Engine List From Sepang 2010 - Engine Penalties Loom - But Not As Many As You Might Expect

As the season winds towards its conclusion, the effect of the engine rules is starting to become clear. With 15 out of 18 races already having been run, reliability problems have been given plenty of time to rear their head, and what's been remarkable is the fact that there's been so few problems in this regard - with the exception of the Suzukis, who will will be glad that they got their permitted engine allocation expanded to 9 engines instead of 6. 

In the reliability stakes, Honda rather unsurprisingly comes out on top, with just three engines withdrawn from a grand total of 36 allocated to the six riders on an RC212V. What's more, the Hondas have a lot of spare engines unused, and engines with just a few sessions on them. The inevitable dark murmurings of that the engine rules were drawn up at the behest of Honda will be further fueled by these numbers, but whether there is any truth in them or not, there is no doubt that HRC has done a fantastic job on engine reliablity

Yamaha have done a pretty decent job too, though with 4 out of 24 engines withdrawn, there have clearly been one or two problems. The most spectacular of those problems came at the Sachsenring, when Jorge Lorenzo's engine exploded up the front straight during qualifying, but apart from the odd puff of smoke, there's been no obvious problems with the M1. The Yamaha riders have taken nearly all of their allocation so far, though, with only Ben Spies left with an unsealed engine. That, though, is in part due to the new engine spec Yamaha introduced at Motegi, which promised improved top end and acceleration. Both Valentino Rossi and Jorge Lorenzo seized the opportunity to use the more powerful engine, using up their allocation, though with plenty of miles still left on the engines.

Ducati have had the most problems, withdrawing 11 engines from the 30 allowed for their 5 riders. At the same time, Ducati also have 5 engines still unsealed, suggesting that the problem might be a sensitivity to crash damage rather than outright reliability. Casey Stoner lost his first engine at the very first race, when he crashed out from the lead, but one or two other engines - such as Hector Barbera's engine which ran on its side at Silverstone - also have the suspicion of having suffered some kind of minor crash damage which caused them to be withdrawn. The main culprit in this respect could be the oil supply, though Ducati engineers unsurprisingly refuse to comment on the issue.

Now allowed 9 engines each instead of just 6, the story of the Suzukis is a rather strange one. Alvaro Bautista has run through his engines like there's no tomorrow, though only having two withdrawn. But the fact that Bautista is already on engine #8 suggests that there is a fundamental problem somewhere in the engine, hinting perhaps that Bautista might even suffer an engine penalty before the season is out. Loris Capirossi is faring slightly better, in no danger of a penalty, but still already on his 6th engine.

Below is the latest state of play with regards to the engines. The charts below show how many sessions each engine was used in, including free practice, qualifying, warm up and races. The number of races each engine has been used for is also shown, as well as the first time and last time each engine came out of pit lane. The code shown for the First used and Last used data can be broken down into two parts: the number (01, 08, 13) refers to the number of the MotoGP round, where 01 is Qatar, 08 is the Sachsenring, 13 is Aragon, etc; and the letters (FP1, QP, WUP, RAC) are the codes used by Dorna to designate the sessions, where FP1, FP2 and FP3 are the Free Practice sessions, QP is qualifying, WUP is the warm up and RAC is the race.

  Engine #
  1 2 3 4 5 6
Fiat Yamaha team
Valentino Rossi
Sessions 26 26 20 19 15 3
Races 1 3 2 4 2 0
First used 01-FP1 01-FP1 08-WUP 10-WUP 14-FP1 15-FP2
Last used 12-FP1 10-FP1 13-WUP 14-WUP 15-RAC 15-QP
Status WFA          
Notes Valentino Rossi's broken leg and the extended layoff his engines got worked out in the Italian's favor in the end, though he would surely trade a broken engine for the broken leg he suffered. Rossi's engine allocation has been used most frugally, and he is now in the luxurious position of having two brand new go-faster Yamaha engines introduced at Motegi. No foreseeable engine problems for The Doctor. 
Jorge Lorenzo
Sessions 22 21 28 21 10 6
Races 2 2 3 4 3 1
First used 01-FP1 01-FP2 04-QP 08-WUP 12-WUP 14-QP
Last used 06-FP2 08-QP 13-QP 15-FP1 15-WUP 15-RAC
Status WFA WFA        
Notes Jorge Lorenzo is said to have been very nervous about the engine situation all year, but with the title under his belt, he can afford to relax. Lorenzo has just one of the faster spec engines, which he used for the first time at Sepang. Lorenzo is also using the fast new engine, but he has only one of them, his #6. Now that the title is in the bag, that's the engine he'll be racing, using the others for practice. 
Monster Tech 3 Yamaha
Colin Edwards
Sessions 26 26 20 19 15 3
Races 2 2 4 2 4 1
First used 01-FP2 01-FP1 04-FP2 08-WUP 11-QP 15-QP
Last used 12-QP 08-QP 14-QP 15-WUP 15-FP2 15-RAC
Status   WFA        
Notes The satellite Yamaha riders have not received Yamaha's upgraded engine, and as Edwards has taken his final engine, he is unlikely to get it before the end of the year.
Ben Spies
Sessions 20 22 17 20 16  
Races 2 2 4 2 5  
First used 01-FP1 01-FP1 05-WUP 09-FP1 10-FP1  
Last used 12-FP1 08-QP 15-QP 15-QP 15-RAC  
Status           unsealed
Notes Spies got some electronics upgrades at Laguna Seca, and those immediately boosted the performance of the American, though he was doing pretty well before that. Spies still has one engine left unsealed, and could perhaps be given the new engine spec before the end of the season. Most likely, though, he'll have to wait until after the race at Valencia, when he moves to the factory team.
Repsol Honda Team
Andrea Dovizioso
Sessions 27 27 29 13 8  
Races 3 3 4 3 2  
First used 01-FP1 01-FP1 07-FP1 11-FP2 14-QP  
Last used 12-FP1 14-FP1 15-WUP 14-FP2 15-RAC  
Status           unsealed
Notes The Honda has received several upgrades throughout the year, but they have all been in the chassis and electronics. The engine itself is solid, as Andrea Dovizioso's engine list demonstrates. 
Dani Pedrosa
Sessions 27 28 24 15 4  
Races 4 2 4 3    
First used 01-FP1 01-FP1 07-FP1 11-FP1 13-FP1  
Last used 07-QP 10-WUP 12-WUP 14-FP1 13-WUP  
Status           unsealed
Notes Having missed both Motegi and Sepang, Pedrosa has even more room to spare in his allocation than Dovizioso. If Honda wanted to introduce a new engine spec early, Pedrosa would be the obvious candidate to receive it, as he has one unsealed engine to go. But as he is still recovering from a broken collarbone, the earliest that's likely to happen would be Estoril.
San Carlo Gresini Honda
Marco Melandri
Sessions 18 30 15 18 12 16
Races 3 2 2 3 1 3
First used 01-FP1 01-FP1 05-FP1 09-FP1 12-FP2 13-FP1
Last used 04-RAC 12-FP1 08-QP 12-WUP 15-WUP 15-RAC
Marco Simoncelli
Sessions 34 25 26 13 13 12
Races 4 3 3 2 2 1
First used 01-FP1 01-FP1 07-FP1 10-FP1 13-FP1 13-FP1
Last used 09-RAC 06-RAC 12-RAC 12-QP 15-QP 15-RAC
Interwetten Honda
Hiroshi Aoyama
Sessions 16 26 21 16 16 14
Races 1 3 3 2 2 3
First used 01-FP1 01-FP1 06-FP1 09-FP1 11-FP2 13-FP3
Last used 05-FP2 08-QP 11-FP1 13-FP2 15-WUP 15-RAC
Status WFA   WFA      
Notes Hiroshi Aoyama has been HRC's black sheep. With two engines withdrawn, the Japanese rider has two-thirds of all shelved Honda engines. None of the withdrawn engines relate to his crash at Silverstone, however. Aoyama seems to be the victim of bad luck more than anything.
LCR Honda
Randy de Puniet
Sessions 27 32 20 19 14  
Races 3 4 3 2 3  
First used 01-FP1 01-FP1 05-FP2 10-FP2 13-FP3  
Last used 13-FP2 10-FP1 10-RAC 15-WUP 15-RAC  
Status   WFA       unsealed
Notes Randy de Puniet had the only other Honda engine withdrawn from his allocation, but that was a unit with an impressive 32 sessions on it, above and beyond the call of duty. 
Ducati Marlboro Team
Casey Stoner
Sessions 30 5 37 26 14  
Races 3 1 3 4 4  
First used 01-FP1 01-FP1 02-FP1 08-WUP 12-WUP  
Last used 09-FP1 01-RAC 13-FP3 15-WUP 15-RAC  
Status WFA WFA WFA     unsealed
Notes Casey Stoner's #3 engine more than compensated for the engine that Stoner damaged in a crash at Qatar, racking up an impressive 37 sessions. No wonder it was withdrawn from action. With three engines down, Stoner might be expected to be in trouble, but the Australian still has one engine completely untouched. He should get to the end of the season without having to start from the pit lane. 
Nicky Hayden
Sessions 17 27 23 25 14 2
Races 3 2 2 4 3 1
First used 01-WUP 01-FP1 06-FP2 08-WUP 11-WUP 15-WUP
Last used 06-FP2 08-FP2 13-FP2 15-WUP 15-QP 15-RAC
Status WFA WFA        
Notes Nicky Hayden is in slightly more trouble, with his last engine taken and not too many miles left on his #5 engine either. If you fancied a bet on whose engine would go bang next, Nicky Hayden would be the prime candidate. 
Pramac Ducati
Mika Kallio
Sessions 31 36 29 15    
Races 5 0 5 5    
First used 01-FP1 01-FP1 04-WUP 11-WUP    
Last used 10-FP1 13-FP3 15-WUP 15-RAC    
Status WFA WFA     unsealed unsealed
Notes Mika Kallio has had a strange season, and his engine pattern shows up much of it. The Finnish rider has only used four engines so far, one of which he never even raced. He has a lot in hand, but Carlos Checa, who is to replace him from Estoril, will benefit most. 
Aleix Espargaro
Sessions 28 28 14 21 8  
Races 3 2 4 3 3  
First used 01-FP2 01-FP1 06-FP2 10-WUP 13-WUP  
Last used 12-FP1 13-FP2 10-WUP 15-WUP 15-RAC  
Status WFA   WFA     unsealed
Paginas Amarillas Ducati
Hector Barbera
Sessions 31 24 32 20 6  
Races 2 4 5 3 1  
First used 01-FP2 10-FP1 05-QP 10-FP2 14-WUP  
Last used 10-FP1 06-QP 14-QP 15-WUP 15-RAC  
Status WFA WFA       unsealed
Notes Before the season started, Barbera would have been one of the favorites to have to start from pit lane, as the Spaniard has a reputation as a crasher. But Barbera has calmed down a good deal this year, and it shows in his engine usage. With one unsealed and just 6 sessions on his #5 engine, he has room to spare.

After it was clear that Suzuki were going to run into trouble, the Grand Prix commission allowed Suzuki (or more precisely, any factory without two dry race wins in the past two years) to have 9 engines instead of 6.

  Engine #
  1 2 3 4 5 6 7 8 9
Rizla Suzuki
Alvaro Bautista
Sessions 23 19 5 21 4 15 5 2  
Races 1 4 0 4 0 3 1 1  
First used 01-FP1 01-FP1 01-WUP 07-FP2 08-FP1 10-WUP 14-FP2 15-WUP  
Last used 13-FP1 07-FP1 04-QP 13-QP 14-QP 15-QP 15-QP 15-RAC  
Status   WFA WFA           unsealed 
Notes Alvaro Bautista is running through engines like there's no tomorrow. With two low-mileage units and an engine to spare, he should be alright until the end of the season. But at the rate he is currently going at, he may yet find himself starting from pit lane at Valencia. 
Loris Capirossi
Sessions 11 15 26 32 13 5      
Races 1 2 3 5 1 1      
First used 01-FP1 01-FP1 04-WUP 05-FP2 10-FP2 14-WUP      
Last used 04-QP 04-QP 15-FP1 14-QP 15-QP 15-RAC      
Status WFA WFA         unsealed  unsealed unsealed 
Notes By contrast, Loris Capirossi is doing rather well. The Italian veteran would probably not have made it to the end of the season with just the 6 engines allowed to the other manufacturers, but he won't be much above that. The difference with his teammate Bautista is just plain puzzling. 

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I thought this was the PINNACLE of RACING, in the two-wheeled world, NOT 'endurance' racing . . . meaning ENGINE endurance racing!

I just don't get the point. Run it 600km. Plop in a 20k rebuild kit and go for another 600. Nobody's business. Funny thing I just thought of... if Honda pay $1,000,000 E for an engine that goes 2000k rather than $200k for one that does 800 how does that help the sport? Rule man says you can only have 6 engines but he didn't specify what each could cost (ooooops!) so the way I see it, it's pointless crap that only hurts small teams unable or unwilling to put uberdough out on engine development. They just want to race.

Is this racing?

I say no.

The manufacturers mused: The cost of building an engine is "x" given approximate performance of "y". How far can we make an engine run at roughly "y" performance before the costs increase? They weren't worried about upfront investment b/c they redesign their engines every season based upon what they learn during the season and during testing.

Under normal circumstances, the manufacturers would never surrender 1%-2% of overall performance in the name of extending engine life and reducing operating costs so they had to make it a rule. Imo, it's pathetic that the MSMA have to use the rules to force one another to do proper R&D for the company shareholders (owners). It proves that racing really is a marketing exercise, and as I said in another post, the MSMA should be punished severely for proposing that 21L 800cc competition passes for "marketing". If anything, the current rules have made motorcycle fans dislike the MSMA.

The engine rules shouldn't be necessary, but the manufacturers are only in it to win it, not to enjoy the competition while developing valuable technology. The manufacturers seem to have sport confused with winning or maybe it's the fans. Win-at-any-cost is actually just marketing drivel designed to hype the importance of the contest. Win-at-any-cost is too expensive. Surprise!

The solution, imo, is to do away with the stupid idea that racing can be both entertainment and an R&D laboratory. Racing is entertainment first and foremost--that's how it started that's how it should remain. Whatever the manufacturers learn is up to them, but don't bitch like little children when you discover that 4-stroke prototype racing doesn't actually produce usable technology as theorized. Ummm......I think F1 taught us that a long-ass time ago.

"don't bitch like little children when you discover that 4-stroke prototype racing doesn't actually produce usable technology as theorized"

Meaning that the crossplane crankshaft, long life engines, fly by wire throttle and traction control have no usable technology in the products sold by the manufacturers?

If anything, I think the move to 4 stroke racing has brought more technology and semblance to street motorcycles than all the years of 500cc two-stroke racing.

You'll have to take that up with the MSMA. I don't know what qualifies as useful technology and what doesn't. They've killed the sport by developing fuel-efficiency technology and rider-electronics. All they while, they've been complaining that the sport doesn't work which has led to manufacturer withdrawal and frequent rules changes.

I am right on this one. It's complete BS from end to end. You can't have a rule like this with no expenditure limit or it is unfair. Unfair leads to teams jetting out of the series. That is what we have now. No team quits because the frame is too dear or the chain or shock or bodywork, just the engine. So the answer here is to make the engine unaffordable for small teams? You just can't kill the series more efficiently than this. I know, go to a generic 1000cc engine...gag.

Why not force all teams to seal 6 engines before the start of the season? Only better, make it 10. Limit the output to 175kW at the crank. Allow them to rebuild 8 of them for whatever reason but make no technological improvements. Control this by sealing the rebuild package and only rebuild under full technical inspection. There. Full power and controlled cost. No risk of starting on pit lane and believe me is just the best way to scare off sponsors ever devised. Just what we don't need.

I'm not really sure what you are trying to say. My original comment was merely that the MSMA have complained quite loudly that MotoGP doesn't produce the production-relevant technology they want. As a result the MSMA add new rules constantly, most of which have been very unpopular.

I don't care if technology is production relevant or not to be honest, I believe racing is first and foremost an entertainment property, and the idea that the manufacturers have control of the rulebook is completely absurd. The technology is supposed to be entertaining as well.

This is the sort of quality reporting that makes mtm the premier site for motoGp news. Thanks, David.

.... 100 % with Oscar on this matter.

As for the whole 6 (9) engine idea in the first place , I still dont like it.

That 37 sessions is a bit deceiving, it must be pointed out.  Without seeing a lap chart for each session, there is still no doubt that Stoner is the least-mileage king of the paddock.  For all we know, that "37 sessions" may only have totaled 500km... ;-)


Great article and breakdown of the engines, riders, etc. But can we get some kind of clarification on the term "session" does that mean that it was used for 5 laps in a session = 1 session? That 37 sessions could be less than 30 sessions on another engine right?

Maybe if we had some lap data to coincide with the engines.

That kind of information is just not available. There is only one man outside the factory engineers who knows how many miles an engine has had put on it, and he is under a confidentiality agreement to keep that a secret.

The information provided by the teams and IRTA merely features an X in a box to indicate whether an engine was used or not in a session. All we know is that it exited pit lane during that session, we do not know how many laps it did. There is no way of correlating it, unless that was the only engine used in that session. To assemble that kind of information requires a huge amount of work, going through analysis timesheets for every session of the season, and working out the possible scenarios.

Even then, there is no guarantee of how accurate that information is. Casey Stoner tends to go out for lots of three-lap sessions, so if he uses two engines in that session, he could either have one engine with 3 laps and another with 21 laps on it, or two engines with 12 laps on them, or something in between. There's no way of knowing that information.

exactly rigth. I've even built database tables to track all of the information available and theoretically, estimate the mileage of each but the effort requried to collect all of that data is unbelievable (watching every session, reviewing lap and timing charts, etc.) and even then the end result is only marginally accurate. Useful yes, but not enough so to justify the effort.

MotoTheory.com - MotoGP Data & Statistics

wouldnt be easy, to limit the $$$ the factory spend, i mean limit the cost by limiting the money they are able to spend.

And exactly how would they police how much a corporation spends? Do you think a multinational company like Honda or Yamaha are just going to hand over their accounting books to Dorna? They is no way to police spending. It can't be done. You can limit materials used, number of sessions, number of test, number of tires and engines used, etc, etc, but if a company wants to spend more money than those funds will go somewhere.

The FIA has already limited the budget of the teams in F1; in the budget limit you have to exclude the riders salary, marketing, and only for 2010, motor development.

So, if FIA managed it with "corporations" like mercedes, reanult, ferrari, bmw, toyota, and racing teams like mclaren; i think DORNA could at least try to do it with only 3 factories (honda, ducati and yamaha) because i dont think suzuki and the satellite would oppose; i dare to think that most of the satellite teams wont even have the money to reach the limit.

I am just wondering why they would not want to give Spies the updated engine since they know he is going to be on the factory team next year. obviously it will be a little different next year, but wouldnt you want the future factory rider to do as well as possible at the end of this year.

They could still do it, and clearly the Tech 3 team have managed their situation to allow for that possibility.  However, the new engine isn't necessarily "plug-and-play".  I'm sure there is at least a new fuel map to be downloaded, and perhaps a factory data-tech not currently assigned to the Tech 3 garage.

They might choose not to if Yamaha have decided that Poncharal can't afford it, or that it violates some contractual obligations, or they may be waiting for Estoril.

Of course, I would rather see them do it!

And it has nothing to do with actual racing.

FIAT would never stand for that Tech Trois logo standing on the top step of the podium at their expense.

If Ben wins this year it will be with a "de-electronically-tuned" engine - just like he has used all year.

Next year will be different - and very eye opening to non Spies fans.

Three championships are sought by Yamaha. They could care less who wins the rider championship as long as it's won. The triple crown is the Constructors and Team Championship combined with the rider title. These second two championships are not locked in yet. In the team championship there are 135 more possible points in the next three races. FIAT Yamaha only holds an 87 point lead over Repsol Honda.

Further, I don't know if FIAT has a contract like Repsol where it is written in that Honda can only have 3 'factory' bikes with two of them being in the Repsol team. The factory's approach has been very different than Honda's and having terms like that would be difficult.

The Constructors and Team Trophys have almost no marketing value to a sponsor. They are basically used for braging rights to people who are in the industry.

The way MotoGP has been manipulated by the factories is such that high paying sponsors know they have a good chance of getting their name on the podium and in the publications when they pay the extra money to back one of the factory teams.

There is a very good reason no satellite rider has won a race on the 800's. Like I said - if a satellite rider wins - it will be on a de-tuned machine, and the factory programmers/engineers will have red faces, which will be pointed towards the ground.

Hopefully this will change in 2012 and beyond.

Lorenzo would have gotten a square wheeled tricycle just like Spies.

The constructors and team trophies are so important to the factories and teams that they are mentioned in most press releases related to the matter when quoting team bosses or factory racing directors. They matter.

Funny but in all my years of racing and following racing I have never seen or heard of people not "in the industry" discussing how many constructors or team championships a company has won. Like you said "The constructors and team trophies are so important to the factories and teams ...".

No one outside of the industry really cares. Maybe you do though so that's fine.

"but wouldnt you want the future factory rider to do as well as possible at the end of this year."

Not if you are Fiat this year, ;-)

Well, Fiat might not like it, but im pretty sure Yamaha doesnt care anymore since Fiat is leaving with Rossi next year. as soon as they have the manufactures championship im sure they will be a little more willing to let Spies have an updated engine

I was hoping that since Yamaha/Fiat has the championship they would be more, uh, accepting and "allow" Spies a better engine for his 6th. Honda certainly wouldn't like it but that is beside the point.

I think it is clear that Spies with a better engine and on tracks he knows, which if I'm not mistaken he has raced on these last few tracks, would be fighting for podiums in every race - and dare I say, a win?

  • Phillip Island:  yes
  • Estoril:  no
  • Valenica:  yes, and on his current bike (more or less), so that will be his first true return visit.

As I said earlier in the season, I wish/hope Yamaha have held a flamethrower motor aside as a reward for any rider who can get to Valencia on 5 engines.  Seeing Rossi and Spies on motors that only have to last one weekend would be a real treat and, in my humble estimation, they would have nothing to lose!

I totally agree that Motogp ought to be about proper hairy chested prototypes, however from the perspective of an average Joe who may only own one dream bike in their life, the idea of one that has both performance and durability has a lot of appeal. When Honda go back to their Superbike roots and replace the CBR with a V4 based on Rcv tech, it should be bulletproof.

Love 'em or hate 'em, they seem to have a stranglehold on reliability that beggars belief. Well done.
Would love to see Ben get the new spec engine, but I doubt it. He's more than handy with the old one. Also it may be wise for Yamaha at this point not to allow George or Valentino to see what they will be up against next year with him on equal machinery.Tongue in cheek,that one,they're already aware.
Casey obviously the most stingy when it comes to track time. Just feel he would serve himself better with longer runs.His short runs somehow cost him shortened races in my book.The expected 4 x 45 minute sessions should benefit him greatly.
The limited testing is as stupid as the 'sealing engine' rule. 6 engines,okay,but what's the big deal about allowing a strip down and rebuild/replacement of the parts that take the biggest hiding over the race weekend? This could be regulated pretty easily.Something along the lines of one engine for the first 3 races,engine 2 for the next 3 meetings etc.That way developement could also continue apace with the unfolding season.
Thanks for the info David.


Most of us on this site LOVE racing and HATE these idiot engine rules. You must have contacts/talked to numerous 'racing people' that are NOT part of the 'big teams', that have ideas to curtail this 'NASCAR'ish' racing/rules. Was it you that suggested 5 speed gear boxes? Simple idea to broaden the powerband/possible lower rpm, therefore longer life, and wouldn't hurt the 'tech' drive.

Comment PLEASE!

The 5-speed gearbox was Peter Clifford's idea, who has a lot of good ideas for running MotoGP. Unfortunately, under the current contract that Dorna has with the MSMA (the manufacturers), it's the MSMA who make the technical regulations. The other members of the Grand Prix Commission cannot oppose them. So until the current contract ends (at the end of the 2011 season), nothing will change. After the contract ends, things could change quite a lot, though ... 

"Alvaro Bautista is running through engines like there's no tomorrow. With two low-mileage units and an engine to spare, he should be alright until the end of the season. But at the rate he is currently going at, he may yet find himself starting from pit lane at Valencia."

My question may be unanswerable because of the reasons that David mentions in the comments above, but I will ask anyway. Engines of the same spec are supposed to be the same in terms of performance, but like anything there is variance. Is it possible that Bautista is hunting around amongst his engines looking for whatever slight performance advantage he can find - be it for FP, QP, or the race itself?

He tapped into 3 engines in the first round and bounced between them for ~ 7 races. Then he adds 2 more engines to the mix, but tossed out 2 of the original 3. After the tenth round he has 4 engines he has used and can continue to pick from. Right now, as we approach the sixteenth round, he has 6 engines he has used and can tap into (plus 1 sealed and unused engine). It seems like he is hunting and pecking, trying to find any advantage that he can, but unfortunately failing.

What do you think?

Dr. Krop can expound on this, I'm sure, but I'd venture to guess that young Alvaro does not have much say in the matter (except to avoid crashing the engines out of their lives).  As David pointed out earlier in the year, the Pramac team had two very different strategies for managing the engine rules, and those strategies appear to have been developed by engineers.  The premise at Suzuki appears the same to me, though the approach is radically different.

So the MSMA contract runs out in 2011. Interesting, so they will have little power to oppose the higher fuel limit for private teams.

Good! This engine limit was a scam in any case. Honda will always win because they spent as much, if not more, than ever to ensure they would not break. The only fly in the ointment was a stuck open throttle and a crash at Laguna


Give Spies that motor, I doubt Fiat has anything to do with it, or even cares.

So, is Dorna gonna make some rules changes, or just be MSMA patsies? Look @ WSBK and the 'end of the world' changes the 'brothers' made? Tell me that SOMEONE is gonna stop the inmates from running the asylum!

OK, OK, I'm calm now . . . .

Now that Fiat Yamaha has clinched the Team Championship do you think Yamaha will give Spies the improved engine? Another person to help them clinch the constructor's championship?