MSMA Agree To Freeze Electronic Development Ahead Of 2016 Switchover

With the MotoGP series due to switch over to standard software for the spec Magneti Marelli ECU in 2016, there comes a point at which it makes no sense for the factories to continue developing their own electronics. There is, after all, little point in spending money on software which will be discarded all the way to the last race of 2015, especially as the factories will need to start work on the shared electronics package for 2016 and beyond. is reporting that the factories have finally agreed a date for an electronics freeze to commence. From the 2015 Assen round of MotoGP, all development of factory software will be frozen, Ducati, Honda and Yamaha racing the rest of the 2015 season with the software they have developed up until that point. Ducati had initially opposed the software freeze, reports, but finally settled for the Assen date.

From that point on, the factories in the MSMA will concentrate their attention on the collaborative effort to develop the standard software to be used by all of the MotoGP bikes from 2016 onwards. Development is to be done via a common portal under the control of Dorna, with all of the factories contributing functionality and code for everyone to review and use.

The one detail missing from the electronics freeze is how that will be enforced, as points out. It is hard to see how a development freeze is to be enforced without each of the factories handing over their software to Dorna, but that seems like an inconceivable option for the factories.

Back to top


I thought that Ducati was in the open class and that would mean they are not developing electronics.

The Ducati situation is most peculiar and confusing. They are a factory team with 4 extra litres of fuel allowance, access to a soft tyre and no engine development freeze. These rules makes sense when a manufacturer who has been out of racing series is making a return meaning for Suzuki in 2015 and if Aprilia actually returns in 2016. But Ducati has been around all the time. I still do not understand the basis for these concessions. Also a lot of praise being heaped on Luigi Dall'Igna is perhaps undeserving because Ducati is the one team that is playing by a set of rules that are applicable only to itself. I think what can be attributed to Dall'Igna is the stroke of genius of committing the factory to open rules and then being pushed back into the factory category with access to all the rules of the open category intact. I stand truly confused and confounded.

I think Ducati is in the same effective category as Suzuki will be next year... a factory entry with special dispensation to let them regain competitiveness.

we call it cheater bike.

All the advantages of factory, all the advantages of open. None of the drawbacks of either. For the next two years. Even if they win only some of the advantages get diluted.

Clearly Gigi has some very incriminating photos of Carmelo and Nakamoto.

And so it begins with the Manufacturers putting forth a coordinated electronics strategy next season. Good news, Honda is at the table fork aptop?) in hand. What I am curious about is what level of electronics is going to prevail and by what process between them and Dorna. At least we have a signal that the process is underway from the MSMA as well.
Anyone else think that the rev limit is going to be a showdown? I am a wee concerned that this will end up lower than is preferable, and am more interested in seeing 'turn by turn' go away.
Question (and 3rd time stuck out here): does anyone have info re what specifics are on or near the chopping block as the championship electronics are rolled out? Seamless trans? Turn by turn?
Thanks for the consideration. Amongst us there has to be SOMEONE w a bit of insight...

I think implementing the rev limit is fine... truthfully MotoGP bikes are just too powerful, so cutting down on that a little bit would be helpful. I've heard riders don't get full power until 5th or even 6th gear- any lower than that, the bike slides or wheelies without TC.

I would definitely rather trade electronic sorcery for mechanical freedom... MotoGP bikes should be able to have double clutch transmissions, variable valve timing, variable geometry intakes, and truthfully displacement freedom as well- more peak power is pointless, but more displacement and tech to broaden the power curve would make for less stressed engines, lower fuel consumption and better powerbands

I'm sure all the specifics are being ironed out very heavily as we speak... nobody knows that yet; that is all back room talk at the moment.

The problem of all those "mechanical freedoms" is that the costs to compete go higher. The likely result is one company spends a huge budget, and all the rest stay home. How is that good? It's not like we have four or five manufacturers loaded with cash and eager to spend it on MotoGP.

All the techs I mentioned are available in ~20k economy cars. They would lower costs. No need for pneumatic valves when you can make as much power with mechanical valves and variable valve timing. No need for a million dollar seamless gearbox when a $5K double clutch gearbox will offer 99% of the added performance. MotoGP's limits on cheap technologies make for super expensive work arounds. There are definitely cheaper and smarter ways to set up the series that would enable factories to do R&D relevant to street bikes (what bike will ever get a seamless box???) while enabling everyone to have access to the techs as well.

And that is different from the current situation how? The whole reason Honda spent millions on the gearbox in the first place is because dual clutch is banned.

A dual clutch gearbox would produce the same results as Honda's seamless box for a fraction of the cost. Like I said MotoGP's bans aren't well thought out and wind up driving up costs unintentionally. With less limits factories will choose the cheapest route to the same result.