Engine List From Brno 2010 - Suzuki Struggles, Honda Dominates

The latest engine lists released by IRTA at Brno paint a revealing picture of the state of play with regards to engine reliability. Top of the class is Honda, whose reliability is not so much legendary as utterly intimidating. In fact, it might even be fair to say that Honda have done too good a job: The factory Honda riders have still only used three engines, despite the fact that Brno was the 10th race of the season. Of the 22 engines which have been used by the six Honda riders, just two have been withdrawn, a testament to HRC's engineering. Add this to the fact that the Honda is clearly the fastest bike on the grid, and you can see that Honda's competitors will be troubled.

Contrast Honda's fortunes to those of Suzuki. With just two riders on the grid, the Rizla Suzuki squad already has four retired engines and a total of 11 in play. Alvaro Bautista took his 6th engine at Brno, the engine extension permitted by the Grand Prix Commission coming just at the right time. Of the other riders, only Ben Spies looks to be in engine trouble, the Monster Tech 3 Yamaha rider having taken his 5th engine at Brno, but then Spies' last two new engines coincide with rumors of upgraded parts, rumors bolstered by Spies' run close to the podium in the Czech Grand Prix.

The remaining Yamaha, Ducati and satellite Honda riders are already on their 4th engines, with the honorable exception of Mika Kallio, who has still only three engines so far, only two of which he has raced. Yamaha has had 2 engines withdrawn, while Ducati has had 5 withdrawn.

For full details of engine usage, see the table below. The table shows for each rider the number of sessions the engine was used in; the number of races each engine has been used for; when the engine first made an appearance; and the last session the egine was used in. A "session" refers to one of the five times the bikes are on track during a race weekend: FP1, FP2, qualifying practice, the warmup and the race. This means that the number of sessions includes races. As the riders have two bikes, they will often use two - or very occasionally, even three - engines in a session, though sessions on just a single engine are also common. There is no way of knowing how many laps a particular engine has done, the only parties privy to that knowledge have been admirably silent on that issue.

The number of races has been included separately, as use during a race stresses the engine more than during practice, as the engine is run at full power for 110 kilometers at a stretch. The first used and last used columns show the number of the event the engine was first used (01 was Qatar, 04 was Mugello, 09 was Laguna Seca, etc) and the abbreviation for the session. Under status, you can see whether an engine has been withdrawn, or has not yet been taken.

NS = Not Sealed - The engine has either not yet been submitted to scrutineering, or if it has, it has not yet been out of pit lane on a race weekend. 
WFA =  Withdrawn From Allocation - Either the seals have been broken on the engine, or else the team has officially notified MotoGP's Technical Director Mike Webb that they will no longer be using that engine. The engines can then be returned to the factory to be opened and examined. Once the seals are broken, the engine can only be returned to the allocation as a new engine.

  Engine #
  1 2 3 4 5 6
Fiat Yamaha team
Valentino Rossi
Sessions 23 23 10 2    
Races 1 3 2 1    
First used 01-FP1 01-FP1 08-WUP 10-WUP    
Last used 09-QP 10-FP1 10-QP 10-RAC    
Status         NS NS
Notes: Rossi's crash at Mugello leaves the Italian in the luxurious position of having fairly lightly used engines. However, now that Rossi has announced he is leaving for Ducati, engine wear will be the least of his concerns.
Jorge Lorenzo
Sessions 22 21 20 9    
Races 2 2 3 3    
First used 01-FP1 01-FP2 04-QP 08-WUP    
Last used 06-FP2 08-QP 10-WUP 10-RAC    
Status   WFA     NS NS
Notes: Jorge Lorenzo is running through his engines a little faster than he might like to, with three races already on his 4th engine, and still 8 races left to go. Every time team manager Wilco Zeelenberg is asked about his rider's engines, he says that the team is not worried, but this is almost certainly an attempt to blow smoke in the eyes of a naive reporter such as your humble correspondent. Zeelenberg does also point out, though, that with a championship lead of 77 points, they can easily afford to start from the pit lane at least once this year. As long as Lorenzo doesn't crash and injure himself, that is. 
Monster Tech 3 Yamaha
Colin Edwards
Sessions 23 26 15 10    
Races 2 2 4 2    
First used 01-FP2 01-FP1 04-FP2 08-WUP    
Last used 10-FP2 08-QP 10-WUP 10-RAC    
Status   WFA     NS NS
Notes: The Texas Tornado is looking pretty comfortable with his engine allowance. Edwards has had just one engine withdrawn, but that was a motor which already had plenty of miles on it.
Ben Spies
Sessions 19 22 11 8 2  
Races 2 2 4 1 1  
First used 01-FP1 01-FP1 05-WUP 09-FP1 10-FP1  
Last used 08-QP 08-QP 10-FP1 10-WUP 10-RAC  
Status           NS
Notes: At first glance, Ben Spies situation looks relatively worrying. The Texan has taken 5 engines so far, leaving him with just one more unsealed engine until the end of the year. But a new engine at Laguna Seca and another one at Brno might suggest to conspiracy theorists that the Texan received engine upgrades at those events, especially since those events were at the point where Yamaha was already fairly certain that they were about to lose Valentino Rossi. That kind of speculation will only meet with denials from the parties involved, leaving analysts none the wiser.
Repsol Honda Team
Andrea Dovizioso
Sessions 25 24 19      
Races 3 3 4      
First used 01-FP1 01-FP1 07-FP1      
Last used 10-FP2 06-RAC 10-RAC      
Status       NS NS NS
Notes: There is nothing to say about Andrea Dovizioso's engine usage, other than that it has been exemplary. There is reason to believe that his #2 engine is tired, as it hasn't been out of the box since Assen, but the Italian still has three engines left.
Dani Pedrosa
Sessions 27 28 19      
Races 4 2 4      
First used 01-FP1 01-FP1 07-FP1      
Last used 07-QP 10-WUP 10-RAC      
Status       NS NS NS
Notes: Like Dovzioso, Pedrosa's engine usage is terrifyingly efficient. It is the #1 engine that hasn't been used for a while in Pedrosa's case, but again, he still has plenty left.
San Carlo Gresini Honda
Marco Melandri
Sessions 18 25 15 10    
Races 3 2 2 2    
First used 01-FP1 01-FP1 05-FP1 09-FP1    
Last used 04-RAC 10-WUP 08-QP 10-RAC    
Status         NS NS
Notes: Melandri probably has the weakest engine situation of the Hondas, though it is very far from worrying. His #1 engine is probably spent, but has not yet been withdrawn, just in case. Melandri did not race at Assen, saving two sessions on his engines.
Marco Simoncelli
Sessions 34 25 18 5    
Races 4 3 2 1    
First used 01-FP1 01-FP1 07-FP1 10-FP1    
Last used 09-RAC 06-RAC 10-WUP 10-RAC    
Status         NS NS
Notes: What's the difference between an HRC rider and an HRC-supported rider? The difference is that Marco Simoncelli took a 4th engine bang on schedule at Brno, whereas Dovizioso and Pedrosa still have three engines left. In truth, Simoncelli's #2 engine is probably shot, not having been out of the truck since Mugello.
Interwetten Honda
Hiroshi Aoyama
Sessions 16 26 20 9    
Races 1 3 3 2    
First used 01-FP1 01-FP1 06-FP1 09-FP1    
Last used 05-FP2 08-QP 10-WUP 10-RAC    
Status WFA       NS NS
Notes: While Valentino Rossi's engines got a break when he was injured, there was no such luck for Hiroshi Aoyama, who saw Alex de Angelis replace him from the very next race. Aoyama's #1 engine was withdrawn early - for a Honda - and his #2 engine hasn't been out recently either.
LCR Honda
Randy de Puniet
Sessions 18 32 20 2    
Races 3 4 3 0    
First used 01-FP1 01-FP1 05-FP2 10-FP2    
Last used 05-FP1 10-FP1 10-RAC 10-WUP    
Status   WFA     NS NS
Notes: Like Aoyama, Randy de Puniet's engines didn't get any peace either, with Roger Lee Hayden stepping in to replace the Frenchman at Laguna Seca. De Puniet had an engine withdrawn after FP1 at Brno, but it was an engine which had seen a huge amount of action. His #1 engine has also been rested a while, but it has probably been shelved as a backup in case De Puniet finds himself short of engines at the end of the season. 
Ducati Marlboro Team
Casey Stoner
Sessions 30 5 27 10    
Races 3 1 3 3    
First used 01-FP1 01-FP1 02-FP1 08-WUP    
Last used 09-FP1 01-RAC 10-WUP 10-RAC    
Status WFA WFA     NS NS
Notes: Casey Stoner's season got off on the wrong foot. Not only did he crash out of the lead in the first race of the year, he also trashed an engine in the process. Since then, Stoner has lost another engine, though due to old age rather than misfortune, his #1 engine being withdrawn during the Laguna Seca weekend. The bright side for Stoner is that the Australian doesn't do very many laps in practice, keeping mileage low on his remaining engines. But the appearance of winglets on the Desmosedici GP10 hints at Ducati casting around for extra cooling, in order to help boost reliability.
Nicky Hayden
Sessions 17 27 18 8    
Races 3 2 2 3    
First used 01-WUP 01-FP1 06-FP2 08-WUP    
Last used 06-FP2 08-FP2 10-WUP 10-RAC    
Status WFA       NS NS
Notes: Like his teammate, Hayden is already on his 4th engine of the season, though the American has had just 1 engine withdrawn rather than 2, his #1 engine starting to belch smoke during practice at Assen. Since then Hayden has put a lot of miles on his #2 engine, which has not seen action since Germany, and has probably been shelved as a backup if Hayden runs low further down the line.
Pramac Ducati
Mika Kallio
Sessions 31 29 14      
Races 5 0 5      
First used 01-FP1 01-FP1 04-WUP      
Last used 10-FP1 10-WUP 10-RAC      
Status WFA     NS NS NS
Notes: Mika Kallio has one of the most intriguing patterns of engine usage in the paddock. Attempts to get an explanation from Kallio's crew chief have so far failed, but the strategy is certainly interesting. The Pramac rider has raced just two engines and kept a third to use solely in practice, his #2 engine not having been raced at all so far. As Kallio is the only Ducati rider who has used just 3 engines, this might be a strategy that could work, using one engine for practice, and the other just for racing. The pattern is clearest on Kallio's #3 engine, which got a run out at Assen in FP2 and QP to loosen it up, but since then, has only been used during warmup and in the race, the remaining sessions being run on his other two engines. Kallio's #1 engine has now been withdrawn, and with 31 sessions and 5 races on, will be being studied very closely in Borgo Panigale. Kallio's engine usage clearly points to the Finn being used as a test mule for engine reliability.
Aleix Espargaro
Sessions 26 24 14 2    
Races 3 2 4 1    
First used 01-FP2 01-FP1 06-FP2 10-WUP    
Last used 08-QP 10-FP2 10-WUP 10-RAC    
Status         NS NS
Notes:  Given the number of crashes that Esparagaro has had, his engine situation looks remarkably healthy. No engines withdrawn, and just his #1 engine looking tired and not being used since the Sachsenring. Espargaro's #4 engine was taken only at Brno, and has just a warmup and a race on it.
Paginas Amarillas Ducati
Hector Barbera
Sessions 31 24 17 2    
Races 2 4 4 0    
First used 01-FP2 10-FP1 05-QP 10-FP2    
Last used 10-FP1 06-QP 10-RAC 10-WUP    
Status   WFA     NS NS
Notes: Hector Barbera is in a similiar situation to Aleix Espargaro, the Aspar rider having taken a 4th engine only at Brno. But unlike Espargaro, Barbera has officially lost one engine, an engine which had seen a lot of races, but had also run on its side at Silverstone, though Barbera also used that engine in three more sessions afterwards.
Rizla Suzuki
Alvaro Bautista
Sessions 20 19 5 15 2 1
Races 1 4 0 4 0 0
First used 01-FP1 01-FP1 01-WUP 07-FP2 08-FP1 10-WUP
Last used 08-QP 07-FP1 04-QP 10-RAC 09-FP1 10-WUP
Status   WFA WFA      
Notes: At Brno, the Grand Prix Commission confirmed that Suzuki will be allowed three extra engines to last until the end of the season, and looking at both Suzuki riders, they are really going to need them. And in Alvaro Bautista's case, three extra engines might not even be enough: The Spaniard has already taken his 6th engine, using #6 during the warmup at Brno, while having had two engines withdrawn from allocation. Bautista's poor crash record is not helping, but it's clear that Suzuki's reliability is just nowhere near where it needs to be. If I were a betting man, I would put a sizable sum on Bautista being the first rider to suffer a penalty for breaching the engine allocation rules. But I still would not see much of a return on my bet, as the odds given would be very, very short indeed.
Loris Capirossi
Sessions 11 15 22 21 2  
Races 1 2 3 4 0  
First used 01-FP1 01-FP1 04-WUP 05-FP2 10-FP2  
Last used 04-QP 04-QP 10-FP1 10-RAC 10-WUP  
Status WFA WFA        
Notes: Capirossi is in a similar boat to teammate Bautista, though his plight is not quite as dramatic. The Italian veteran has had two engines withdrawn, and is already on his #5 engine. So far, though, that #5 engine has not seen much use, and Capirex might actually make it through the remaining 8 races without suffering an engine penalty. But only just...

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By now, I assume every other website in the sport is green with envy!  Dr. Krop is now the paddock source for dirty little secrets about engine usage...  whether he wants to be or not.  ;-)

We are supposed to believe the conspiracy theory that Honda drives the MSMA rules negotiations, correct?  Nothing here to disprove that allegation, is there?  Before the season started, I suggested the strategy that they are, in fact, implementing.  I didn't see it coming, though, that they would be the fastest bikes, as well.

Zeelenberg's words, translated: 

"After the Championship is secured, we can afford to start the last couple of races from the pits.  Yamaha are working on a flamethrower motor to prepare for next year.  If it breaks, we do not care.  If it is very, very fast, we gain back the lost positions in the race, and we have a head start on 2011."

I think it's safe to assume Spies' #3 motor will be the FP1 and/or rainy-session motor for the rest of the year.  The "upgrades" factory-supported engines will be for the races.

It's remarkable how Ducati/Pramac have done so well, considering the amount of crashes they've had this season.

"Zeelenberg does also point out, though, that with a championship lead of 77 points, they can easily afford to start from the pit lane at least once this year."

It's hard to believe Lorenzo will get through an entire year with no DNFs. It also seems worth betting on exactly when he starts from pit lane. In Motegi, in front of smirking Honda mechanics? Or in Philip Island where he does a Rossi and passes every rider in the field?

This whole saga really sucks. Especially as the effects on the championship are still not really visible. In some ways, I really hope it goes badly wrong with an Alien having a blow up in the race just to force the issue and get the MSMA-Dorna to think again about what they're trying to achieve.

Great piece of work, concisely presented..the info all real fans have been waiting for.

With 40 full sessions remaining, including the 8 races, it looks like most have got a chance of avoiding pitlane starts, bad luck aside..
Shame the motor mileage info appears taboo but even so, Kallios #1 motor stats look impressive.

It is a real shame that MotoGP racing has fallen from the best motorcycle racers on planet earth riding the fastest motorcycles on earth to what it is today.

I don't care who is using the best engine use strategy or when the championship leader may be forced to start from the pits because he has used up his engine allocation or who has the best computer engineer on staff back at the factory.

What I would like to see is the best men on the fastest motorcycles banging handlebars at every race without having to worry about running out of gas or blowing a piston on an overused lump.

I truly would rather see all the MotoGP riders "demoted" to Moto2 where we can then see who truly is the best. Or maybe we can get them all entered into the Indy Mile race on Saturday night. That would prove who has the most steady nerves and right wrist.

It's no wonder that Colin Edwards want to ride a WSBK. So sad.

And buy a couple million motorcycles, spend a couple hundred million of advert time in the broadcast races and rally some sponsors for the teams. Then your dream will come true. Until then, we'll have to deal with the reality that such a series is too expensive to sustain. And there's not shame in reality.

How much does it cost to get the circus across to the USA for Laguna Seca, then back to Europe for a holiday and a race or two, then back to USA again a few weeks later. OMG the cost of that logistics exercise alone would probably cover the cost of another bike on the grid! How sustainable is that effort? It makes this whole engine / cost cutting thing a farce when they won't even address the ridiculous overheads they impose on themselves through poor planning.

Totally agree with your comments there. Cost of transporting the bikes over, plus all the crews, and associated support that is required, makes the DORNA idea of cost cutting totally absurd.
I think the only reason that they " plan" the schedule that way, is that they are worried if they hold two races in USA in the space of two weeks, the crowd figures will suffer.
Ideally, they would hold the races a week apart, to reduce every-ones costs. But, then maybe no-one will come ?

I've never understood that point of view. California and Indianapolis are almost 2,000 miles apart. That is much farther apart than most European venues. So far, in fact, that I doubt one would have much impact on the other.

How many Mid-Western or Eastern Americans come to California for Laguna Seca?

We're pretty far off-topic with this, and I'm guessing this question and answer will come back around (yet again), but I'll jump in anyway... The problem is Indy, not Laguna.

The problem with Indy - and America in general - is that 200,000 don't show up there to see the race, regardless of how much buffer is available between other race dates.  One of the things that killed the F1 date at Indy was its annual proximity to Montreal.  To save money, the circus always scheduled the races in succession.  Not only were they on the same continent, they were not very far away from each other.  Even without that competition, Indy is not faring any better with MotoGP (I so wish I could say "yet"...).

Indy has very limited date availability.  Nothing can be scheduled there before the end of May.  Nothing can be scheduled 2-3 weeks before the NASCAR date.  And they probably need at least 3 weeks to configure the MotoGP circuit.  That leaves about 1 weekend around the 4th of July.  Whether or not the George family believes this is too much competition for spectators on their own schedule, I don't know, but you can quickly see the size of overhaul necessary to the European MotoGP schedule.

I don't know if having the two American dates in succession could make things any worse for Indy than it is now, but it probably is worth trying at least once - with Indy preceding Laguna Seca.  Perhaps compressing the events will increase visibility for both in the U.S.  However, it will certainly cut down on the liklihood that some who live in between would attend both races.

They got to get us here on the East Coast a race, the population density is quite high out here. Last years first AMA race at NJ motorsports park had the most spectators of any race, cars included.

The unlimited budget race departments are the aspects that aren't sustainable. It would become more and more expensive until there were 4 bikes on the grid.

The logistical missteps and other penny-pinching methods will all have to be considered (and I'm sure are on an ongoing basis. These people make mistakes but are not amateurs.), but it really doesn't have anything to do with why factories and teams will cease to participate.

i think that one of the reasons the racing has been so anemic this year is because of the engine rules - this was in a way a bigger change then when the 990s went to 800s in 2007 and the 2010 season is a testbed of engine longevity.

as much as others hate the idea, i do think this is a pretty good rule to have - it just needs some tuning.

i think that by next year all manufacturers will have a better grip on the balance that needs to be struck between wear and power. remember in 2007 how strong the ducati was, things were much more balanced in 2008 once a year full of data was collected.

this is amazing data, david. great job.


p.s. i'm sure you caught how unbelievably dodgy lorenzo was when both toby moody and michael scott tried to talk to him about his engine usage. jl99 even claimed he had no idea once. hah!

p.p.s as to us/indy back and forth, with the moto2/moto3 classes coming to laguna soon, the US rounds will in fact be back to back.

Very informative.

Glad to see that Spies is getting (rumored) a bit more muscular motors to use.
But he is a little deep into the allotment, a bit worrying indeed.

Suzuki pretty much the mirror image of Honda.

Every year there seems to be some new idea for how to balance out the field and make the races more exciting. Sorry to say it but the Moto2 and 125cc races are a bit more entertaining with tighter racing and more battles. At least when it was Michelin vs. Bridgestone it wasn't over until the last lap! Tire wear was more crucial between different manufacturers.

Don't let them kid us around... they knew that Suzuki would have issues as the season wore on and yet they only just made changes to the rules to keep Suzuki happy and even in MotoGP. I always thought the idea was to get more manufacturers and teams to join MotoGP, how did they ignore the fact that more money would be spent to research and develop the engines that could meet the requirements?

I hope that Dorna and MSMA can sort out the issues and make MotoGP the competitive series that it once was.

The consistently exciting racing has always in 250 and 125. Perhaps less so as Aprilia increased its dominance but the racing, even at its worst was still better.

Still I'm not a big fan of this rule. Its supposed to save costs? Isn't just as much money being poured in to figure out how to get more life out of the engine? I sometimes wonder, what costs more? Making a bunch of engines, or figuring out how to get so much life out of 6?
Its supposed to make it cheap but it seems like a Honda rule to me...

Yeah, seems like a honda rule to me too. A ducati nerf attempt. Personally, I think it sucks. Along with the rookie rule, the test bans and everything else that helps to produce this predictable, uninteresting, almost boring racing.

Is it really so impossible to let the laws of physics rule and remove most of these rules? Now that would be an interesting series! Or maybe they should just change the name to NerfGP.

"Bautista's poor crash record is not helping."

Considering that Simoncelli is without a doubt the crash king so far this season and doing fine while also none of Bautista's crashes seem to have had affects on the engines, I don't really see how this is of any relevance.

And Simoncelli is on a Honda. And the Honda is doing brilliantly, while Suzuki keeps on struggling. Bautista doesn't appear to have lost any engines to crashes, but crashes are not good for an engine, even when they come away undamaged. They are still tumbling through gravel, and running (very briefly) in an attitude they were not designed to run. 

An easy solution would be to allow the factory's to tear down the sealed engines and replace the piston's, ring's and bearing's, valve's, guide's, check the crank and rod's to make sure the engines are not on the verge of blowing up.

All the teams have paid staff that should be able freshen up the motors with their eyes closed. Just have a Dorna official there to watch them go through the motors and seal them back up.

Dorna's intent was to lower the cost of going MotoGP racing. I am sure they had to consider the 6 engine rule's possible affect on the outcome of the MotoGP Championship.

I personally think it would be a bad thing to have this rule effect the season ending MotoGP results.

Letting the team's go through the motor's would be an easy, inexpensive way to not have the 6 engine rule affect the standing's.

I thought one of the biggest expenses before the six engine rule, was crating up old motors and sending them back to Japan, then having factory techs. refresh/upgrade/blueprint them, recrate them and then freight them back..maybe 3 motors a weekend?
The blueprinting aspect would maybe make it difficult for race crews, working from spares, to put refreshed motors together well enough for them to be competitive..?
It's all modular at the circuit..plug a new one in, don't bother fixing it!

There's nothing insurmountable that says engines have to be rebuilt in Japan. If the factories want to save money, they could do it in Europe.

Doesn't that sort of defeat the purpose of the rule?

Having factory techs capable of tearing down one of these motors at every race is going to be extraordinarily expensive (and no one but a factory tech gets into one of these motors).

I do not believe that this rule is in place to save on shipping costs. The additional engineering and R&D that went into extending the life of these motors was far greater than shipping costs.

MotoTheory.com - MotoGP Data & Statistics

I would think they would be able to do a trackside inspection of the motors without sending them back to Japan or Italy.

It would seem they would have very detailed numbers on those motors. Have the factory send them a set of pistions, pins, rings, bearings, valves and have them rebuild the motor right there in front of Dorna officals.

A leak down test of the motor should give them a good idea what condition the motor is in pick one that seems to be in good shape and just go through it.

If the motor cannot be put back together in race condition bust open one of the other motors. My point being they have motors that are at the end of their expected life. Instead of having a new motor just let them rebuild the existing motors.

I would find it hard to believe this could not be easily accomplished with a miniamal cost versus shipping the motors off to the factory.

Dorna keeps its 6 engine rule because they would not be allowing a "new" motor into the rotation. Hell let the guys tear the motors apart. Mic and Flux everything. Send the numbers to the factory. Have them make the parts needed. Leave the motor in Dorna's hands and when the parts come in let them watch the guys go through them and seal them back up.

If push came to shove they could let them tear 2 of the motors down, mix and match heads, cylinders, cases and make a good one out of the 2.

Be way better in my opinion versus making a guy take a 10 second penalty.

Well thought out Hookem.I wonder which rider is going to be the first to take a penalty. Run in to the line at Valencia could prove very interesting.Certain riders that are just about done with their allocation may find a 10 second penalty reasonably desireable given a new,latest spec engine at each outing.
Cheating within the framework of the rules...thanks David.

Dorna has a 6 engine rule. Those 6 engines are supposed to last 18 races. Which is fine. The rule is the rule.

But rather than have the 6 engine rule effect the points and series ending standings.

Dorna could save face by allowing the factory's to "freshen" the existing sealed motors.

It does not take a fry cook, brain surgeon or a double knot spy to understand why the powers to be in MotoGP racing are facing so much flack.

They found wiggle room for Suzuki by allowing them more than the alloted 6 engines.

They should allow the other factory's to rebuild the motors trackside and not allow the 6 engine rule to mess up the 2010 MotoGP Championship.

Makes no sense not to allow them go through the existing sealed motors to avoid making a rider take the 10 second penalty.