Carmelo Ezpeleta, President of Dorna, the MotoGP promoter, returned to defend the entrance of the CRT. According to the leader, the factories are to blame for the increase in the cost of the series.
Over the last few years, MotoGP has struggled to keep the grid due to the high cost category. In an attempt to make the league more accessible, Dorna, the promoter of the championship, has introduced a new regulation authorizing the entry of private teams in the competition.
The new bikes, which will feature handmade chassis and engine production, however, were not well received by the factory teams and for some riders too.
In addition to opposing opinions, the CRT has a performance well below the current prototypes, which forced the category to adapt the rules to try to match this performance.
In an interview with Dennis Noyes, for the site 'Cycle World', Carmelo Ezpeleta, Dorna Chairman, explained the changes in the category. According to the leader, the MotoGP back to increase the power of this entry on behalf of the CRT.
"The
reason for the change was to make possible the use of 1000cc engines
derived from production that are capable of a high performance, but with
a much lower cost," he said.The
official noted that the use of 800cc prototypes was a request from the
factories after the death of Daijiro Kato at the Japanese GP in 2003,
but stressed that it was this change that had a serious financial impact
on the sport."The change from 990cc to 800cc was a request from the factories. After the death of Daijiro Kato, they felt it was necessary to reduce the performance.
We reached a consensus to reduce the capacity of 900cc. But
at the last minute, there was a change, led by Honda with the MSMA
[Factories Association of Motorcycle Sport] to reduce the capacity to
800cc, "he explained. "What
began as an initiative of the factories to limit the speed and power
has become a technological battle to match and then surpass the lap
times and race of the 990cc engines. The factories have developed an electronic aids to an engine size and type that they do not build for the market, "he continued."All the factories can build engines for the category. All attempts to try to find a private alternative to the factory engines failed. So
the teams were forced to pay the price set by the factory and they
followed through increasing the cost of technology development.
When
a team's established IRTA [International Association of Racing Teams]
with a sponsor fails to pay the value of a 800, the only option is to
withdraw them, "he pondered.Ezpeleta
justified seeing that the threat of the MotoGP grid is reduced even
more, had to act to find a way to stop the withdrawal of teams."We had to find a way for teams remain in the category. Then we look at this wealth of production 1000cc engine that has the potential to be developed without a great cost, "he said.Still,
Carmel noted that the regulation of the class is done with a year in
advance, but admitted that he had the knowledge we have today, would
have further limited the prototype factory.
"If I knew what I know now, I have proposed a limit of rotations and an ECU (Electric Control Unit) generic. But
I was led to believe that the factories were taking seriously my
request to reduce costs, and that four plants would have teams with two
bikes with at least the same number of satellites teams, "he said. "When
I saw half of the year that this was not the case, that Suzuki probably
was leaving and that there would be fewer satellites teams, I realized
that unless I acted decisively, we would only have 12 bikes on the track
in 2012 and perhaps six factory bikes in 2013. I
decided that would not help any more time to pay the costs of renting
and would help all the teams that wanted to run with CRT. ""With
a speed limit - my idea is from 14,500 to 15,000 rpm - and an ECU in
2013, the distance between the factory and private teams will be
reduced," he said.
The
MotoGP boss admitted that from the moment the plants were resistant to
entry of these new bikes, but explained that Honda, Ducati and Yamaha no
longer hold the cards in MotoGP. In view of the leader, the rules introduced by these teams resulted in high cost category."At first, they put a hand on his head and said, 'Ah!' But now they saw what we are doing and began to accept the solution. They had to accept the fact that their rules have created the problem, "he noted. "There are many factories, but now only three members in MSMA: Ducati, Honda and Yamaha. I can not limit myself to working exclusively with three factories. They have a seat at the table, but no longer make the rules. ""The commission GP we all have a voice. The MSMA is an expert in technical matters. The IRTA represents the teams.
The FIM is concerned with event management and security. Dorna has rights and business, therefore, is concerned in all aspects of the series. When I told MSMA I intend to impose a single ECU in 2013, they opposed and still oppose. But they no longer have the power to reject the rule and impose new rules, "he argued.The journalist then questiou Ezpeleta about the regulation. In view of Noyes, the rules are very broad category, giving rise to other interpretations."It's an expression in Spanish, do not know if there is in English: 'Quién Hizo la la ley Hizo shit'. 'Who makes the law, makes the trap', more or less. I control this series for 20 years and am involved with racing all my life.
I
saw how the language of the rules leave loopholes and unintended
consequences that may subvert the true intent of the regulation, the
spirit of the rules, "he argued. "I will not become captive to the category of a specific language. I set our problem and left to solve it. We
all know what we mean by a team CRT and a factory team, and GP
committee has the expertise and authority to interpret the guidelines
and take such decisions, "he continued.Ezpeleta
also refuted allegations that MotoGP was invading the territory of
Superbike, which uses derivatives of production equipment.
In view of the head, which makes it a prototype of the motorcycle frame is not the engine."The engine does not determine whether a bike is a prototype. The best way to understand that the chassis is the most important element in a prototype GP is looking for Moto2. On tracks we share with the World Supersport, the less powerful Moto2 are faster on lap time and race. Why? Because
they are true race bikes - prototypes - with some stiffness,
weight-balanced and can be adjusted to adapt to different circuits and
driving styles, "he said.
Carmel
also acknowledged that this season the difference between the factory
bikes and the CRT will be very large, but said the competition itself
and the regulation will be introduced in 2013 will reduce this
disadvantage."In 2012 the difference will be large at first, but the competition between the CRT will drive development. In 2013, with the speed limit, the factory teams still have a technical advantage, and the budget to hire the best drivers.
But
just as in the days when teams were able to private 500cc win some
races and run near pointers, CRT will close the gap to the factories to
the new rules, "he said. "It will be good for everyone because it is mainly professional racing entertainment. That's why the stands are built, and because tickets are sold the broadcast rights are worth what they are worth. We
want the factories involved, but in the worst case scenario, I'll have
to accept that they can get out someday, "he concluded.
This article translated from here
