Cycle News

Michelin's haughtiness having subsided, the French company volunteered to take over, for a return to a series that they once dominated from the mid-1970s well into the new century. Tires do have another func- tion—that of keeping the mo- torcycle stuck to the road. It is this area that is causing much trepidation. Time was when Michelin was the go-to tire. Michelin did more than just rule the roost. The Frenchmen from Clermont Ferrand were omnipotent. They could deter- mine the outcome of the cham- pionship. Rossi was a particular favorite, and it became regular that, at European races, Mi- chelin could take data from the first day (or even two) of prac- tice, and make a special-brew tire tailor-made to the prevailing conditions. With their works in France, they could truck the tires to the circuit overnight. (You might recall an earlier mention of "runaway costs.") Dunlop also spent and spent, trying in vain to catch up. They never did, quite, although in some areas they came close. The company thankfully with- drew from MotoGP and the single-tire bidding, instead taking up that same option in Motos 2 and 3, where they are happy to win every race. Pirelli likewise, though they didn't hang around for very long. Nor did their riders, as the laps counted down. All the while, the Michelin Man was in his pomp. When Dorna tried to get the tire companies to agree on costs, tire quotas, test limitations, well, they never did. And why should Michelin agree anyway? But Bridgestone was on the way, and beavering away in that dogged Japanese way, which, as we know well, tends to lead on a path of constant improve- ment. With their production facilities in Japan, they had to develop a more general-purpose tire. This would serve them well, both before and after the single- tire rule. What helped was that Michelin started to make mistakes. Most notably at the U.S. GP at Laguna Seca in 2008, where nothing they had brought was up to the unexpectedly hot conditions, and they were reduced to apolo- gizing to their increasingly less cock-a-hoop riders. Ducati had been the first fac- tory to switch to Bridgestone, and the move worked, winning Stoner the title in 2007. Soon Rossi would follow, leaving new teammate Lorenzo on Michelins, and a wall down the middle of the pit. This was ostensibly to protect the tire companies' secrets but was as much for Rossi's comfort, because it stayed when, the next year, they both used Bridgestones. So Michelin left with their Gallic noses bloodied. And now they are back. The omens are mixed. Test sessions so far have yielded respectable lap times, but a number of front-end crashes. With Rossi, Lorenzo and Marquez all going down at Mugello tests in June, plans for race-distance tests had to be abandoned in the face of a rider rebellion. Michelin blamed the front-end washaways on "excep- tional grip" from the rear. Next time out, at Brno in Au- gust, the test was washed out. Promised improvements could not be verified. The next group tests will be at Valencia, after the end of this season and not long before the winter testing ban kicks in. On the plus side, Michelin promises extra wet tires (seven pairs), and one extra rear slick. And intermediate tires, not seen since Bridgestone took over. While Michelin has never made bike tires for such power- ful machines, they have some experience. You might say that Michelin has forgotten more about making racing tires than some of their rivals ever knew. The riders will be hoping they remember it in time. CN VOL. 52 ISSUE 37 SEPTEMBER 15, 2015 P135

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