times were comparable to those from the year 2007.

"Melandri commented to corsedimoto that there was a general anticipation for better performance from Andrea Iannone, particularly following a promising start on Friday morning."

"Nonetheless, only a handful had opted for a tyre change. In Malaysia, the combination of fresh tyres and cooler temperatures can significantly alter performance."

I anticipated Iannone would have difficulty earning points in the race, but his performance fell below even those low expectations.

"Throughout the weekend, there was no noticeable improvement. Starting from the midpoint of the race, the speeds were significantly reduced."

"He was matching the lap times that [Casey] Stoner and myself posted back in 2007. I believe he has the potential and should improve upon those."

Melandri's comparison of his 2007 lap times to Iannone's recent performance is accurate. However, during the Sepang race, the substitute from VR46 recorded an average pace of 2 minutes, 2.379 seconds. This left him 47.599 seconds behind the leader, placing him 17th overall.

In 2007, Melandri maintained an average speed of 2 minutes and 2.784 seconds, securing the second place.

Melandri's critique overlooks the actual situation

The fact that Iannone secured the ninth position on Friday morning due to his use of new tires, unlike many others, is not adequately acknowledged in Melandri's observation, missing out on crucial aspects.

The initial point to note is that Iannone's final appearance on a MotoGP motorcycle occurred during the post-season test in Jerez in 2019. At that time, aerodynamic advancements were not as sophisticated as they are currently, and Ducati was just beginning to experiment with ride height adjustment systems.

During the four years of Iannone's doping suspension, there was a significant period of nearly five years dedicated to the development of bikes and tyres. Moreover, the transition from riding a Superbike to a MotoGP motorcycle in recent years has rarely led to immediate success for riders.

Before his appearance, Iannone hadn't had the chance to test the Ducati. In contrast, Alvaro Bautista, who was previously criticized by Iannone following the Malaysian Grand Prix, had the opportunity to test the GP23 prior to his wildcard entry at Sepang last year, despite ending the event with an injury.

As the first quarter concluded, Iannone trailed Aprilia's Aleix Espargaro, a rider who had clinched three grand prix victories during Iannone's hiatus, by a mere 0.076 seconds. Additionally, he was just 0.314 seconds behind his VR46 colleague Marco Bezzecchi, who was positioned in 14th place.

Iannone fell short of advancing to Q2 by a mere 0.383 seconds. He faced difficulties during the competitions, yet conceded on Saturday that the primary hurdle was "Andrea" himself, rather than the motorcycle. He compared the experience of handling a Superbike to the ease of cycling when juxtaposed with the strenuous requirements of competing in MotoGP.

Iannone's performance over the weekend might not look impressive in the records, yet that doesn't diminish the influence he had.

Iannone disclosed that Jorge Martin, the championship frontrunner, reached out to him with a message saying, "I've checked out your stats, man, the way you race," during their time at Sepang.

"I felt a great sense of excitement. I noticed that at certain moments, I'm almost at par with the other Ducati riders. However, the challenge lies in my lack of familiarity with the braking points. I'm still navigating how much the bike can slow down, and I haven't fully utilized the tyres, brakes, or aerodynamics. Moreover, physically applying the brakes with force remains a hurdle for me.

"These lessons come from riding, not from practice at home. SBK is completely unrelated to this bike."

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Luca Marini believes Honda has the potential to be the next dominant force to challenge Ducati's overwhelming influence in MotoGP. "They appear to be in a league of their own…"

Luca Marini feels that Ducati is currently overwhelming the MotoGP competition with its dominance, yet he sees Honda as potentially rising to become the championship's next leading force soon.

Ducati has dominated its rivals in 2024, with the Italian brand securing victories in all but one of the 19 grand prix races held this season.

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The team has effortlessly clinched the constructors' championship and is poised to secure the riders' championship through one of its participants. Additionally, it has dominated by capturing the teams', independent teams', and independent riders' titles well before the season concludes.

In comparison, Honda has only managed to accumulate 73 points compared to Ducati's impressive 685 in the manufacturers' rankings, and so far in 2024, none of its racers have made it into the top six in any grand prix event.

Yamaha, a Japanese competitor, has made notable progress in 2024, achieving its highest score of the season at the Malaysian GP last weekend, with its riders earning 23 points and securing a top-six finish for the first time.

Marini observes that Honda can make progress by learning from Yamaha's advancements, but to match Ducati's performance, they must come up with innovative solutions.

Nonetheless, he firmly believes that through strategic efforts in the coming year, Honda has the potential to emerge as Ducati's main competitor.

"He remarked that Ducati seems to be operating on a different level entirely right now," he commented, following his drop to 15th place in the Malaysian Grand Prix after being surpassed by Marc Marquez and Franco Morbidelli due to crashes.

"We must elevate our game, but also figure out how to gain an advantage over them because, in my view, they are currently dominating the league to an excessive degree."

"Therefore, we need to come up with an innovation. We're going to give it our best shot, as I believe Yamaha has recently made a significant advancement."

"Here [at Sepang], I believe they put together an amazing weekend."

"Therefore, it's crucial that we quickly make a comeback and enhance our performance at the earliest opportunity, as it is now achievable."

"Other companies are facing challenges, and if we act wisely and outsmart them, I believe we have the potential to become the second-leading force in the championship by making the right decisions in the coming year."

As 2024 progresses, with just 37 points remaining up for grabs, Honda has been officially placed at the bottom of the manufacturers' standings, while Yamaha has secured the fourth position.

The only possible change might be seen in the battle for second place between KTM and Aprilia, who are separated by 31 points.

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Jorge Martin's Final Shot? "I'm Skeptical" Aprilia Poses Little Risk to Ducati

Jorge Martin Could Face Challenges at Aprilia

Jorge Martin has received notice that the upcoming season finale next weekend might be his final opportunity to clinch a MotoGP championship.

Heading into the Barcelona round, Pramac's racer Martin is ahead by 24 points over the current champion and Ducati's main team rider, Francesco Bagnaia.

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Should Martin secure victory in the Barcelona sprint race, he will clinch his inaugural championship title.

Time is crucial, as he's set to move to Aprilia next year, where he's been informed not to expect a machine capable of clinching the championship.

"Michael Laverty from TNT Sports cautioned that until the regulatory alterations set for 2027 take effect, it's Ducati's time to shine in the imminent future."

One would expect them to secure the championship this year and for the following two years as well.

Martin is heading to Aprilia, and it could be a challenging period. It's hoped that they can provide him with what he needs to stay competitive, but I'm somewhat skeptical.

"Ducati is leading the pack, as demonstrated by securing the first eight positions in the Thailand sprint. This highlights their team's superior equipment."

Martin fell short of clinching the MotoGP title in the last race of the previous season.

He has consistently been passed over for the highly sought-after position at the factory Ducati team.

Falling behind Marc Marquez for the 2025 season's ride led Martin to switch to Aprilia.

Martin's advantage in the current season's championship, with just one round remaining, positions him to potentially shift the #1 plate from Ducati to their Italian competitors, Aprilia, in the upcoming season.

He is set to make his first appearance on his new team's motorcycle during the offseason trial.

For ten years, James served as a sports reporter for Sky Sports, where he reported on a wide range of sports, including American sports, soccer, and Formula 1 racing.

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"Yamaha's focus isn't on strength: The driving force behind their V4 MotoGP engine development – Exclusive Insight

‘The primary benefit stems from the motorcycle's configuration, rather than the V4 engine itself’"

In September, Yamaha sparked interest by announcing the initiation of a V4 engine project, running parallel to its existing Inline4 MotoGP engine development.

In Buriram, Crash.net had the opportunity to meet with Max Bartolini, who will assume the role of Yamaha's MotoGP technical director in 2024. The discussion focused on understanding the rationale behind choosing a V4 engine, its potential debut in races, and additional insights.

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To begin, let's delve into Bartolini’s history…

Crash.netDuring your childhood, Max, did you always aspire to become an engineer or a rider? What were the beginnings like for you?

Max Bartolini: That's an interesting query. My ambition has always been to pursue a career as a technician or an engineer rather than being a rider or driver. My professional journey began with rally cars back in 1996, primarily because rallies were the foremost popular motorsport in my hometown in Italy.

Crash.net

What prompted you to switch to motorcycles?

Max Bartolini: My passion for motorcycles played a big part in my decision. While I was involved in Formula One, the opportunity with Ducati came up, and I chose to make the switch. I've always relied on my gut feeling to guide me, and that's how I continue to operate!

Crash.netYou had a lengthy tenure with Ducati…

Max Bartolini: Roughly around two decades, give or take.

Crash.net

How many individuals collaborated with Gigi [Dall’Igna]?

Max Bartolini: In 2004, I transitioned to Ducati, a decade prior to Gigi joining, and subsequently spent nearly a decade working alongside Gigi.

Initially, my focus was primarily on World Superbike, but in 2010, I transitioned to the MotoGP initiative. Collaborating with Gigi was a great experience; his approach to handling various technical aspects is distinctly effective.

Crash.net reports that Yamaha's major technological update is the introduction of a V4 engine. What are the potential benefits of this change?

Max Bartolini: When it comes to the V4, the focus often lands on the engine. However, in my opinion, the major benefit actually stems from the bike's overall design, rather than just the engine.

Based on what we've heard from our engine team, the difference in raw power should be minimal, to be honest.

However, there are methods to optimize the bike's configuration that become somewhat simpler with the V4. Additionally, this allows for better alignment with the tires, as the key is always to ensure the tires are functioning effectively.

Yamaha performed impressively while partnered with Bridgestone. They've also experienced a fair share of successful races with Michelin. However, with Michelin, there's a greater emphasis on leveraging the rear tyres over the front.

The [V4] engine layout offers an advantage in designing the motorcycle with a focus on aligning it towards the direction of the [rear tyre]. That presents the challenge.

Truly, crafting the V4 engine presents challenges, yet I believe it's even more crucial to design the motorcycle that incorporates the V4 engine.

Is a V4 engine more compatible with a bike that is longer and lower?

Max Bartolini: Initially, in terms of aerodynamics, the [V4] motorcycle is expected to be about 10 to 15 centimeters slimmer, which should significantly improve its aerodynamic performance. Additionally, there will be adjustments to the weight distribution and the overall design of the bike, shifting it slightly towards the rear, making it more manageable.

Overall, these two aspects should be sufficient for assistance. Furthermore, typically, a V4 engine tends to be slightly lighter than an Inline4.

Thus, it appears that there could potentially be benefits to using the V4. However, this doesn't guarantee it will be superior. We still have to construct a motorcycle and demonstrate that it outperforms the current model.

Crash.net Is the adoption of a unified tyre regulation and the prevalence of V4 engines among competing motorcycles leading to a departure from the traditional Inline approach focused on cornering speed?

Max Bartolini: It's hard to say for sure, but if we go back a decade, the racer in third would lag by a second per lap. Nowadays, that margin has shrunk to just a tenth of a second, and a one-second difference could mean dropping to 15th place.

If everyone else is checking out the V4, it's worth taking a moment to see it for yourself. Ignoring it completely wouldn't be a wise decision.

Crash.netUpon joining Yamaha, were you aware of the V4?

Max Bartolini: Not exactly. We shared our views, but it seemed like they had already decided to verify things.

Crash.netIs it going to have the same 90-degree V configuration as the rest in MotoGP?

Max Bartolini: We can say it's still unresolved.

Crash.netRegarding the schedule for the V4's debut, Alex Rins mentioned it could be around mid-next year. However, its usage in races hinges on its performance surpassing that of the inline model, meaning its appearance is not yet certain.

Max Bartolini: There's no certainty at this point. Honestly, we won't have any real answers until we actually test a bike that performs well on the track.

As you're aware, creating a bike of this nature involves sourcing entirely new components, distinct from those used in the existing model. The only elements likely to be retained are the brakes, suspension, and electronics.

Before launching a high-performance motorcycle, it's essential to spend several months ensuring its reliability and functionality. Following this, the focus shifts to enhancing its performance.

Until that time, it's uncertain when the race may occur.

Crash.net Is it true that alongside your work on the existing 1,000cc Inline engine, there's also a V4 engine in progress? Furthermore, are there plans for both Inline and V4 variants of the 850cc engine by 2027?

Max Bartolini: We're still in the process of making a decision, you could say. Definitely, we're beginning to examine all aspects, and I believe we'll need to come to a conclusion sooner rather than later.

Due to our constraints, it is impractical to undertake multiple projects at once, even with significant effort. Ultimately, our resources and workforce are finite.

Yamaha is making significant efforts. However, up to this point, their presence in the racing sector isn't as dominant as some might believe. While the company has a large footprint, there's room for expansion within their racing division.

Eventually, a decision must be made. When exactly? At this point, we lack the necessary details for me to make a decision.

Crash.netIn discussing resources, did you say that Marmotors [Luca Marmorini] is contributing to the V4 project?

Max Bartolini: Absolutely, they contribute to our engine development process.

Does this include the V4 model, as reported by Crash.net

Max Bartolini: In all aspects, our collaboration is total. We view them as an integral element of Yamaha rather than as an advisory or external entity. Their assistance spans across the board, including both Inline4 and V4, without distinction.

Crash.net poses the question: Is the decision between selecting an Inline and a V4 somewhat reminiscent of the time in 2004 when Rossi transitioned to Yamaha and was given a variety of engines to try out by Masao Furusawa, leading to Rossi's choice of the 'big bang'?

Max Bartolini mentioned, "It's somewhat premature at this moment, as initially, we need to observe the performance of the V4 engine."

Overall, when looking at the present in comparison to 2004, the most notable change is the significant increase in engine power. Additionally, advancements in electronics have played a crucial role, especially considering that back in 2004, ride-by-wire technology was scarcely used.

Currently, the prevailing strategy in electronics involves developing a robust engine and then optimizing its performance through sophisticated electronic management.

Initially, you must reach the true power potential, which might be, let's say, an additional 50 or 60 horsepower. It appears to be a significant challenge. This is how the situation has evolved from 2004. Nowadays, electronics play a much greater role in management.

Crash.net reports that Yamaha will field four riders in next year's MotoGP season. Could it be that certain riders will opt for a V4 engine while others stick with the Inline4 configuration?

Max Bartolini: To be frank, this concept never crossed my mind. I'm uncertain about the company's ability to finance the construction of two distinct motorcycles, as it involves more than just varying the engines.

This implies pursuing two distinct paths of development, requiring two unique inventories of replacement parts and so forth. It seems like this could pose significant challenges.

Eventually, a decision must be made.

For two decades, Peter has been a fixture in the racing world, witnessing the rise and retirement of Valentino Rossi. He's now leading the coverage on Suzuki's withdrawal from the scene and the challenges Marc Marquez faces with his injuries.

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Brembo reveals its latest brake system designed for the 2025 MotoGP season. Riders will have the option to select different front calipers.

Brembo, the company that provides brakes to all eleven teams in MotoGP, has introduced a new front caliper that will be utilized in the 2025 world championship.

As aerodynamics and ride-height mechanisms increasingly strain the brakes, Brembo presents an option: teams can either stick with the 'GP4' caliper, in use since 2020, or switch to the updated model.

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Brembo asserts that the 2025 caliper signifies significant advancements in braking technology. However, the company notes that the choice to adopt this new design will depend on the unique requirements and preferences of individual riders.

Brembo's 2025 MotoGP front brake caliper is on the left, while the 2024 version is on the right.

A key advancement for the all-aluminum GP4 in 2020 involved the introduction of cooling fins, which greatly enhanced the thermal efficiency of the whole braking system.

Furthermore, the enhanced hydraulics, along with the amplification, ensure a more accurate and steady reaction to the brake lever, removing any mushy sensation.

The 2025 edition will feature enhancements such as an increased 'fixing distance,' expanded piston area, improved thermal resistance, and 'optimized contact pressure.'

According to a statement from Brembo, a large pad designed to endure very high temperatures provides consistent and strong braking performance, even under the most challenging conditions.

The larger braking surface, along with improved contact pressure, enhances braking effectiveness, enabling riders to control the bike with exceptional accuracy.

On the flip side, the expanded surface area enhances the quick release of heat, which helps reduce pad wear and maintains reliable performance over time.

The wheelbase, where the caliper and foot are attached, has been strengthened to enhance rigidity and withstand braking forces better, leading to improved stability and accuracy.

The placement of the bleeder has been carefully examined to simplify the processes of brake bleeding and maintenance, enabling mechanics to perform their tasks swiftly and effectively.

In MotoGP, the use of carbon brake discs with diameters of 320mm, 340mm, and 355mm is currently allowed.

Due to safety concerns, it is required to use either 340mm or 355mm brake discs during dry races held at the hard-braking circuits of Motegi, Spielberg, and Buriram.

For two decades, Peter has been a presence in the paddock, witnessing the arrival and departure of Valentino Rossi. He is currently closely following the developments surrounding Suzuki's departure and Marc Marquez's struggles with injuries.

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Pramac MotoGP team manager feels he aged a decade during the thrilling Bagnaia versus Martin showdown in Sepang. "This is a moment I will cherish forever."

Gino Borsoi, the head of the Pramac MotoGP team, remarked that the intense showdown between Jorge Martin and Francesco Bagnaia during the Malaysian Grand Prix was so nerve-wracking that it felt like it could take a decade off your life.

As the championship hung in the balance, Martin and Bagnaia delivered 2024's most exciting battle for the top spot, exchanging the lead 13 times during the initial three laps.

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In the end, Bagnaia emerged victorious, taking control of the Sepang Grand Prix and narrowing Martin's lead in the championship to 24 points with just one race remaining.

In their 2024 fight for the championship, this was the inaugural instance where the two main competitors went head-to-head in earnest, sparking significant enthusiasm within Ducati's leadership.

Borsoi mentioned to motogp.com that the race was truly remarkable and very enjoyable right from the start.

"However, for us, it was emotionally challenging. They began the race in an outstanding manner."

"It was enjoyable to watch these individuals battling continuously around every corner and straightaway."

"I'm thrilled to be here. It's a joy to spend time with Jorge in the Pramac garage, as it gives me a wonderful memory to reflect on when I think about my career in the future."

"In a race like this, it's possible to lose a decade, but they are certainly worth watching."

Ducati's General Manager, Gigi Dall’Igna, confessed that he was unable to watch the television as Bagnaia and Martin were fiercely competing.

"It's hard to put the feeling into words," he mentioned.

"In particular, during the initial three laps, the team performed exceptionally well, delivering an outstanding race, and it was so remarkable that I couldn't even watch it on TV."

"They pedaled the bicycle with the intensity and excitement akin to kicking off the racing season. Truly remarkable."

"Jorge definitely holds a significant lead when it comes to points, making things tough for Pecco. However, Pecco must continue to battle fiercely until the very end, just as he did today and consistently does."

Davide Tardozzi, the manager of the Ducati factory team, believes that the competition has effectively responded to those who criticize the current state of MotoGP racing. He also emphasized that the race clearly demonstrated that whichever competitor secures the championship will have truly earned it.

He commented, "This is the correct response for those who currently believe overtaking in MotoGP is not possible."

"I believe Pecco and Jorge did an outstanding job representing our sport, and their performance in the first three laps was truly impressive."

"It demonstrates that they have the qualities of champions. The team that secures the championship will have earned it, and the runner-up is still a champion in their own right."

"I was at the emotional peak, and the engine was revving intensely. I believe we should applaud Jorge, as not everyone in his situation would have managed to complete laps in that manner."

"In my opinion, Jorge is a determined competitor who has earned his place at the top of the championship, and he is an exceptional racer."

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How Pedro Acosta has changed the outlook for MotoGP newcomers

"I believed that achieving it this year was no longer an option…"

Wilco Zeelenberg, the manager of Trackhouse Racing, confessed that he initially believed it was "impossible" for a first-year MotoGP racer to secure a podium finish this year. However, Pedro Acosta managed to change his mind.

The entry of last year's Moto2 world champion, Pedro Acosta, into MotoGP was highly anticipated to make a significant impact. At just 20 years old, Acosta has made a remarkable impression in the racing community since he first appeared in Moto3 in 2021.

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In only his second Grand Prix race of the 2024 season with Tech3 GASGAS, Acosta secured a podium finish. Up to now, he has achieved five podiums on Sundays, placing him slightly ahead of his KTM teammate, Brad Binder, in fifth place in the rankings.

In the upcoming year, MotoGP will introduce three new riders to its roster: Ai Ogura, who is the current Moto2 champion; Somkiat Chantra, a two-time grand prix victor in the Moto2 category; and Fermin Aldeguer, who has achieved eight wins in Moto2.

Ogura's unexpected transition to MotoGP with Trackhouse Aprilia, a deal made during the summer, has proven to be quite successful, with high hopes placed on the Japanese racer.

Zeelenberg, set to depart from his Trackhouse role by the close of 2024, argues that it isn’t realistic to anticipate victory from newcomers. However, Acosta has altered the perception of what can be achieved by a newcomer.

He mentioned to TNT Sport that it's not their responsibility to win the initial race as a newcomer.

"They must remain on the bike and progress gradually. As demonstrated by Pedro, achieving a podium finish in the first season can happen swiftly, but it is very challenging."

"I believed it was no longer feasible this year due to the way the championship unfolded in terms of performance and speed, and Pedro was capable of achieving it."

"It's still feasible for a newcomer to finish on the podium during their debut year."

"It's evident that this year it occurred. I enjoy working with beginners because it allows me to share my knowledge and experience to prevent them from making errors. Additionally, I can guide them in progressing gradually with these large motorcycles."

Zeelenberg commented, "I believe Ai is unique. To begin with, he has been competing for the championship, which means he's been aware of his bike. However, he insisted on prioritizing his championship battle."

"In my view, that's quite crucial, and he accomplished it. He now holds the title securely. As they approach these new rockets, everyone is filled with anxiety and tension, visibly trembling."

"They require about half a season to reach their optimal form and deliver their best performance. After that period, they will certainly continue to improve, but it takes that initial half-season to fully utilize their capabilities."

According to Zeelenberg, the most significant adjustment for today's newcomers to MotoGP is adapting to the use of electronics, which is not a common practice in their racing experience up until that stage.

Initially, he expressed his enthusiasm for that particular route, but acknowledged that it's challenging for newcomers to secure spots in MotoGP.

"Naturally, when these young riders transition from being rookies to entering a new level, particularly in MotoGP, they need to adapt to the electronic systems. Throughout their careers, they've relied solely on their skills and talents without the aid of electronics—like traction control and anti-wheelie systems—which are crucial for a MotoGP bike."

Essentially, they must have confidence in the electronic systems, which can be quite challenging.

"The skill and quickness are present, but the primary challenge is to accelerate without losing control of the bike. This is the key area they need to focus on improving."

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Luca Marini reflects on challenging first season with Honda: “I ended in eighth place last year, yet I wasn't satisfied”

The Italian rider finds silver linings in a difficult debut year in MotoGP with Honda.

Luca Marini expressed that he would be "more content" finishing in 20th place in the 2024 MotoGP rankings with Honda, compared to his eighth-place finish in 2023 with VR46 Ducati.

An Italian rider has been selected to take over from Marc Marquez, who is moving to Gresini, as the new member of the factory Honda team in 2024. However, this year on the RC213V has been challenging for him.

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Marini has accumulated only 14 points across 19 races, achieving his highest placement of 12th at both the San Marino and Thai Grands Prix. This performance places him at the bottom of the Honda team rankings, sitting in 22nd place in the overall championship standings.

It's a significant change from his 2023 performance with the VR46 Ducati, where he finished eighth in the standings with 201 points and made it to the podium twice in grand prix races.

Even with the challenges presented by the evolving Honda motorcycle, Marini expresses that he feels more content now compared to 2023. He attributes this to his involvement in a project he believes holds significant potential for the future.

He mentioned on the official MotoGP podcast last month that he is confident that if he makes all the right decisions and improvements, both personally and with the project and the bike, the results will follow.

"Currently, whether I score two, zero, or ten points doesn't really matter to me. Last year, I ended up in eighth place, but I wasn't satisfied."

"This year, I might end up in 20th place, but I'm more content because I'm involved in a project that has the potential to be successful in the future and could compete for the championship in the coming years."

"My outlook on the future here is very positive and promising. I aim to continue working diligently and enhancing my skills each day as I spend more time on the bike, as this allows us to achieve outstanding results."

Honda's motorcycle racers have faced a challenging year, not just during the official races but also with many private testing sessions. The Japanese manufacturer is striving to improve its standing in the rankings.

Marini mentions that he has been riding his Honda nearly every week throughout 2024, and he has been doing it "happily."

He mentioned that he joined during the latter part of the season feeling stressed, though not exhausted, as he had spent nearly the entire year cycling, if not every single week.

"It's challenging, but I always tackle it with a smile and give it my all, because ultimately, I'm extremely fortunate to have the opportunity to ride a MotoGP bike regularly. I truly enjoy each moment on the bike."

"It's an amazing sensation, and I'm focusing on savoring the moment."

"Certainly, completing races is crucial as it allows engineers to gather more information. This data is essential for their analysis. During practice sessions, they only have the chance to examine two or three laps, which limits their ability to gather extensive insights."

"If you complete an entire race, you gather 27. This provides a different set of information."

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The distinction in machinery in the 2024 MotoGP championship battle

How do Jorge Martin's and Francesco Bagnaia's Ducati motorcycles differ?

A Ducati racer piloting a GP24 is set to claim the 2024 MotoGP championship, with Jorge Martin and Francesco Bagnaia gearing up for a decisive face-off in Barcelona for the final round.

The 2024 season has been an exceptional year for Ducati, showcasing the most commanding performance by a manufacturer in recent history.

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Up to this point in the 2024 season, it has claimed victory in all but one of the 19 grand prix events held, with 15 of those wins achieved by racers using the GP24.

Jorge Martin and Pecco Bagnaia – A look at the crucial statistics up to this point 📊 Both riders have delivered remarkable performances this season 👏 #MotoGP pic.twitter.com/YAM83Al2MN — Crash MotoGP (@crash_motogp) November 7, 2024

Jorge Martin and Pecco Bagnaia – A look at the crucial statistics up to this point 📊 Both riders have delivered remarkable performances this season 👏 #MotoGP pic.twitter.com/YAM83Al2MN

The Italian brand has clinched victory in all the championships to date, securing the riders' title for the third consecutive year.

As they approach the final race next weekend, Martin trails Bagnaia by 24 points. Bagnaia has secured victory in 10 grand prix events, while his competitor from the Pramac team has won three.

In 2024, Ducati has continued to give the same level of backing to both of its riders. To promote fair competition for the championship's final showdown, the company halted further development of the GP24 during the latter part of the season.

However, there are slight variations in the equipment used by the two riders.

In Malaysia, Michael Laverty from TNT Sport noted that Pecco Bagnaia seems to favor the older fork, based on a quick observation.

"The stroke length is shorter, and there's significantly less tubing visible at the top."

Jorge Martin might have about 45mm visible, which depends on personal choice regarding geometry and how tall the rider is.

Observing the aerodynamic structure, it remains the same. Although there are two different models, both Pecco and Jorge opt for the version with the downwash ducts as they are effective.

"The engines are the same. The Electronic Control Unit (ECU) is standardized and identical for every team along the pit lane, as confirmed by the championship officials."

During the race weekend in Sepang, Bagnaia mentioned that starting from Friday at the Spanish Grand Prix, he reverted to using the older front forks and has not made any adjustments to his motorcycle since then.

According to Laverty, the main distinction between the two lies in the level of engineering support available in the factory and Pramac teams.

"The key distinction arises when the engineers connect to the bike," he mentioned.

"In MotoGP bikes, data is gathered using potentiometers installed on each component."

"When you engage the lever: it operates the clutch brake. Activating the brake lever results in that information being documented."

"There is a wide variety of channels available. It's even possible to develop custom channels. For instance, if you have an inertia platform with a rapid lean angle and the engine accelerates swiftly, you can compare these channels against each other. That's when the engineer's role becomes crucial."

At the flyaway races, if you glance toward the rear of the garage, you'll notice a group of 10 to 20 Ducati engineers. In contrast, independent teams, while having skilled engineers, lack the same depth of support. This disparity lies in the ability to analyze data effectively.

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