Opinion

Over the past two days, we have examined the causes for MotoGP's current financial difficulties, and seen why most of the suggestions doing the rounds for fixing the situation are likely to do more harm than good. Today, in the final part of our examination of the state of MotoGP, we submit our own proposals which could form the basis for making the sport a great deal cheaper, and getting private teams back into the sport.

As explained in part one of this series, the biggest problem facing the sport is that horsepower, and with it, top speed, has become incredibly expensive. The best way to cut costs, then, is to make horsepower cheap again.

The easiest way of making horsepower cheap is the old-fashioned way, by raising engine capacity. There is no replacement for displacement, the old saying goes, and for years the quick way to more power has been to bore out the cylinders and add the cubic inches. But while an increase of engine capacity to, say, 1200cc would be a big improvement on the current situation, a braver step is necessary.

For under the current rules, the bikes are limited in two different ways: by engine capacity (800cc) and by fuel allowance (21 liters). Both of these factors can be regarded as having the same goal: to limit the energy output of the machinery. But if both factors perform the same function, why not simply drop one of those limits?

Removing the fuel limit might help make the racing more exciting, but it wouldn't help make the bikes any cheaper. Engine design would still chase the limits of what a given capacity is capable of, and with unlimited fuel to play with, that would make the engines even more high-revving and therefore fragile.

Bigger Is Better. Probably.

Motorsports worldwide have taken a pounding over the past few weeks: first, there was the announcement that Honda were pulling out of Formula 1 with immediate effect; then came statements from Subaru and Suzuki announcing that both manufacturers were pulling out of the World Rally Championship; in the US, American Honda announced that they would not be fielding a factory team in the AMA Superbike championship; and finally, over the holiday period came the bombshell of Kawasaki's withdrawal from MotoGP.

So how did we get here, and more importantly, what can we do about it? Over the next three days, we'll be examining the state of MotoGP, and asking why it turned out to be so hideously expensive. We'll also be studying the likely effects of the most common suggestions being made around the world, and asking how effective these proposals will be. And finally, we'll be making some proposals of our own, which we feel neatly sidestep the pitfalls which have brought MotoGP to its current, parlous state.

Firstly the question of how MotoGP, and motorsports got into this state in the first place. The main, and most obvious culprit is the global financial crisis, which has hit the car and motorcycle sector particularly hard in the second half of 2008. With sales plummeting and the banks only willing to lend money to them at exorbitant interest, the manufacturers are being forced to examine their activities with an almost pathological attention to detail for areas where they can cut costs.

There's an old saying, that goes "Be careful what you wish for, you may receive it." Ever since the introduction of the restrictions on tires - introduced rather foolishly at the same time as the 800cc rule, breaking the engineer's golden rule of only changing one variable at a time - complaining about how tires have come to dominate racing has taken on epic proportions. Fans complained that the racing had become boring, riders complained that they were left powerless to compete if they were given the wrong tires or the tire companies got it wrong, and sponsors muttered that they were unhappy pouring money into teams who would be invisible all weekend because of a simple hoop of not-so-sticky rubber.

After a false start last year, the baying crowd were finally given what they wanted three weeks ago at Motegi: Dorna CEO Carmelo Ezpeleta announced that in 2009, the MotoGP series would have only a single tire manufacturer, and that he was open to bids for the contract from tire companies.

What happened next completely altered the balance of power: Michelin, knowing that it stood no chance of actually getting the contract, as any result other than Bridgestone would have caused a bombshell of tactical nuclear warhead proportions to go off in the paddock, threw Dorna a curve ball, and decided not to submit a bid. With Bridgestone the only company to have submitted a proposal, the deal was theirs.

But this leaves Dorna with a problem. They too knew that realistically, Bridgestone was the only option, but had hoped to use the bid from Michelin as a stick to beat Bridgestone with to get more favorable conditions. With Michelin declining to play ball, Dorna is now stuck, forced to accept whatever deal Bridgestone offers them, their leverage removed by Michelin's very clever, and very spiteful move.

The Bells! The Bells!

For those fans of MotoGP who aren't properly afraid of Dorna's desire to imitate Formula One, rather than maintain a superior product, perhaps this news tidbit will shed some light on the road we have feared all along.

Now that Formula One already have spec-tires and spec-ECU's, and now that Dorna are seeking to establish both in MotoGP, this haunting promise/threat was issued from the Great Fiasco Machine himself, Max Mosely (speaking of a spec-engine formula, where "manufacturers" simply "re-badge" a spec powerplant, and presumably KERS is no longer life-threatening):

"I know there are those who say this is not the right move, but I'm talking about the real world. If Volkswagen, say, can buy a {road car} engine less expensively {than to build one}, they'll undoubtedly do it. After they put a VW badge on it, it's all the same. Unless we think very seriously about cutting costs, in the next 10 years, we'll be in trouble."

Considering that I proposed something akin to this a year ago for MotoGP - as a joke - I wonder why Mr. SS thinks people will pay to see a world-wide spec series any more than they didn't to see a U.S. one. 

Please, Mr. Ezpeleta, see this path for the foolishness that it is and quit now while you are still ahead!