I found Kropotkin's first part of his race report on PI very interesting. He weaves quite the tale on how we got where we're at in regards to a control tire.
http://www.motogpmatters.com/report/2008/1...e_report_t.html
<div class='quotetop'>QUOTE <div class='quotemain'>Ever since the long-lamented 990cc bikes roared into the sunset at the end of 2006 to be replaced by the 800cc machines, MotoGP has suffered a crisis of confidence. That final year of competition with the large capacity bikes produced some of the most exhilarating racing ever seen, yet after the introduction of the new formula, the racing changed overnight, suddenly becoming processional and rather too often, positively dull.
Having been spoilt by a year of thrills and spills, and with the big name stars being left for dead by a relatively unknown Australian on a Bridgestone-shod Ducati, TV audiences switched off in droves, the viewing figures tumbling. MotoGP was starting to lose ground to other motorsports, and with teams already finding it difficult to raise the necessary sponsorship to fund their efforts, neither Dorna nor the teams could afford for the series to decline in popularity further. Something had to be done.
Whenever a group of people - be it organizations, governments or even families - decide that "something has to be done" the first step is usually to try and pinpoint a culprit. Throughout 2007, the finger of blame was pointed squarely at tires, Bridgestone prospering as Michelin failed to adapt to the new rules limiting tire numbers. This regularly left half the field unable to compete, and most painfully, saw Valentino Rossi and Dani Pedrosa, key figures in Dorna's target markets, floundering and off the pace. The current tire situation could not be allowed to stand.
I Know I'm Unlovable
An appropriate culprit - or perhaps scapegoat - found, the rules were tweaked at the end of the season in the hope of reintroducing competition. And as extra insurance, Valentino Rossi was allowed to switch tire brands, with the hope of putting motorcycle racing's media phenomenon back on equal footing with the implacably unlovable Casey Stoner.
The first few races showed at least some improvement, with four different winners in the first four races, and Valentino Rossi then going on to win three races in a row. But the underlying problem remained: The margin of victory was never less than 1.8 seconds, and most races were still being decided by half way. And after Ducati found some fixes to the problems that plagued Casey Stoner's early season, the situation got worse. Once again, the reigning World Champion was humiliating the field, winning race after race, sometimes by as much as 11 seconds.
The changes to the tire rules hadn't changed anything. The little-known and even less liked Australian was winning races by the end of the first lap again, and the field was spread out seconds apart. Down in 6th place, huge multiple rider battles were raging, but these were going on off-camera, and for the consolation prizes. When Michelin ran all of their riders on hard rain tires in Germany, gambling on a drying track which never arrived, we were back at square one. Once again, conversations about MotoGP were all about tires, and not about riders.
Turning Point
Then came Laguna Seca. At Laguna, two things happened. First, Michelin turned up with tires that were completely inadequate to cope with the conditions, leaving all of the Michelin runners completely out of contention once again. The heat under the tire discussion got turned up another notch, and the first rumblings of more rule changes started to appear.
Secondly, as the race got underway, one of the most nail-biting battles MotoGP has seen for a long time unfolded, with Valentino Rossi and Casey Stoner knocking chunks out of each other for 23 long laps. For half an hour, the crowd and TV viewers around the world held their breath, as the death-defying spectacle went on for lap after lap. And for 45 minutes, no one mentioned tires, wrapped up in the glorious duel of two racers at the very top of their ability.
The respite was to be only brief, as another Michelin failure at Brno after the summer break saw the riders, fans and paddock all talking tires once again, only briefly diverging to talk about the racing, before returning to the subject at the forefront of everybody's minds.
Lessons From The Lake
But all the talk of tires disguised a much more important lesson from Laguna Seca: There was plenty of racing to be had in MotoGP, if the track would only allow it. Laguna Seca, with a few fast corners mixed with tight and tortuous sections, but more importantly, the track layout following the lie of the land and flowing from corner to corner, proved an ideal stage for MotoGP. The combinations of corners placed the emphasis on rider skill once again, and gave Valentino Rossi, his Yamaha clearly outclassed, a chance to match Casey Stoner's terrifying pace around the Californian circuit.
In a strange way, the tracks that followed Laguna underlined this lesson. Misano is run backwards, against the natural flow of the track, Indianapolis was an artificial course inside a racing oval, and Motegi is a collection of perfectly engineered corners joined by a complete failure of imagination. Only Brno has some kind of natural character, and any hopes of a race were soon cut short, with Casey Stoner crashing out early on.
Though the MotoGP paddock arrived at Phillip Island once again full of tire talk, a single tire rule having been agreed the week before, the fans hoped for much more. The Australian circuit is an old road course, and flows naturally across the landscape, organically evolved rather than technologically designed. As such, it lends itself to fantastic racing, rewarding the brave and the skilled far above those with just a fast bike.
