Valencia MotoGP Subscriber Notes, Part 2: Battles On A Tight Track, And Comparing The 2019 And 2020 Yamahas

The Valencia round of MotoGP is going to be remembered primarily as the race where Joan Mir make history, becoming the sixth Suzuki rider to win the premier class title, following in the footsteps of Kenny Roberts Jr, Kevin Schwantz, Franco Uncini, Marco Lucchinelli, and Barry Sheene. Rightly so, given the significance of that title, and Mir's path to winning the title. You can read more about that in part one of my Valencia round up.

But there was more to Valencia than just Joan Mir clinching the championship. The Circuit Ricardo Tormo is supposed to be a hard track to pass at, yet in all three classes we saw last-lap battles where the lead and podium places changed hands multiple times. We saw the 2019 Yamaha triumph where the 2020 model came up a long way short. We saw KTM take three of the top six positions, and we saw Andrea Dovizioso surprise himself with an eighth place.

So here are some notes from an intriguing and exciting race weekend.

Let's start with all that overtaking. The Circuit Ricardo Tormo is notoriously hard to pass at, with just a few spots where it is worth taking the risk. Turn 1 is the ideal spot, a pass on the brakes after the long front straight a classic move. Turn 2 is another favorite, but after that, the moves required to pass become increasingly risky. There are a few places where you CAN pass, but the costs of getting it wrong are high.

Risks vs reward

That risk-reward calculation takes on a very different character on the last lap, however. Within sight of the line, and with victory up to grabs, it is worth making a more reckless move into Turn 4 or Turn 6, or into Turn 8, or trying to line up Turn 11 through Turn 10, or taking a run at Turn 12 to carry the speed through Turn 13 which will allow you to take a shot at the final left hander, Turn 14.

That may explain why we saw a thrilling conclusion to all three races at Valencia on Sunday. In Moto3, Tony Arbolino benefited from the fierce encounter between Sergio Garcia and Raul Fernandez, in which Garcia came out on top. In Moto2, the crash of Fabio Di Giannantonio at Turn 6 left Jorge Martin, Hector Garzo, and Marco Bezzecchi to scrap it out for the win, the outcome uncertain to the end.

MotoGP served up the icing on the cake, however. Franco Morbidelli had escaped from the start, putting into practice the searing pace he had shown during practice. He inched away from the chasing Jack Miller through the first half of the race, extending his lead to over a second. But as the laps ticked off, the Pramac Ducati rider clawed his way back onto the tail of the Petronas Yamaha rider, putting himself in position to exploit the top speed of the Desmosedici GP20 along Valencia's relatively long front straight to pass into Turn 1 and then get in front and block.

Miller got close on the penultimate lap, but not close enough. That put him in position to try again on the final lap, and as they fired along the front straight for the final time, Miller was finally close enough to pull out of the slipstream and fire past Morbidelli before they reached Turn 1.

What the Australian hadn't counted on was the tailwind blowing along the straight, which pushed him into the first corner a little harder than he had expected. That put him wide on the exit, allowing Morbidelli to draw level. The battle heated up through the first half of the track, with Morbidelli taking a clean line underneath Miller at Turn 2, Miller jamming his bike ahead of the Petronas Yamaha into Turn 4, Morbidelli slashing back underneath at Turn 5.

Miller took another shot on the way into Turn 11, nearly clipping the back of Morbidelli's Yamaha. But try as he might, he couldn't quite get close enough to dive underneath at Turn 14, and the drive out of the corner to the line was too short for the GP20 to properly unleash its horsepower.

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Also worth remembering that if Morbidelli hadn't suffered that engine failure and/or had *that* crash at Austria 1, this title race would've gone to the last lap of Portimao. 

Interesting that Morbidelli's crew chief is Forcada - rejected by Vinales and blamed for his poor performance - perhaps one of the Yamaha problems is it's rider selection.

David, please bring some light into my clouded mind: last year (2019) Yamaha factory pilots were racing with 2019 bike and satellite with 2019 or 2018's?!

I always thought Fabio jumped a year in development, not having ridden the 2019 bike at all, at least in theory. 

Appreciate your wisdom!

Makes me wonder if the Yamaha 2020 riders who all have less experienced crew chiefs are stuck because they are trying to chase the perfect setting too much. Morbidelli seems to be focusing on his riding more than set up whereas Quarararo said himself they changed the bike more in a weekend than the whole of last season. No wonder he can't find a setting he is comfortable with. Vinales had this same issue last year and only started to turn his season around once he figured out he needed to concentrate on riding not chasing set ups all the time.

Very insightful observations, all. I have been involved with rifle competition and it is  very much the same there. Competitors trying to make their way to the top, but not quite there, were always looking for an answer in equipment/ammo component. They would not admit that it was up to themselves to find that last bit of performance to push them into the top level.

The old saying is, "Mental focus, not equipment hocus-pocus".


What valves were in Maverick's sixth engine?

Assuming Yamaha didn't have enough to make five for each of their riders in March, where did the extra set come from?

Also, as an "old stock" bike, how did Frankie's have the same issue? No change in cylinder heads from year to year?

Better set aside half a day for Lin's explanation. He sure did take us all around the barn with his initial one. Yamaha is a mess. They chose Vinales as their savior and that was a HUGE mistake. Now they've picked FQ and he can't ride a motorcycle if there's anything on the line. Horrible management of people and machines outta Yammy the past 5-6 years. Horrible.

Matt Oxley published a pretty good article this morning about the history of the 'new bike' being a bust and riders going back to last years machine. Honda, Suzuki and Yamaha have done that a few times over the years in the two-stroke era. Anyway, good article here too. Thanks!

Hi friends!

I am not seeing things at Yamaha like the perspectives commented above. It might be inversed/circular reasoning to blame the Factory garage staff for the problem. The BIKE is defying set up in the way that the 2019 bike responded (and still does for Morbidelli) fine. I don't blame them. And Quartararo, Vinales AND Rossi are struggling with it similarly. Quarty lost his groove a bit ago, yes, but on this bike. Vinales struggled with his crew chief intensely when Yamaha was utterly lost in the gutter for TWO YEARS. When he was assured that the 2020 bike was new and fixed, brass above (two Tswitched out), and a new Euro Test Program was coming, he stopped and pleasantly became focused and agreeable. How did that work out? Shite. The bike is wrong and flawed, wrong chassis choice, anemic and unreliable engine. He and Forcada had personally soured because Ramon was a mitigating dampener on Maverick for the organization. Understandable all the way around! EXCEPT that Blue shat themselves in both their primary pants for this year's bike. Don't abuse the neglected kids. 

P.S. Frankie REALLY is fast! It isn't just the 2019 bike. He gets a 2020 bike next year, and we will get to see that it is intractably difficult outside of high grip tracks. But, also, that he is a really good rider. Remember that two yrs ago Yamaha suddenly gave Quartararo the new 2019 bike, when he was all slotted in w the 2018? It was a great move for everyone, the 2018 chassis was seen as a turd. Well, guess what?.....(for the more concrete less inclined to extrapolation, history is repeating itself. And this is NOT GOOD re Yamaha, when they had JUST apparently gotten out of this gutter. They DIDN'T). 

Suzuki took everything that fell out of the Blue pockets when they tumbled off the sidewalk AGAIN. Honda looks to have finally dusted themselves off and backtracked from their bronco bike. KTM is here. The Ducati isn't far off and has an injection of fast eager youth and new faces in Factory seats. This bike turns much better than the last one, very important step. There is a new way to ride it and set it up being sorted. Yamaha? You'd damn well better focus on making an evolution of the 2019 chassis specifically for the new front tire AND at a medium grip track. AND get your act together with reliability with this Moto1.5 motor, AND get a few steps more power coming for your 2022 one. Lowering the wick?! On THIS?! Give Frankie a raise too by the way. 

You sure Frankie's getting a 2020 steed next year what with the technical freeze? Or are they just saying he is by bolting on the 2020 key ring or something. Anyway, I can offer the Jerry Burgess (was it 80 seconds him n Vale needed to sort the Duke?) fix, wheel George's Yamaha back out, they'll never know..

I haven't heard otherwise, looks like a mirror of this year with Vale and Quarty swapping spots. 2020 to FM21, Vale slower to get updates after starting w 2021 Factory bike. Motor is frozen, and theirs is quite chilly after being rather hot. They can still make a lot of changes for a 2021 machine. Quarty "withdrew" his request for Frankie's bike with new fairings next year after Yamaha slapped his wrist. Now, we wait.

Betcha Frankie gets a 2021, same reasons for a repeat of 2019 w FQ20. He is fast, and they need data, and the 2020 is turdsicle.

Despite MM93 and VR46 both drawing a blank this year, over 75% of *all* MotoGP wins have still been recorded by only five riders. This is the first year none of those five got a win.

At the start of the year YMC were beaming from ear to ear because they had gobbled up the signatures of FQ & MV and Ducati was being roasted by the media and every man & his mistress's dog for being arthritically slow to grab new talent.. It is now the end of the same year and look at where we are now folks... Ducati forced to look within themselves and make do with Jacko&Pecco who are very capable pilots and YMC being roasted for entrusting FQ & MV too soon!! To be fair, they are both brilliant riders who will leave everyone for dead on their best day but when shit ain't going to plan and the fan has been browned, boy do they sound genetically similar!! But YMC must cop it for stuffin up their 2020 steed!

Moral 1 of zis story : The grass ain't greener on the other side or..maybe it is.. but it doesn't guarantee a better buzz when you smoke it..

Moral 2 : The light at the end of the tunnel just might be that of an oncoming train..

In other news, consistency seems to be the catch phrase in town..and for good reason...We have witnessed for 2 years in a row that it is possible to win a championship by either coming first or second in every race...or win one race and be close enough to look challenging in every other race.. Congrats Joan & Suzuki, option B worked out well!! 

I was about to comment that I miss the rating option, because I’d like to give this post five stars! Cleverly solved!

Just two stars, oooo that hurts my feelings! ;-p

Joking aside, I do regret not being able to show my appreciation for many of the excellent contributions here, other than by writing a response to them. Which may result in me putting in more time than I have or should, and/or distracting from the actual subject of the article. Also I liked that the ratings gave an idea of how opinions were among readers, not just among the active writers/commentators. Of which some are rather more active than others, by the way. I'd like to see some stats on that as well... ;-)

Eight tracks only so far in 2020.

I'm no golfer but i think Suzuki hit par and no more.

Yamaha, eagles and double bogeys, the odd lake got in the way. Should be noted that the same three bikes at the top of the BMW M Award are the same three bikes that can be found inside the top 5 of the championship.

Honda had it bad. Marc injured, Cal injured, Alex a rookie and Taka the 4th rider. Alex Marquez showing from race one that he would arrive eventually and Taka really taking up the baton for Honda (massive respect!).

Ducati, very similar to Yamaha but slower. Ups and downs but slower.

I think it's quite difficult to make judgements about the bikes given the unique nature of this year. If the teams need to make a bike which works at all tracks then they shouldn't be looking at 2020 for examples because it's missed out on so much. It's been a European championship. There was no PI, no intense humidity of Thailand and Malaysia. The unique tracks of COTA, Rio Honda and Silverstone missing and of course, no Qatar at night. Furthermore, the races have been taking place at unusual times of the year.

Hopefully, 2021 will be more normal for many reasons and in addition it'll have plus one year with the new rear, plus (or is that minus) one supplier of valves, plus one MM etc. Looking at the completely messed up nature of most teams seasons (definitely can include Rins in that), do we really think the steady Suzuki will triumph again?

Oh should also add that 2021 will have plus one year on the young Fabio and plus one huge handbag of experience. It's new to him. After Marc crashed i even remember reading somewhere about 'can Fabio win every race now?'. Nobody talked about Mir, even when he got near to Fabio in the points you could read, 'come's only Mir, he may get lucky though'. It's all very easy to read books and have an abstract idea of the psychology involved (especially when the eclectic nature of most 'peoples' psychology, add mysticism, resembles an expresion of desire and not of deep state). However, outside of our own funny little world, you got to walk in the shoes. Give the boy a break. At his age, with that pressure, in the gaze of millions of people....i wouldn't have been able to hold the revs within 1000 because i'd be shaking too much, vomit spilling past my chin strap, crash T1, stand up, punch first person i saw, strip naked and then cry. Anyway, as i said, you got to walk in other people shoes hahaha.

...the rest of us are just visitors.

Happy Wife...Happy Life

Or, in tire terms, the racer who is going to be quickest is the one that can extract maximum grip from their tires, whether that is over a 3 lap Q-Session Time Attack or a 28 Lap Race. There exists a vast multitude of factors influencing MotoGP performance, but none are as important as keeping the tires happy. Not even close. Get this right and your hero pilot can ride a lambchop past a hungry wolf. Get it wrong and he is sullen paracarro.

Hey, who the hell is in charge here?

Pilots do not design racebikes, engineers do (whether formally trained or self-taught through experience is immaterial). The pilots role is to validate (or invalidate) the engineering design, generate meaningful data (which a slower test rider, even when faster than winged Pegasus by mortal standards, cannot do), and then provide an actionable description of what the remaining issues are...but not (usually) to suggest solutions. But there are some exceptions. When testing Honda GP bikes in Japan in the mid-sixties, Mike Hailwood asked his factory mechanics to unbolt his Japanese rear dampers so he could examine them. Once they had done so, Hailwood calmly walked over to the nearby koi pond and tossed them in, then walked back and told them to put some bloody Girlings on the poor thing. That was a pilot being insightful and helpful. But having Top Gun and FQ20 whinge that they should have a 2019 bike like Frankie's...even though Morbidelli is running a CFRP swingarm (versus their aluminum versions), a different Ohlins Rear Damper (all season), and his bike is tuned by the esteemed Mr. Forcada based on Frankie's feedback, not not really helpful. In fact it is rubbish. Because the issue is not the manufacturing date on the chassis, it is how the chassis is working with the tires.

Ready, Fire, Aim

All great engineering organizations have Issue Management Boards. I have been on several. The goal is to clearly identify impacting issues (e.g., performance of the end item, durability, ease of manufacture, conformance to specifications, and so forth), and then allow the Subject Matter Experts (SME's) to develop a valid solution. But sure enough a parade of bright and eager young engineers would show up at the IMB meetings and already have their solution defined...but often supported by only a tenuous grasp of what the fundamental underlying issue was. Perhaps they had an excellent solution, perhaps not. Maybe they were stating that our ship was listing 20 degrees to starboard, so as a proposed solution we should put the crew to work immediately moving all the deck chairs to the port side to compensate. All solid logic. Except the issue wasn't deckchairs, it was the 150 ft long gash at the front of the ship that the iceberg made. And while I have deliberately simplified this example, the real world is anything but simple. Even the best SME's occasionally get fooled into confidently identifying an issue, only to discover that this turned out to be a derivative effect masking itself as a root cause, but not the root cause itself. I have no way of knowing if this is happening with Yamaha, but it certainly feels like it is.

Making Springs out of Silly Putty, or "Why did you give me back only 4 singles for my 5 dollar bill?"

Racing Tires give me a headache. And they should, if only as a caution that they are a subject where amateurs should fear to tread too boldly. And unless you have spent most of your working career in the engineering department of one of the principle racing tire manufacturers, which I have not, then we have all retained our amateur status and should tread more carefully. But as God hates a coward...onward.

Elastic Hysteresis is a key characteristic of all racing tires. When we corner our racebike (or accelerate, or brake, or any combination thereof) we are applying a load and deforming the material (and adding energy). If a tire were a true elastic spring, with the load removed the material would return to its original condition and we would get that energy back (or rather, someone would, entropy being a most untrustworthy bookkeeper). I gave you a five dollar bill when the load was applied and you gave me back five singles when it was released. But our tires always short us a dollar during this energy exchange. So where is it? It was used to overcome the internal friction and molecular bonding chracteristics of the tire compound. But to offset that perceived shortfall we get two other things that we very much care about: grip and heat. So our transaction is properly called viscoelasticity, not thievery. If a racing tire did not have the ability to exhibit both viscous behavior (the material flows) and elastic behavior (the material springs back to it's original non-loaded shape) we would not have a racing tire, we would have a hockey puck. Importantly, viscoelasticity and temperature are joined at the hip, forever inseperable.

Maximum tire grip, all things being equal (even though they never are), will occur when an optimum balance of viscoelastic properties is achieved, and that is where tire temperature comes in. Too cold and the tire compound will not flow adequately, so it will also not grip adequately. Too hot and it will flow excessively, which damages the molecular chains of the tire compound, so less grip for that condition as well. When we say "Pilot-X has to be careful until his tires get up to temperature" what we really mean is that the viscoelastic flow of his tire compound is not at the optimum value and so grip will be bit dodgy until it is. This is what is really meant by "hard", "medium", or "soft" compounds. A hard compound is one where the optimum viscoelastic properties occur at a slightly higher operating temperature than the medium compound. And the medium needs to be a bit warmer than the soft compound and a bit cooler than the hard for best grip.

The Pushmepullyou of Grip

There are two principal mechanisms of creating tire grip that rely on the viscoelastic properties. I believe the first one is where Yamaha has been focused, and the one described later is where Michelin has made some impressive gains.

The first, Indentation, is a grip mechanism that occurs when the tire surface interacts with the topology of the track (on the surface roughness end of the scale). All the little pebbly high-spots and low spots you see (that constitute a track's texture) either push into the tire and deform its shape, or the tire shape deforms into the track lowpoints between the pebbly high-spots (almost always to a lesser degree than with it does over the highspots). What matters is that these deformations store energy which is then released asymmetrically (the value of deformation vs. applied load is different during the application and release phases, which is our definition of hysteresis). This asymmetric energy release is what tire manufacturers exploit to generate grip. What is going on is that as the tire surface contacts a track surface texture peak, the tire compound is deformed by the applied load. But due to the nature of our tire's hysteresis, all the deformed volume of material does not fully release when the contact patch passes over this peak (and the load is removed). Instead, some of the tire's contact surface remains partially stretched, and so still storing unreleased energy that will generate both both heat and grip. If the tire compound is below it's optimum viscoelastic thermal load, this asymmetry between loaded deformation and unloaded deformation is small and we get less grip. If the thermal load is too high, the contact surface deformation is excessive and our useful energy is wasted (instead breaking molecular bonds in the tire compound) and we are left with a lot of heat but not much grip. It is the balance of the asymmetric energy release caused by indentation mechanism that is critical. And as expected, the optimal temperature range is not very wide.

The next thing to understand about the indentation mechanism is that it is additionally impacted by the chassis deflection when leaned over. A racebike that is putting a lot of energy into the tire's contact patch due to designed chassis flex (both frequency and magnitude) is essentially hammering the tire down into the racing surface irregularities, maximizing the effects of indentation. And this appears to be the M1's Native DNA for the last 16 years...a chassis that likes grippy surfaces (good for indentation) and generates a lot of tire heat very quickly through this grip mechanism. But it is also a chassis that struggles in low grip conditions (because indentation is minimized), especially on older surfaces where the highs and lows of surface texture have been worn smooth or filled in by deposits. And of the two mechanisms for grip, indentation may be the more sensitive to track temperature variations.

I, for one, welcome our new Insect Overlords.

All hail, King Molecular Adhesion (the other principle grip mechanism). Molecular Adhesion as a grip mechanism is also dependent on viscoelastic flow when tire's contact surface is loaded and the resulting hysteresis when the energy being stored in the contact surface is released. But in this case, instead of the energy source being an interaction with the small scale topology of racing surface texture, the loading and asymmetric release of energy is between the contact surface of the tire and the tire's own internal compound and construction (as well as the shearing properties of the rubber compound). In this case the tire's contact surface actually forms (for a very short period) a Van der Waals bond with the racing surface. Now Van der Waals bonds are actually pretty easy to understand as long as we know these two things: They are always distance dependent and they are always fairly weak (on the grand order of things). So while the bonding between racing tire and track surface is easily established (when you put a load on the tire's contact patch) those bonds are fairly easily broken. This supports a cycle of constant bonding, deformation, energy storage, and then aysmmetric release. The deformation is created by the tire compound stretching viscoelastically between the bonded external tire surface (which wants to remain right where it is bonded to the track surface) and the surrounding tire compound material (which is not bonded to the track surface and would like to keep moving). So the tire compound deforms until the deformation energy level is sufficient to break the current bond. This is followed by another asymmetric energy release that, once again, creates both grip and heat (and allows for constanrly establishing a fresh set of bonds). Wash, rinse, repeat.

And this is where I speculate that Michelin has taken things to the next level. They have developed MotoGP tires, especially the rear, that leverage molecular adhesion to a higher degree than heretofore seen. And they have used the effect of the resulting tire deposition as both a method of generating more grip and a built in thermal safety valve.

All racing tires that generate any level of adhesion...which means all racing tires...leave a very small amount of the tire compound still bonded to the track surface (when the tire's deformation energy otherwise breaks these localized bonds). The result is called deposition. Michelins also do this...but better. Michelin appear to have fine-tuned the deposition characteristics of their current MotoGP tires to optimize the energy storage and release characteristics (of the molecular adhesion mechanism) to elevate total tire grip to a higher level. I speculate that Michelin has slightly increased the strength of the Van der Waals bond and very carefully balanced this against the strength of the bonds holding the tire compound itself together. The real trick is manipulating the tire construction and compounding to continually expose a fresh layer of tire compound molecules (at the tire's surface) but not otherwise damage the remaining tire compound (that is adjacent to, but not actually in contact with, the track surface). And by doing so, lap after lap, a significant (but controlled) portion of the tire's contact surface winds up being deposited on the track (and so never makes it back to the paddock). If a pilot can refrain from excessively punishing his tires then this controlled deposition rate (and the increased grip it provides) is available for the entire race distance. As a result, Michelin MotoGP tires are much lighter at the end of a GP than they were at the start because the tire's contact surface is now much thinner (after a full race of controlled deposition). And a tire with a reduced (thinner) contact surface will run cooler than a thicker one, maintaining the tire's critical thermal balance towards the end of the race (but may also have less slightly less grip as there is now also less material available for energy storage and release). The ability of the Michelins to provide these impressive levels of grip and thermal stability over the entire race distance is what has amazed me. The downside? The molecular adhesion mechanism does not take well to excessive tire spinning. Michelin's precious tire compound is there to generate maximum grip over race distance, doled out a little at a time in a very controlled manner, not sacrificed en masse in a haze of blue smoke and dark stripes on the racing line. So a pilot...and his development engineers...would do well to understand that; "Michelins remembers all insults".

So what are they thinking in Iwata?

The limb I have heedlessly crawled out on is now getting pretty thin, but I am going to risk going a bit further. And this is all just speculation on my part:

The current DNA of the M1 Chassis, in all it's recent forms, is optimized for generating grip via the indentation mechanism, and less so via the molecular adhesion mechanism.

This reliance on the indentation mechanism has left Yamaha more at risk for poor performance in low grip conditions.

The allowable tire pressures are set by Michelin's recommendations to the MotoGP technical staff, and then distributed to the Team's for the race weekend. It appears that Michelin's recommendations (generally about 26 PSIG Rear (or ~1.8 Bar) and 29 PSIG Front (or around ~2.0 Bar) may be resulting in Yamaha unable to set the Front Pressure low enough to prevent the puffer-fish effect they are seeing in traffic.

I suspect that the Dunlop Moto2 compounds are, temporarily, leaving deposits on the racing line that are degrading the amount of grip that can be generated with the indentation mechanism bias native to the M1.

The characteristics of the Michelin MotoGP tires have shifted (in balance) to rely more on molecular adhesion for performance. Their Squish-O-Matic rear tire construction appears especially biased to increase contact patch area under load, which would seem to be a key characteristic for enhanced grip via molecular adhesion (and the front was never very stiff to start with).

If your basic chassis characteristics are sub-optimal for exploiting the molecular adhesion mechanism for grip, then no amount of tweaking of electronic parameters, ride heights, or swingarm pivot locations will completely cure this. Yes, they can make it less awful, but they cannot make it "good".

I find it hard to believe that Iwata and Michelin have not already had this conversation. I can only assume someone has a short between the earphones.

Suzuki's basic chassis characteristics appear to have achieved a much better race balance by exploiting both indentation and molecular adhesion as a grip mechanism. But this balance, moving away from an indentation mechanism bias, has made it difficult to generate sufficient heat over a small series of laps (Q-Sessions), but may also have made Suzuki far less vulnerable to individual track grip levels and temperature variations.

None of this is as simple as I have explained it. As with almost all dynamic issues, it is never just one thing or the other, but rather a complex blending of interelated causes and effects. A winning bike still needs to exploit both methods of generating tire grip (as well as several others not discussed), and even small changes in biasing towards one method or the other will result in very significant changes in performance. And they are not separate and isolated, but rather desciribe a gradient of grip generation. Chassis design is not a series of easy choices between cake or death, but rather a search for the perfect recipe for Bouillbaisse. And for fun we can add that each pilot has their own unique palate, so what Franco loved Top Gun spat out on the floor.

So focus on the issues, and do not let the pilots, out of frustration, lob real analysis into Hailwood's Koi pond. Because whether the M1 was made in 2020, or 2019...or even Jorge's 2015 model...has fuck-all to do with ultimately solving the M1's chassis  issue(s). Chasing down that bunny trail is just moving deck chairs from one side of the ship to the other while the passengers steer a course for the next iceberg. Cheers.



Happy life is the way I've always heard it. If you're going to 'correct' make certain you are correct. And who are you to edit that magnificent monograph? Ballsy

Jinx, please tell us where else we can read your writing. Between you and Motoshrink (and of course the esteemed Mr. Emmett), the natural drama in MotoGP is made that much more enjoyable, enriching, and compelling.

And it's never been anything but "happy wife... happy life," but thanks so much for chiming in! Also, you misspelled "definitely."

That in Michelin F1 years against Bridgestone they developed a tire that with ist, i. e heat would grow wider than it's cold  state. Renault at the time exploited it to such an extend that when it was found out they banned this chemical marvel and the tanks using those tied went promptly backwards. Maybe they are at it again, working their alchemy and only the experimental, innovative, adaptive teams are making best use of these since more never experienced characteristics of a tire? Nice post, and lots of insight, thanks

I love this site...... Thanks David and all......

Look up Mitchell and Webb Grammar Nazi on YouTube....... Very funny.......



Thanks all for adding to David's insightful and entertaining reporting.  Without all of it I'd be just watching bikes go around a track.  I am looking forward to David's off-season articles that delve deep into those events and issues that he never has time for during the year.