Ezpeleta's Vision: Cost-Limited Racing, In Both MotoGP and World Superbikes

The Philip Morris-sponsored Wrooom event is not just the event at which Ducati launches its MotoGP season, it has become the de facto kick off to the MotoGP season as a whole. With an important section of the international media present, Dorna CEO Carmelo Ezpeleta inevitably seizes the opportunity to talk to the press about his view of the season ahead, and where necessary, of the future beyond that.

This year was little different. Ezpeleta spoke to the media ahead of the presentation by Ducati Corse boss Bernhard Gobmeier, and answered questions from a number of media outlets separately, answering questions on the future of both MotoGP and World Superbikes. From his statements, a picture of Dorna's vision for the two series starts to emerge: the future of world championship motorcycle racing is to be price-limited, with more support for the current teams, and factories holding a stake in both series, in exchange for keeping a lid on costs. The calendars of both series would come under scrutiny, with MotoGP heading to South America in 2014, and both series only racing at circuits willing to pay a sanctioning fee which would cover the cost of the logistics to get there.

Ezpeleta gave his clearest indication of the level of pricing he expected to see in both series, though the Dorna boss made no direct mention of price caps being set out by regulation. The factories will be free to spend as they wish - beyond the price caps proposed on parts such as brakes and suspension - for both the factory and the satellite teams. Those teams - now designated "MSMA manufacturers", rather than "prototypes" - will effectively be running fuel-limited racing, with the fuel allowance now at 20 liters per race, and using the standard electronics package with their own software. Those bikes will be virtually identical to the current crop of 1000cc MotoGP machines, though engine development will be frozen throughout the season, the only permitted alterations being in software, inlet and exhaust tracts. As most in-season development involves chassis parts and software, the engine freeze is not as significant as it would have been in years past.

Non-MSMA entries - private teams, currently running the CRT bikes - will have the choice of racing either a production Honda RC213V clone, a Yamaha M1 engine in a chassis to be designed by a third party, or can continue to use the production-based equipment being fielded under the CRT banner. The most important concession by the factories is that both Yamaha and Honda have agreed to limit their prices: a production RC213V will cost a maximum of 1 million euros for an entire season, while a season's supply of Yamaha M1 engines will cost 800,000 euros, both numbers excluding crash damage, of course. The privateers will have to use both the spec electronics hardware and software, supplied by Magneti Marelli through Dorna, but to compensate, they will have 4 extra liters of fuel. That is 20% more, an amount that should allow them to compete with the factory bikes.

The good news for the series is that these rules will be fixed for the three years from 2014 through 2016, and Ezpeleta said that exploratory talks are already underway for the 2017 season and beyond. One of the most important factors in controlling costs is rule stability, and having a predictable set of rules for the next four seasons, and plenty of time to prepare for any changes which may come after that, will be key to the success of the series.

Prices will also be limited in World Superbikes, though here, too, Ezpeleta did not want to speak of an official cap on prices. Competing in World Superbikes should cost no more than 250,000 euros a season, with each manufacturer obliged to be prepared to supply at least six riders, Ezpeleta said. This had been discussed with the teams, the FIM and the manufacturers at a special meeting convened in Geneva back in December, and had met with general acceptance. "The general idea was to make everybody happy, while also controlling the cost, and to give similar equipment for all the riders who use the same manufacturer," Ezpeleta explained. The price for a season of World Supersport should be no more than 100,000 euros.  Price caps might be a good idea, but in World Superbikes, this could be hard to monitor, Ezpeleta said. "It will be up to the manufacturers to ensure this," he told GPOne.com.

In exchange, Dorna would be allowing the MSMA back into the Superbike Commission, the series' rule-making body, Ezpeleta said. The MSMA had lost representation in the Superbike Commission with the set of rule changes that saw 1000cc four-cylinders allowed into the series, subject to severe restrictions on modification. In return for controlling costs in WSBK, the MSMA would once again have a clearer voice in the future of the series.

The MSMA gain in World Superbikes was offset by a minor loss in MotoGP, however. Factories wishing to enter the series would not be able to roll up with their own team, Ezpeleta told the media. Instead, they would have to ally themselves with an existing team, and use that team's infrastructure and, to an extent, personnel if they wanted to race in MotoGP. The new arrangement strengthens the position of the existing teams, giving IRTA a stronger hand in the series, but it also gives the series more stability. The rule is a response to the fickleness of previous factories, especially of Kawasaki and Suzuki. Suzuki is keen to make a return to the series, but after the Japanese factory first reduced its involvement from two bikes to one in 2011, then pulled out entirely in 2012, Dorna will only allow the factory back if it is prepared to make a long-term commitment to the series. Suzuki had already obtained a series of concessions from Dorna before they left - their refusal to supply a satellite team, asking for and being granted concessions over extra engines, and an exemption from the now-defunct rookie rule - and so Dorna is loath to show them much leniency. By forcing Suzuki to come in via an existing team, Ezpeleta hopes to ensure a more stable field. That should not be a problem for Suzuki: prior to his entry into MotoGP, Jorge Martinez was in talks with Suzuki to supply bikes to his Aspar team, but that deal never materialized. Aspar would be the prime candidate to run a Suzuki effort, should they decide to return with the inline four MotoGP prototype they have been developing.

The other subject Ezpeleta touched upon was the number and location of the races for both series. He assured Giovanni Zamagni of Moto.it that the race in Argentina, canceled for 2013, would go ahead, and hoped that a second South American could be held in Brazil. Ezpeleta said that the ideal size of the calendar is still 18 rounds, though 19 would be the maxiumum. Reducing the number of races was not an option; each MotoGP race meant income for the teams, which is not the case in World Superbikes. Races would only be held at circuits prepared to cover the costs of racing there, the Dorna chief said, in response to questions about the Brno round of World Superbikes.

The good news for race fans was that Ezpeleta once again reiterated that the two series would continue to exist, and remain separate. "This is to confirm that we will maintain the two separate championships. One will be for motorcycles derived from production bikes [World Superbikes] and the other one will be prototypes [MotoGP]". Moving World Superbikes to a winter championship was an interesting idea, Ezpeleta said, but not feasible. Both MotoGP and WSBK were centered around Europe, and racing in Europe in the winter was not a viable option.

With both MotoGP and World Superbikes under his control, Carmelo Ezpeleta has a very firm grip on both series. He has had to grant a number of concessions to the factories to keep them in racing, but so far, they have shown that they are willing to play ball. The first test of the agreement will come in the middle of the year, when Honda and Yamaha have to start producing bikes and engines for the 2014 MotoGP season. At the same time, the seven manufacturers in World Superbikes will have to come up with ways of keeping costs down in that series, to keep the price of equipment under the maximum proposed by Dorna. There are signs of peace breaking out in the world of motorcycle racing, but it is still just a little too early to be hanging out the bunting.

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I've been watching old 500cc GP races circa 1983. This sounds like much the same formula; works bikes for $$$$$$$$ and production racers for $$$$ (racing never is cheap, but hopefully it will at least be accessible to more people).

Also very happy to hear a lack of talk about technological restrictions in WSBK.

Ideas like cost controls, engine leasing, franchising or strict entry control, enhanced revenue sharing, and simplified SBK rules have all been mentioned before. They were not unanimously accepted ideas, and the factions were anxious to remain at war with one another.

The catalyst for the peace must be compelled by some exciting plans for 2017 and beyond. The merger is also helping things along. The friction between Dorna and IMS has dissipated, and the FIM is no longer a house divided. The manufacturers and organizers can now build a conceptual framework to make SBK and MotoGP function as complementary formats.

The technical regulations are probably scheduled for an overhaul in both series. We know SBK is scheduled for overhaul, but MotoGP might also have big changes on the horizon. Autosport interviewed Dall'Igna, Aprilia Racing boss, not long ago. He basically said that this was an historic moment for international motorcycle racing, but everyone must respect the planned tenure for the new 1000cc MotoGP engines. I don't wish to affirm the consequent, but his remarks suggest that MotoGP may already be investigating ways to replace the current engine regulations. Right now, MotoGP engine performance is governed by a mix of displacement limits, cylinder limits, bore limits, and fuel capacity limits. Perhaps, they are looking for a way to simplify engine performance controls. Tire regulations would be nice as well.

re: "The manufacturers and organizers can now build a conceptual framework to make SBK and MotoGP function as complementary formats."

but that's not what's occured. roadracing's future has been placed in the hands of 1 man. 1 man of questionable judgment. a democracy that ain't.

You have a dramatic and fanciful imagination. Ezpeleta likes price-limits b/c revenue sharing is the only aspect of FIM competition over which Dorna have direct control. He definitely doesn't have any particular control over SBK b/c production racing is governed by homologation procedures. Why do you think he invited the MSMA back to the rulebook discussions? For the last decade, the rulebook has been used to agitate the manufacturers and force them to run MotoGP-lite. Ezpeleta has no interest in Paolo Flammini's vision for production racing.

Bernie created the illusion that the purse strings are all powerful, but the reality is that the manufacturers have more cash-on-hand than Dorna or the FOM will generate in revenues. The purse strings were everything until the mid-90s when entertainment began to change. Bernie hasn't been in control of F1 for a long time, and Ezpeleta has never had complete control of MotoGP or SBK. Even when he acquired the MotoGP rulebook, he still didn't have the power to get the formula he wanted. Still fuel capacity limited racing with 3 manufacturers.

How about running MotoGP from April to October and WSBK from September to March? Each series spends the shoulder period in more temperate climes, with the summers in the Northern and Southern extremes respectively. There's a whole heap of race fans bored to death for several months a year right now.
Yeah, yeah, there's all manner of problems associated, but think of the benfits! :)

I like the look of what's proposed here. I'm pleased WSBK and GP now have a unitary authority; both should aim to offer good entertainment on their own terms, the 'show' should be what it’s all about. No 'show', no viewers, no bums on seats, no revenue, no races. There's often little interest here but I love SBK.

BTW what constitutes 'entertainment' is a moot point of course; but the racing is 1st.

Yes breganzane I miss the sport in the winter but at least I can get on with the DIY!

Read only positive things. What I like the most is that I predicted the outcome for MotoGP right on target.
Also liked "the rookie rule" coming back but then for new teams instead of new riders. Let’s hope you're right David and peace is finally coming back to the paddock.
Now all we can do is wait for February to come so the roaring of the engines can finally start all over again.........

A bit of clarification, please, Mr. Emmett: "Inlet and exhaust tracts." Does this refer to the entire top end, pistons, valves, etc. plus air intake and exhaust, or is it more limited?

I think it has more to do with headwork in the form of valve profiles, sizes and intake and exhaust port shapes.


So not only are the engines sealed, they are all sealed at the beginning of the season. I think that means only playing with throttle bodies, velocity stacks, and airbox on the intake side and exhaust pipes on the other end. Those seem to be only bolt on pieces so not under a FIM seal.

Here's an recent situation in F1 that manipulated the seald component rules:



What does 250,000 euros for a WSBK season and 100,000 euros for a SS season include? The bike? The personnel? Hell, I earn more than that in a year. What are they going to put the bikes in? A horse and cart? What about rider salaries? Do they have to pay to race like MotoGP?

The 'suggested' cost (just for the bike - everything else will be extra) is a negotiating position isn't it? It sends a message to the teams that they need to get radical, or at least flexible. As mentioned before somewhere on this site, the manufacturers can 'subsidise' the cost but will they be willing to do that? It doesn’t stop a private team spending whatever they wish after buying the bike. It therefore needs to be converted to a specification/rules, not remain a cash limit.
The MGP ‘spec’ seems to be settling out, with the two main players offering what seem like good technical packages. Hopefully, Ducati will do the same once they have completed the puzzle.
The latest issue of Motorcycle Racer discusses some of the technical issues that make it illogical to adopt the cheaper approach of Superstock for WSB. Their view is that German IDM rules make a good basis whilst keeping costs ‘reasonable’ and also keeps some clear water between SBK and CRT. They suggest that this might be a good basis for National/International superbike series’ to run the same standards under the FIM and make migration/wild card entries easier for riders and teams alike. Some local variance seems inevitable (e.g. tyres), but if the base rules on engines and chassis’ are similar that seems a sensible plan.
Whether that’s 250k or not remains to be seen, but it seems a good target when the showroom bike is maybe 20-30k. Then you can start blueprinting, building looms/electronics etc. 1M upwards for a season seems a good starting point!

re: "Their view is that German IDM rules make a good basis whilst keeping costs ‘reasonable’ and also keeps some clear water between SBK and CRT."

no worries, CRT is deader then... dead.

CRT will actually be in much better position for 2014 b/c the claiming rules are being lifted, which means the teams can run prototype equipment with 24L of fuel.

re: "Suzuki is keen to make a return to the series, but after the Japanese factory first reduced its involvement from two bikes to one in 2011, then pulled out entirely in 2012, Dorna will only allow the factory back if it is prepared to make a long-term commitment to the series."

good. you're going to have to go one better though. this is suzuki we're talking about. when you say "long-term commitment"... they hear "long-term commitment to COASTING". they just spent a decade doing this. gonna have to draft up a special "no wobbling" clause and put it in their contract. have them sign and date the bottom then place initials next to the paragraph that outlines what is expected of them.

From day 1 Ezpeleta has been saying one thing and doing anouther.
He wanted full grids , Honda guaranteed 23 new prototypes.Ezpeleta then said Honda would have too much control. He wanted 1000cc displacement, now he restricts power with control ECUs.Now to get the same power more R&D money needs to be spent to find solution .
Ezpeleta says he wants to stop electronic costs from growing out of control?
why then are the CRT teams allower to spend 300% more than the factories on electronics .

People who have worked for free in Motogp for years. Will not give him the time of day . Dont ask me names but thats what I have heard . looking at whats gone on so far im not surprised .
Has anyone asked themselves ...why does Ezpeleta have such a chip on his shoulder when it comes to the factories ? what have they done thats so bad ? they do foot the bill for a series we enjoy for free.
Ezpeleta has already stated that the factories could pull out over his actions .
If you where a sponsor in MotoGP and where talked down to in such a mannor would you want to stay?