VOLUME ISSUE NOVEMBER , P109
be sure of not breaking it.
The numbers are 1.88 bar
front and 1.7 bar rear, and if
pressures are below this for
more than half the race (30 per-
cent of the sprint race), it trig-
gers a sliding scale of punish-
ment. First, just a warning, then
a second penalty, six seconds
for the second, then 12, and
eventually disqualification. Next
year, no such latitude. Disqualifi-
cation for the first offense.
It is the front that matters,
and from the start, riders com-
plained the minimum was way
too high and that at 2.0 bar, the
tire was already effectively over-
inflated, losing grip. Cornering
and braking are affected, and
the risks become greater.
This gets worse as the race
goes on. Unless you are running
on your own (i.e., leading), the
tire keeps on heating up, and
the pressure rises with it. To
avoid this, you must start the
race with the pressure some
-
where below the limit. Should
you then take off in front, the
pressure might never rise fast
enough. Unless you slow down
and let somebody pass you.
It's a case of guesswork.
Aiming at a fixed target with an
unstable, moving weapon.
Enforcement of the rule
began after the British GP when
all bikes were fitted with a
real-time system monitored by
officials.
Transgressions came quickly.
Vinales was the first to get a
warning, Aprilia teammate Es
-
pargaro the first to incur a three-
second penalty, dropped from
fifth to eighth in Thailand. More
followed thick and fast. Mor-
bidelli, Raul Fernandez, Bezzec-
chi, Marc Marquez, Pol Espar-
garo, Martin, wild card Pedrosa.
In Malaysia, five more: Bagnaia,
Bastianini, Marini, substitute
Lecuona and wild card Bautista.
That's 14 on a 22-strong grid
plus two wild cards.
A rule that is broken by half
the field, whether deliberately
or by mistake, begins to look
ridiculous. The more so when
you consider how many front
tires have actually failed—none.
But many riders have lost the
front because the pressure has
climbed.
So, the law is absurd. And the
potential consequences are very
serious.
It could easily affect the
outcome of the championship,
although challenger Martin said
that, with Bagnaia now in the
same "warned" position, he is
happy to risk a penalty at the
last two races by riding with a
workable lower pressure be
-
cause if you are away up front
"three seconds is not so much."
The underlying reason for
this front tire weakness comes
from the extra stress caused by
greater downforce and harder
braking allowed by the latest
aerodynamic and ride-height de
-
vices. Technical progress in the
heat of competition. One reason
to go racing.
The answer seems simple
enough. It is Michelin's duty to
build a front tire strong enough
to cope. But no new front is
promised until 2025.
In the meantime, MotoGP will
be saddled with a scandalously
unfit regulation. It's just not
good enough.
CN
Worst of all,
it is a rule
that requires
seeing into
the future to
be sure of not
breaking it.
A rule that
is broken
by half the
field, whether
deliberately
or by mistake,
begins to look
ridiculous.
