Never really mentioned Marquez - but you could certainly see it viciously snapping sideways for Scotty and Cal. But as you say - let's stick to the four factory machines then. Incidentally, we could dissect Pol's mishaps this season in much the same way that we did for Marquez and arrive at the same conclusion compa...irrespective of machine, predominately for whatever reasons, rider error...and frequently in the case of Pol, unforced. That machine, owing to the factory contract, is at least a race or two in advance of Bradders - the fact that his consistently bests his teammate is the source of great satisfaction to me, and probably earns the tacit approval of Herve too.
Back to the point. I think the factory Honda at this moment in the hands of Vale and Jorge would be substantially slower until they enforced similar concessions that Yamaha have availed to them, but as I've repeatedly suggested, whether that would happen within HRC philosophy which affords the primacy of engineering over the rider is debatable. And as I reminded you - this ingrained ethos which has always endured was, in addition to image rights, one of the main reasons Vale left, never to return.
Again you miss 'my point'. Firstly, to clarify again, I have never claimed that the M1 is outright 'superior' to the RCV - merely that the characteristics are very different and that not only is the Yamaha a simpler proposition/package by design, but that it's strength lies in both its stability and 'mechanical grip'. You are the one that is arguing that the Honda is vastly and universally supreme over the Yamaha in all respects at all circuits under all conditions and in absolute terms, neglecting a complex range of variables that can influence the fortunes of both marques and associated riders respectfully. I have questioned this countering you with the fact that the differences between the two machines are not as pronounced as you claim (although the paradigms are diametrically opposed) and dismissed this idea of homogeneity, when in fact Dani's Honda is different to Marc's both in terms of set up, parts and internals. The M1's of Rossi and Lorenzo meanwhile are poles apart. I have already detailed the reasons I believe Honda pursued the wrong direction with the 2015 RCV, something that is now redressed and Marquez appears, since Assen, to be able to ride the bike to exploit it's strengths once more.
But let's talk Yamaha. Significantly, I would start by suggesting that M1 has greatly benefitted from Bridgestone's determination to depart the series with a legacy of lap and race records. The reinforced edge construction that provided additional grip in harmony with a sympathetic chassis have now become the norm and, in response, Yamaha followed their time honoured tradition of an incremental development process ensuring that they prioritised chassis balance for their two factory riders. Rossi has the more flexible swingarm which suits his hard turning style and corner entry, while Jorge has the stiffer swing arm which works well for his 250 style classic long arc higher lean angle cornering.
I reckon that more significant than the punch that the new motor gives on corner exit and obvious visible increase in grunt is the nothing short of radical reversion to an I-beam section which after years of controlling the rigidity of the chassis through big box beam from the headstock to the swing arm pivot (after the genius of the late Antonio Corbas), now means the entire face of the old frame has been removed. As I understand it, this enables the region above the lower steering head bearing introducing more stability at lean (there's that word again compa), an clearly influences response during turn in. This is why at Silverstone I was so eager to get high up in the stands at Club to contrast the RCV and the M1 on the rippled entry to Vale. It stands to reason that a bike with such refinements would start the roll into a corner both progressively and with more ease. I would also add that I believe this modification was made in anticipation of this years 'stones and perhaps with the return of Michelin we may see a reversion to the old design. Either way, just as the RCV is designed around the two factory midget pilots, such a revision to the chassis geometry smacks of Valentino Rossi.
Power and electronics, the M1 certainly doesn't have any edge on the RCV but in rider amenability and given it's potency out of corners it can peel off some very impressive lap times and conserves tyres well. Actually in terms of both, the shareware truce is not the leveller that it seems and may well shift the balance of power firmly back towards the evil empire. Currently the electronics principal measurements are derived from throttle sensors and RPM - Honda already have vast amounts of data and research concerning the application of torque sensors which is key to the new standard ECU. To make this work effectively in practise requires an immeasurable R&D budget and an army of technicians clambering over the bike and crawling around the garage. Ask yourself precisely which factory does that play int he hands of?
Actually I wonder how much .... he would get if he changed helmet makers mid-season.
