"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.

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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.

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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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MotoGP initiates: "We have four options for the front holeshot device…"

"It's about figuring out what works best… by selecting the least clean area on the starting grid and testing the limits of what is possible!"

This season, it has been common to see MotoGP racers causing their back tires to spin during practice starts.

At the recent Thai Grand Prix, it was confirmed that the connection between initial wheelspin and front holeshot devices was more than just an overestimation of traction on a dirty track.

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Following a burnout in his practice session on Friday, Jack Miller from KTM stated:

In an effort to experiment with the '110' holeshot device, Miller shared his thoughts. He admitted he wasn't particularly fond of the device, noting that when the front of the bike is lowered to that extent, the rear wheel tends to spin out quickly.

In Buriram, the season's first wet grand prix took place, where some riders chose to keep the front device inactive, aiming to gain better initial traction from the rear.

Ducati's Enea Bastianini explained that he initially didn't use the front device because the team advised against it, suggesting it might cause a spin. However, he noted that riders who did have the front device were ultimately more competitive at the beginning of the race.

Below and Below: The GP23, ridden by Bezzecchi, is noticeably positioned at a higher point compared to the factory GP24s that are in front of him on the Buriram starting grid.

In situations where there is a lot of traction, the key factor affecting performance at the start of a MotoGP race is the tendency for the bike to wheelie. Therefore, lowering both the front and rear of the bike as much as possible is advantageous.

The ability to lower varies based on both the brand and the motorcycle specifications. The factory GP24 Ducatis feature a noticeably lower starting system compared to the older GP23 models.

However, when traction is compromised by a dirty or wet track, the focus shifts from managing wheelies to dealing with wheelspin. This is particularly true for MotoGP bikes, which now have a lower center of gravity, leading to less weight being transferred to the rear wheel.

Jack Miller stated, "There are four choices available to us." During last Friday's event at Sepang, Miller revealed that KTM offers a variety of front holeshot device compression lengths, allowing for adjustments based on varying grip conditions.

"The issue is related to the front end, specifically the front start mechanism. We're experimenting with varying stroke lengths," Miller explained regarding the wheelspin riders experienced during practice starts.

"We have a selection of four choices, which are 110, 100, 90, and 80. The key is figuring out which one will be effective."

"Clearly, when the grip is strong, you push it down forcefully like a drag racer would."

"In situations where traction is reduced, it's beneficial to distribute more weight towards the back, so you might consider reverting to the 80 or 90 settings."

"It's about figuring out the strategies that succeed on that particular track by selecting the least favorable position on the grid and testing the limits of what can be achieved."

The challenge of managing both forward tilt and wheelspin likely sheds light on why Ducati's top contenders, Jorge Martin and Francesco Bagnaia, often face difficulties with practice starts. However, they typically execute flawless launches when it comes to race day.

In Sepang, Miller disclosed that he had obtained an adjustment to his rear ride-height gadget, which is used when approaching the lengthy straight sections.

Miller mentioned that they received an adjustment to the ride-height mechanism this weekend, which they had requested at Phillip Island the previous year. This update came with only two races remaining. Later, Miller had a fortunate incident when his helmet came into contact with Fabio Quartararo’s rear wheel during Turn 2 of the race on Sunday.

The aim is to adjust the pace slightly, working on slowing the ride-height mechanism to prevent excessive strain on the tire during exit.

"It's quite satisfying to drive down both straights. We're not experiencing any significant jolts that result in bouncing or spinning, which is definitely a positive aspect."

Brad Binder remarked, "The time to accelerate from 0 to 100 km/h is reduced by half a second." According to the upcoming technical regulations set for 2027, all launch (holeshot) and ride-height mechanisms will be prohibited.

In a conversation with Crash.net, Brad Binder expressed that he would certainly feel their absence initially.

"They effectively transform the bikes into dragsters. In truth, they ride so low that nearly everything is close to touching the ground. Additionally, you can now harness much more power."

Reflecting on the past when we launched without these devices compared to launching with them now, we can see a dramatic improvement. In just three seconds, we've managed to shave off half a second from our 0-100 km/h acceleration time. It's astonishing how much progress we've made thanks to these advancements.

"However, if taking them away applies to everyone equally, it won't make a significant difference."

For two decades, Peter has been a presence in the paddock, witnessing the arrival and departure of Valentino Rossi. He is currently deeply involved in covering the story of Suzuki's exit and the injury challenges faced by Marc Marquez.

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Marc Marquez on the 2025 season: Pecco Bagnaia “has mastered the intricacies of the bike”

"I don’t want to look back upon retirement with any ‘what ifs…’”

Marc Marquez has shared an in-depth account of his journey from almost ending his career to securing a spot on the factory Ducati team.

Next season, he will move up from the Gresini team to join MotoGP's most sought-after bike, where he will race alongside the reigning champion, Francesco Bagnaia.

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Bagnaia, a key figure for Ducati and their leading rider, faces the challenge of closing a 24-point gap against Jorge Martin in the season's final event in Barcelona to keep his championship title.

Marquez secured a position on the factory team because he declined a move to Pramac, even though they were capable of providing him with the latest Desmosedici model.

Marquez explained to TNT Sports that his desire to win hinges on having the right bike, as it's essential for even having a shot at victory.

"Naturally, you must have the courage to go through with it!"

"I am going to compete against a fellow team member who holds a world championship title and has been riding a Ducati motorcycle for the past six years."

"He is familiar with every detail about the bicycle."

“However, it’s important to make an effort. I don’t want to look back on my retirement one day and wonder ‘what if…’”

Check out this Instagram post from Crash MotoGP (@crashmotogp_).

'Grin is the new usual'

Marquez has regained his enthusiasm this season after leaving Honda and joining Gresini Ducati.

He walked away from a high-paying job at Honda, as well as a subpar motorcycle that was leading to accidents and adding to his already long list of injuries.

"If you frequently smile, it starts to feel natural and routine," he mentioned.

"You tend to overlook the challenging times."

"When you find yourself facing tough times, you begin to appreciate the significance of positive experiences even more."

"One moment, I was experiencing the best days of my life, and then suddenly, my nightmare began."

"I've found my smile once more, and that's more significant to me than winning world titles."

Challenges of Injury Highlighted

Reflecting on the injuries, particularly the significant arm complications that intensified at Jerez in 2020, he remarked, “Mentally, it was among the toughest experiences.”

"When you sustain an injury, the initial couple of years aren't really an issue."

"When you are having difficulties, you visit the doctor who tells you that your recovery is complete, yet you still don't feel better."

"That's when uncertainty begins to creep in, leading you to question your own abilities."

"This is the most difficult time."

This year, Marquez clinched his first victory with Ducati at the Aragon race, marking his first win in three years.

"The experience was unbelievable. I had been anticipating it for a significant period," he remarked.

"In 2014, I managed to secure victories in 10 consecutive races. However, things are different now; I've only won one race in the past two years. The significance of

"Prior to my accident, achieving victory was a regular occurrence. It didn't feel extraordinary. Finishing in second place felt like a defeat."

"Securing a victory is not typical, as just a single competitor can come out on top."

"It has altered how I view sports and racing."

"My strategy has been completed." Marquez refers to his approach as 'his plan,' which has been validated by his recent victory and his perseverance in remaining competitive in the championship battle until now.

He stated, "I have already completed my plan."

"When I joined Gresini, I had a strategy in mind."

"The main focus was to determine whether I could regain my competitiveness."

"The goal was to secure a position with a factory team, specifically the top team with the leading motorcycle. That team was Ducati Lenovo."

"I had to demonstrate quickness since your worth is based on your most recent performance, not on past accomplishments."

For ten years, James worked as a sports reporter at Sky Sports, where he covered a wide range of sports including American sports, football, and Formula 1.

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Is this Jorge Martin's final opportunity? "I have my reservations" about Aprilia posing a serious challenge to Ducati. Aprilia could present a "challenging situation" for Jorge Martin.

Jorge Martin has been reminded that the upcoming season finale might be his final opportunity to secure a MotoGP championship.

Pramac's racer, Martin, holds a 24-point lead over the current titleholder and official Ducati competitor, Francesco Bagnaia, as they approach the Barcelona event.

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

Timing is crucial in this situation, as he is set to join Aprilia next year. He has been informed that the team will not provide him with a bike capable of winning a championship.

"TNT Sports' Michael Laverty has cautioned that the current period is dominated by Ducati, a trend expected to continue until the regulatory changes in 2027."

You might predict that they will secure the championship this year and also for the following two years.

Martin is heading to Aprilia, and it could be challenging for him. Hopefully, they'll provide him with the resources to keep performing at this level, but I have some reservations about that.

"Ducati is leading the pack. Dominating the top eight positions in the sprint race in Thailand highlights the strength of their team's resources."

Last season, Martin lost his chance to win the MotoGP championship during the final race.

He has consistently been passed over for the highly desired position with the factory Ducati team.

After losing the opportunity to Marc Marquez for the 2025 season, Martin decided to leave Aprilia.

With just one round remaining in this season's championship, Martin's advantage suggests he might claim the top spot, transferring the #1 plate from Ducati to Aprilia, their competitors from Italy, in the next season.

He is set to make his first appearance riding his new manufacturer's bike during the test session after the season ends.

For ten years, James worked as a sports reporter at Sky Sports, where he reported on a wide range of sports, including American sports, football, and Formula 1.

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"‘Power isn't the main focus’: Yamaha's decision to develop a V4 MotoGP engine – An Exclusive Insight

‘The primary benefit comes from the bike's design rather than the V4 engine itself’"

In September, Yamaha generated buzz by announcing that it has initiated a V4 engine project to accompany its existing Inline4 engine for MotoGP.

At Buriram, Crash.net had a conversation with Max Bartolini, Yamaha's newly appointed MotoGP technical director for 2024, to explore the motivations behind choosing the V4 engine, its potential debut, and additional insights.

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Before diving in, let's explore some details about Bartolini's history…

Crash.net: Max, as a child, did you dream of becoming an engineer or a racer? How did your journey begin?

Max Bartolini: That's an interesting question. I've always had a stronger desire to be a technician or engineer rather than a racer or driver. My professional journey began with rally cars back in 1996, as rallies were the most popular form of motorsport in my hometown in Italy.

Crash.netWhat motivated your switch to motorcycles?

Max Bartolini: I had a strong passion for motorcycles. While I was part of Formula One, I received an offer from Ducati, and I chose to make the switch. I’ve always relied on my gut feelings to make decisions, and that hasn't changed!

Crash.net: You spent a significant period with Ducati…

Max Bartolini: Yes, it's been about two decades.

Crash.netInquiring about the number of individuals collaborating with Gigi [Dall’Igna], how many were there?

Max Bartolini: I joined Ducati in 2004, which was a decade before Gigi arrived, and I spent nearly another decade working alongside him.

Initially, I focused primarily on the World Superbike circuit, but in 2010, I transitioned to the MotoGP initiative. Collaborating with Gigi was a great experience; he has a distinctive approach to handling various aspects of the technical operations.

The significant technological update for Yamaha involves the V4 engine. What makes you believe this could be beneficial?

Max Bartolini: When people hear "V4," they immediately think about the engine. However, I believe the real benefit comes from the bike's design rather than just the engine.

According to our engine team, there shouldn't be a significant difference when it comes to raw power.

However, there are certain methods to adjust the bike's configuration that will be somewhat simpler with the V4 model. Additionally, aligning more closely with the tyres is crucial, as ensuring their optimal performance is always a priority.

Yamaha performed well with Bridgestone tires. They have also had numerous successful races with Michelin. However, Michelin tends to focus more on the rear tires rather than the front ones.

This is essentially where the V4 engine configuration comes into play; it allows the motorcycle to be designed around the engine in alignment with the direction of the rear tire. This presents a challenge.

Frankly, constructing the [V4] engine presents a challenge, yet I believe that designing the motorcycle to complement the [V4] engine holds greater significance.

Crash.net poses the question of whether a V4 engine configuration is more compatible with a motorcycle design that is both longer and lower

Max Bartolini explained that the V4 motorcycle ought to be 10 to 15 centimeters slimmer to significantly improve its aerodynamics. Additionally, he mentioned that the weight distribution and overall design of the bike would shift slightly towards the rear, making it more manageable.

Overall, these two aspects are usually sufficient to provide assistance. Additionally, a V4 engine typically weighs slightly less than an Inline4 engine.

It appears that there may be potential benefits with the V4. However, this doesn't guarantee that it will be the top choice. We still have to create a bike and demonstrate that it can outperform the current model.

Crash.net poses the question of whether the implementation of a single tyre rule, combined with the prevalence of V4 engine configurations in other motorcycles, is causing a shift in tyre design away from the Inline engine's cornering speed style.

Max Bartolini expressed uncertainty about the current state of racing, noting that a decade ago, the difference in speed between the third place finisher and the leader was about one second per lap. However, today, that gap has shrunk to just a tenth of a second, and a one-second gap could now mean ending up in 15th place.

If everyone else is using the V4, you should definitely check it out. It wouldn't be wise to ignore it.

Crash.net: When you joined Yamaha, were you aware of the V4?

Max Bartolini: Not exactly. We shared our viewpoints, but it seemed like they had already decided that a review was necessary.

Crash.net is questioning whether the MotoGP bikes will feature a 90-degree V engine configuration similar to other models in the competition.

Max Bartolini: You could say it's still undecided.

According to Crash.net, Alex Rins suggested that the V4 might be ready by the middle of next year. However, he mentioned that it will only be raced if it proves to be faster than the inline model, meaning its use is not certain.

Max Bartolini: We can't be certain at this moment. Currently, we are unable to provide any definitive answers until we have a well-functioning bike on the track.

As you're aware, constructing a new bike of this ai-allcreator.com">kind involves entirely fresh components in contrast to the existing model. Virtually nothing will be retained, with the possible exception of the brakes, suspension, and electronic systems.

To successfully launch a high-performing bike, it's essential to spend several months ensuring its reliability and functionality. Only after confirming these aspects can you focus on enhancing its performance.

Until then, it's impossible to determine [when it could potentially take place].

Crash.net is inquiring about the development of the current 1,000cc Inline engine alongside a new V4 engine. They are also curious to know if there are plans to create both Inline and V4 variants of an 850cc engine set for 2027.

Max Bartolini mentioned that the decision is not yet finalized. He indicated that they are examining all aspects collectively and anticipate reaching a conclusion sooner rather than later.

Due to our inability to sustain 3-4 simultaneous projects, even with significant effort, we are constrained by limited resources and manpower.

Yamaha is making a significant effort. However, at this point, their racing division isn't as prominent as some might believe. Although the company itself is quite large, their racing sector has room for growth.

Eventually, a decision must be made. When will that be? I still lack sufficient information to make a choice at this time.

Crash.net inquired about the involvement of Marmotors and whether Luca Marmorini is assisting with the V4 project.

Max Bartolini: Yes, absolutely. They contribute to the development of our engines.

Crash.net Are you referring to the V4 as well?

Max Bartolini: We collaborate on all fronts. We view them not just as consultants or an outside firm, but as an integral part of Yamaha. Their assistance spans across all areas, whether it's Inline4 or V4, it makes no difference.

When deciding between the Inline and V4 engines, might it resemble the situation in 2004 when Valentino Rossi switched to Yamaha and Masao Furusawa offered him various engines to evaluate, leading Rossi to choose the 'big bang' engine?

Max Bartolini mentioned that it's somewhat premature to make any conclusions, as the initial step is to observe the performance of the V4 engine.

In comparison to 2004, the most notable change today is that engines have become significantly more powerful. Additionally, advancements in electronics have been substantial. Back in 2004, very few people had access to ride-by-wire technology.

Currently, the prevailing approach in electronics is to construct a robust engine and utilize electronics to optimize its management.

Initially, you must reach the true power output, which might be around 50 to 60 additional horsepower. In my opinion, this is quite difficult. This contrasts with the situation in 2004, as electronics play a much larger role today.

Crash.net has reported that Yamaha will field four riders in the MotoGP next year. There is speculation about whether some of these riders might opt for a V4 engine while others continue using the Inline4.

Max Bartolini admitted that the idea had never crossed his mind. He expressed uncertainty about whether the company has the financial capability to produce two separate bike models, emphasizing that the differences extend beyond just the engines.

This would entail pursuing two separate development paths and managing two distinct inventories of spare parts, which I believe would be quite challenging.

Eventually, a decision must be made.

For two decades, Peter has been a constant presence in the paddock, witnessing the arrival and departure of Valentino Rossi. He is now closely monitoring the developments surrounding Suzuki's departure and the challenges Marc Marquez faces with his injuries.

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The Aspar group has successfully gathered €100,000 through their GoFundMe initiative to aid the flood victims in Valencia.

The Aspar Team successfully gathered more than €100,000 (£84,000) in donations for the Valencia flood relief efforts, thanks to the GoFundMe initiative launched last week.

Initiated on November 1st, the fundraising campaign led by the Aspar team from Valencia swiftly hit the €100,000 milestone within a mere three days, and continues to welcome contributions.

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Valencia, home to the Ricardo Tormo Circuit which was set to host the last of the 20 rounds of the 2024 MotoGP World Championship, experienced severe floods the previous week, leading to a considerable number of fatalities and extensive damage to structures and various facilities.

Due to the flooding, MotoGP revealed at the Malaysian Grand Prix last weekend that the Valencian Grand Prix has been canceled.

Arrangements for substituting the Valencia race have yet to be concluded, but it's anticipated that the concluding event will be held at the Circuit de Barcelona-Catalunya, situated to the northeast of the center of Barcelona, a city that experienced flooding on November 4.

In Malaysia, David Alonso of Aspar Team clinched his 13th Grand Prix victory in a season that saw him set new records and secure the Moto3 championship. Meanwhile, in the Moto2 category, the team celebrated a third-place finish with Izan Guevara, the Moto3 World Champion of 2022, achieving his inaugural podium in the intermediate class.

The MotoGP competition saw ex-Aspar competitor Francesco Bagnaia clinching the victory, whereas Jorge Martin, Bagnaia's former teammate at Aspar during the 2015 and 2016 Moto3 campaigns, secured the win in the MotoGP Sprint.

Following the Malaysian Grand Prix, Bagnaia and Martin shared the podium, jointly holding up the flag of Valencia.

In August 2024, Alex became a member of the Crash.net crew after spending two years reporting on consumer and racing motorcycle news for Visordown.

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Could Yamaha be celebrating at last? | Highlights from the Sepang Race

Fabio Quartararo showcased his exceptional talent in Malaysia

The battle for the MotoGP championship remains undecided, heading into a thrilling conclusion as Francesco Bagnaia secures a win at the Malaysian Grand Prix, maintaining his championship aspirations.

However, the current titleholder is struggling to retain his championship, as a collision in the sprint race has left Jorge Martin with a 24-point lead with only one round remaining.

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Amplifying the tension of the championship battle, the location for the event remains undecided due to severe floods in Valencia, leading to the cancellation of the race at Ricardo Tormo.

MotoGP is aiming to stage its final event in Barcelona from November 15-17, however, the flooding that occurred in the city on Monday, November 4, has once more thrown the series' concluding race into doubt.

In the midst of doubt, the MotoGP community united to show solidarity with the residents of Valencia.

In another highlight of the season, Yamaha experienced its most successful weekend, with Fabio Quartararo securing a sixth-place finish in the grand prix on a motorcycle that wasn't initially meant for him to ride.

Andrea Iannone made a notable comeback, participating in his first Grand Prix since 2019 and showcasing impressive speed on the VR46 Ducati.

Here are the top five insights from the 2024 Malaysian Grand Prix

Quartararo Excels in Yamaha's Top Performance Weekend

Fabio Quartararo concluded Yamaha's strongest showing of the season with an impressive sixth-place finish in the 19-lap Grand Prix, despite riding on an M1 that wasn't performing at its peak.

In the 2021 championship, the title holder was entangled in a crash at Turn 2 initiated by Brad Binder, a collision that also saw Jack Miller taking a frightening tumble, from which, fortunately, he was able to walk away.

Quartararo had to begin again with his backup motorcycle, equipped with a somewhat used rear tire and an engine that had seen better days. Nevertheless, he managed to outpace Maverick Vinales on the Aprilia by 3.2 seconds, and was nearly three seconds away from being the fastest rider not on a Ducati.

Alex Rins, a member of the team, secured his highest finish of the season in eighth place. This achievement followed Yamaha's impressive performance of making it to Q2 twice, with Quartararo standing out as the fastest rider not on a Ducati during the sprint.

Throughout the year, Yamaha has dedicated significant effort to refining the M1, introducing an updated engine at Sepang. Despite Quartararo's engine failure on Friday, progress was not stalled, with the most notable advancement being achieved in the electronics department.

A significant adjustment in the settings restored greater control to the riders, and although it required a fundamentally different method of operating the Yamaha, it ultimately enabled them to maintain their competitive edge.

Yamaha is gearing up for a hectic winter season, and its impressive outcomes during the latter part of the global circuits are set to lay a solid groundwork for success in 2025.

Stunning snapshot featuring Jorge Martin and Pecco Bagnaia alongside the Valencian flag on the winner's platform ❤️📸 @ducaticorse #MotoGP pic.twitter.com/6n8WjowcCH

Bagnaia's roller-coaster journey

Entering the Malaysian Grand Prix weekend, Jorge Martin was in a position to potentially secure the championship, possessing a 17-point advantage over Bagnaia in the overall rankings.

The lead expanded to 29 points following a victory in the sprint, coinciding with Bagnaia's fall from the top positions. This marked Bagnaia's eighth non-finish of the season, a misfortune that occurred mere hours after he impressively secured pole position over Martin during an exciting qualifying session.

Bagnaia pushed to the limit throughout the grand prix to maintain his championship contention until the final race. In the initial three laps, the duo engaged in a fierce battle, swapping positions a total of 13 times. Ultimately, Bagnaia emerged victorious, securing his 10th grand prix victory of the season with a margin of over three seconds.

Pressed into a tight spot, Bagnaia responded with a confidence and vigor reminiscent of his victory over Marc Marquez at the Spanish GP, a side of him we haven't witnessed in some time. The five points he secured might turn out to be crucial, yet the 48 points Martin has outpaced him by in this year's sprints seem likely to doom his competitor's chances for the championship.

Martin matched the intensity but strategically navigated the race when Bagnaia's speed was unmatched. His unwavering performance throughout 2024 has afforded the Pramac competitor the advantage of just needing to keep up with Bagnaia for the remainder of the season.

Holding a 24-point lead, Martin has the upper hand. However, the Sepang race demonstrated Bagnaia's resilience and refusal to give up without a fight.

Pedro Acosta's Growth Remains Evident

Despite predictions of a victory in his debut season, Pedro Acosta might conclude 2024 without a single win. However, this does not overshadow his impressive, albeit error-filled, initiation into the top tier of racing at the age of 20.

Following his runner-up finish at the Indonesian Grand Prix, Acosta experienced a slump, going through five races without earning any points. This streak led him to recognize the necessity for a strategic shift.

Starting 13th on the grid at Sepang proved to be a letdown, yet he managed to secure a point during the sprint amidst the sweltering conditions. Later, in the grand prix, he impressively climbed to fifth place. Finishing approximately 1.4 seconds behind Alex Marquez, who was in fourth, he believed he could have challenged the Gresini rider for position if not for overheating his front tyre in his ascent into the top five.

During the last five laps at the front, he encountered a difficulty that made him concede to a fifth-place finish. However, it was his reaction following this event that showcased a noticeable change in attitude from the Tech3 competitor.

"Acosta mentioned that sometimes adopting a 'less is more' approach could be crucial, especially when aiming for a championship in the future. He highlighted this by pointing out the significant number of points he missed out on due to crashes during races."

Due to Brad Binder's absence from the Malaysian Grand Prix, Acosta has climbed up to fifth place in the rankings, and his recent, systematic strategy might position him as the leading KTM contender by the end of 2024.

Remarkable rebound for a contentious comeback

VR46 has formally announced its choice to bring Andrea Iannone back to MotoGP, replacing Fabio Di Giannantonio – who had surgery on his left shoulder the previous Saturday – just before the Malaysian GP on Tuesday.

Speculation was rife throughout the weekend in Thailand, leading to divided opinions based on those accounts.

Interestingly, Iannone's comeback to MotoGP occurred at the very event that, five years prior, initiated the series of events leading to his four-year suspension for doping. However, his return did not create significant buzz. On Thursday at Sepang, a noticeably more cheerful Iannone interacted with the press, and remnants of his former self appeared on the track on Friday, when he finished the first free practice (FP1) in ninth place on the GP23.

During the qualifying rounds, Iannone maintained his strong performance, securing the 17th spot in Q1 and narrowly missing out on surpassing his VR46 teammate Marco Bezzecchi, due to a late error. However, the demanding nature of current MotoGP bikes took its toll on Iannone, limiting him to only managing to outperform Lorenzo Savadori in the two races.

It remains uncertain if he will participate in the final race of the season on his motorcycle. However, should this mark Iannone's last appearance in MotoGP, it stands as undeniable proof of his speed and potential to excel in the top tier, had he managed his chances more wisely.

MotoGP participants honorably react to Valencia tragedy

The catastrophic floods in Valencia, resulting in over 200 confirmed fatalities and significant destruction, brought a solemn atmosphere to the MotoGP community as they convened at the Sepang International Circuit.

The immediate concerns of the paddock centered on the well-being of Valencia's residents, yet there was also an urgent need to address the fate of the concluding round scheduled to take place at Ricardo Tormo from November 15 to 17.

By Friday, the decision was made to call off the event. Prior to this, several competitors had voiced their unease about participating in the Valencia race due to the unfortunate circumstances, with the current world champion, Francesco Bagnaia, even suggesting he might refuse to take part.

"Despite the risk of sacrificing my ultimate ambition, which is clinching the championship, I've decided not to compete in Valencia," he expressed on Friday, a day after thoughtfully commenting on the Valencia Grand Prix: "This should be a time to relish. However, given the current circumstances, it doesn't seem right. We always strive to show utmost respect for global events. We all share the same sky, and racing there could be deemed inappropriate."

Jorge Martin announced his intention to contribute his victory bonus from the Sepang sprint race towards the aid initiatives in Valencia. Meanwhile, the Aspar team, originating from that area, initiated a GoFundMe campaign, which, by Monday night, had garnered close to €100,000.

Before the race commenced, the MotoGP community united for a sixty-second moment of silence to pay respects to the citizens of Valencia.

In the face of the ambiguity surrounding the championship's outcome, title contenders Bagnaia and Martin, along with the entire roster, provided MotoGP a cause for pride with their reaction to the unfortunate incident in Valencia.

The future is uncertain, as a potential replacement race in Barcelona scheduled for the same date is still pending confirmation. This uncertainty is compounded by recent concerns due to flooding in the city this past Monday.

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