It would have been at Estoril, in 2011. Casey Stoner had left Ducati at the end of the previous year and joined Honda, and was immediately fast. During a press debrief, technical journalist Neil Spalding asked Stoner a simple question.
"Long and low, or short and high?"
Stoner did not hesitate.
"Short and high."
I was reminded of this brief exchange at the Sepang MotoGP test. In the context of 2011, Stoner's answer made perfect sense. After spending four seasons wrestling with the long and low Ducati, the bike getting less competitive every year, it was a revelation for Stoner to get on the RC212V, the 800cc Honda. He could now brake, load the front as much as he wanted, pitch the bike into the turn and then fire it out again. No more battling with the front end of the Ducati.
Why was short and high better? Because it allowed for better weight transfer under braking, allowing riders to load the front tire before entering the corner. As the riders braked, the forks would bury the front wheel into the tarmac, the rear wheel lifting, putting the entire weight of the bike onto the front tire.
Especially beneficial in the Bridgestone era, with a solid front tire that would give unlimited grip as long as you loaded it sufficiently.
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