Joined Oct 2011
351 Posts | 25+
Europe
Are MSMA teams free to use the spec-ECU if they choose so? I understand it this way, so then dependent factor on whether you are allowed 9 then 5, 5, or 12 engines per season is an ECU question, not one of MSMA membership.
Interesting possibilities might open up, There might even be a three-tier system:
1 - Factory and sat prototypes as we know them, MSMA engine and MSMA ECU, 20L / 5 engines
2 - Privateer, CRT-like entries with self-developed frames, but MSMA engine with spec-ECU, 24L / 12 engines (?)
3 - CRTs as we know them, non-MSMA engine, but with spec-ECU, 24 L / 12 engines
would it be possible to lease a sat bike like now with both the frame and the engine from an MSMA member, but use the spec ECU?
can anyone tell me whether the spec-ECU will be made mandatory to the CRT entries, and if their own ECUs would be treated equally like those of the MSMA entries?
The whole idea sounds interesting in parts, but I'm left a bit puzzled, still.
It is puzzling b/c MotoGP prototype bikes are not supposed to be divided into categories based upon construction methodology. It didn't make sense when the CRT rules came out, and it isn't less confusing to use the spec-ECU as the deciding factor. The construction classifications are used to establish tiers for the sole purpose of altering the fuel capacity.
What is the justification for raising fuel capacity? Reduce spending. Is the spec-ECU connected to team spending? If HRC adopted the spec-ECU format, would it be physically impossible for them to write more checks?
The purpose of the two-tiered system is quite obvious, imo. Dorna and the MSMA are going to compete to see whose formula wins. The MSMA are going to kick the can down the road while they wait for the global economy to bring people to their formula. Dorna are going to seek participants for their formula.
Failure by both parties is a very real possibility. What then for MotoGP? Why would the private equity firms ever accept this rulebook as a solution?
Joined Jul 2011
1K Posts | 872+
Dont Know
Imo the capped one million dollar 'production prototype' racer is the future. It levels the playing field, enables the establishment of a mini supplier market to motogp teams, forces the MSMA to compete for customers as in the real world. As the economy improves they can increase the cap to allow greater freedom and innovation. Also sponsors would know they have a realistic chance of getting some decent exposure, the racing would likely improve and the product would start to grow again. Soon enough they might all be running 5 million dollar prototypes again.
Instead they keep inventing new and bizare rules. Regulating the rulebook towards a level playing field has so far been disasterous. Three tier racing is the result.
Why are Honda still writing the rules? 20L and 5 engines, its almost unbelievable this has been allowed. I am convinced Ezpeleta was so worried that his new golden goose Marquez could be lost with Honda he caved in to their demands instead of calling the bluff that they would leave.
Price controls don't work. Manufacturers can sell $2M worth of equipment for $1M dollars. The MSMA would continue losing money, and they compete by selling racing machines below their market price. This was why the 750cc SBK rules were abandoned. The price to build a 750cc homologation special was often more than its market value.
Sanctioning officials use price controls in other forms of racing b/c they have homologation manuals and appendices that are as thick as phone books. Those manuals contain all kinds of regulations to control technology, then they set a price point based upon the technology they have specified. The price restriction stops the manufacturers from gouging the racing teams, but the homologation papers control the underlying costs of production.
