Luca Marini Sheds Light on Honda’s Mid-Corner Turning Struggle in MotoGP

Luca Marini points out where Honda is falling behind in MotoGP competition

Honda's Luca Marini has seen considerable improvement lately, yet Honda still lags behind in MotoGP speed

Luca Marini concluded the opening day of the British MotoGP at Silverstone in 19th position, also standing out as the second top performer among Honda racers, signaling progress from his team, #10.

Marini, who often found himself finishing more than 40 seconds behind the race leader in the early part of the season, showed signs of improvement during the Sachsenring race. Here, he achieved his initial point as an HRC rider by securing the 15th position at the German Grand Prix.

At Silverstone, what seemed like a one-off occurrence at Sachsenring started to look more like a pattern on Friday, with him ending up as the top-performing Honda rider, second only to another, and a notable 0.6 seconds faster than his Repsol Honda team member, the 2020 MotoGP World Champion, Joan Mir.

2024 British Motorcycle Grand Prix, Silverstone – Results from Friday's Practice Sessions

Marini explained that the enhancements are attributed not to a single factor, but rather to a mix of his ongoing thorough adjustment to the RC213V and several upgrades made to the motorcycle itself.

"Definitely, it's not just a single factor, it's about finding a middle ground," he mentioned to reporters, including those from Crash.net, at Silverstone.

I significantly improved my riding technique by adjusting my approach to meet the demands of the Honda, as transitioning from a different manufacturer presents challenges. Initially, relying on instinct led me to repeat methods from the previous year, which might not have been optimal for performance on the new motorcycle.

Currently, I have achieved a high level of proficiency in this area, allowing me to leverage the bike's strengths and minimize its weaknesses.

"Moreover, the motorcycle has undergone significant modifications. By adjusting the settings, we've greatly enhanced its performance. It's not exactly easier to operate, but rather, it's become more pleasurable for me to ride. And when I aim to increase my speed, I find it more straightforward, since the bike's design now aligns more closely with my personal vision of riding, particularly in comparison to [the Honda]."

"Additionally, every enhancement Honda introduces aims to improve performance. While it's not entirely satisfactory yet, the combination of Marini adjusting his riding technique to match the Honda, the fine-tuning of his setup, and the advancements HRC has made to the RC213V collectively lead to improved results."

Marini identifies a significant shortcoming

During Friday's sessions at Silverstone, Johann Zarco, riding for Honda, was the highest ranked among his team, landing in 17th position. He lagged 1.498 seconds behind Jorge Martin, who topped the charts on his 2024 Ducati. It's evident that Honda continues to face challenges in keeping pace with the competition in MotoGP, and according to Marini, the bike's primary difficulty lies in its performance during the mid-corner phase of a turn.

The most notable difference observed when comparing Honda with other brands lies in how the bikes handle cornering. Specifically, the factory Ducati motorcycles excel in maintaining higher speeds through turns, and this trait is particularly impressive in the case of the factory Aprilia models, where the speed at which they navigate corners is astonishing.

"Unfortunately, we're facing a limitation that prevents us from proceeding as usual, necessitating an earlier deceleration. We need to maintain pressure on the front brake longer and reduce our speed significantly while navigating the corner to facilitate the bike's turning. Presently, this represents our most significant challenge. However, it's an issue that adjusting our riding technique alone won't rectify. Although minor improvements can be made, they won't suffice. Our focus must shift towards enhancing the motorcycle's components and seeking out new upgrades."

Marini's observations regarding the Honda's performance in mid-corner situations were reiterated by LCR Honda's Takaaki Nakagami. Nakagami pointed out that the motorcycle's shortcomings include rear tire grip and the challenges faced during the entry phases. He mentioned that comprehending the bike's behavior is particularly tough, as maintaining the intended racing path necessitates significant deceleration to achieve the desired turning.

Upon entering, the moment you begin to decelerate, there's an immediate issue with the bike's inability to stick to the intended path — it constantly veers off. This makes it challenging to maintain the correct trajectory since it persistently forces you outward. Consequently, I'm unable to release the brake and steer effectively, leading to a series of setbacks.

"Truly, from the point of entry, we are facing significant challenges."

Marini has transitioned from Ducati to Honda this year, which involved a switch from an electronic throttle system to a traditional cable-operated throttle.

Marini emphasized that the focus is not on performance, but instead on comfort and recognition.

The sentiment is – there's a desire to keep the cable, rooted in a nostalgic connection that dates back to the days of mini bikes.

Marini explained that the throttle aids in achieving greater accuracy during the initial application of gas and when changing directions. He pointed out that with an electronic throttle, a tiny hand movement can result in acceleration, making it easy to err. Additionally, he noted that riding over bumps significantly alters the experience.

"Perhaps even when you're gently accelerating and need to maintain control over the rear traction, there's an enhanced sense of connection with the rear tire. This improvement is visible in the data as a smoother curve, indicating better management."

Regrettably, Marini admitted that the cable throttle offers no benefit over an electronic throttle.

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