MotoMatters.com | Kropotkin Thinks

In part 1 of this interview with Corrado Cecchinelli, Dorna's Director of Technology, we talked about how his objective for the MotoGP rules package due to come in from the 2027 season was to improve the safety and increase the sustainability of MotoGP by looking at ways to limit performance without restricting the ability for engineers to explore innovative solutions too much, and to create an environment in which R&D in racing transfers more directly to road bikes.

The aim is to make the racing safer without forcing the tracks to make expensive, and sometimes impossible, safety upgrades, and to reduce the risk of crashing at excessively high speeds. The other important aim is to allow ordinary motorcyclists to benefit from the lessons learned by manufacturers in MotoGP.

Aerodynamics was a main focus for most of the teams (and coincidentally, also the easiest thing to spot), and almost all the manufacturers rolled out some interesting parts. Aprilia have taken a leading role recently, picking up after Ducati and in some aspects, overtaking them. At Sepang, they rolled out a new front wing, pictured here (my phone photo) on Maverick Viñales' bike.

As you can see, the front wing now is now a triplane and not a biplane, with three wings instead of two. If you compare it with the photo of the standard front wing (below, picture by Cormac Ryan Meenan), you can see that the upper wing has been split in two to create something similar to the original, while an extra wing has been added below, curving up before reaching the fairing.

There was a great deal of excitement when this unusual prototype bike (my shoddy phone camera photo) was spotted in the Repsol Honda garage at the Sepang test. Was Honda the latest factory to try out a ground-effect fairing? The obvious answer was yes, but this misses the point entirely. This bike spoke volumes about what HRC was up to at Sepang. And it had very little to do with aerodynamics. Or at least, it had very little to do with ground effect.

The changes at HRC – former Suzuki engineer Ken Kawauchi replacing Takeo Yokoyama as Technical Director – have see Honda go back to basics. At Sepang, Honda sent Marc Marquez out to ride the Honda RC213V with just a plain fairing, no aerodynamic wings fitted at all. "The new technical manager arrived in HRC, and he wants to understand many things about the concept," Marquez explained. "I was not asking about why this, why that. I was just riding."

Look beyond the ground-effect fairing on the strange prototype, and this bike too looks more like HRC going back to basics. To understand what Honda are up to, let's go through a few photos and parts, one by one.

Once upon a time, the manufacturers reigned supreme in MotoGP. The MSMA – the Motorcycle Sports Manufacturers' Association – determined the shape of the premier class. In the early years after Dorna secured the rights to promote Grand Prix motorcycle racing, the MSMA negotiated a monopoly over the technical regulations in MotoGP.

The rules in MotoGP are made in committee, the Grand Prix Commission, containing representatives of the four parties with an interest in the sport: Dorna as promoter, the FIM as sanctioning body, IRTA representing the teams, and the MSMA on behalf of the manufacturers. While the sporting and other rules are voted on by majority, the MSMA controlled the technical rules.

In the early years of the MotoGP era Rule changes proposed unanimously by the MSMA were adopted automatically, and the MSMA retained a veto over rules put forward by the other members of the GPC. It was the MSMA who asked for the switch from two strokes to four strokes, and the MSMA who insisted on reducing the capacity from 990cc to 800cc in 2007, when concerns were raised over the speeds of the bigger bikes.

If there is one thing that we learned from the Sepang test, it is that the field is even closer this year. In Malaysia, 18 riders finished within a second of one another. That pattern has continued at Qatar, Pol Espargaro in fourteenth just 0.987 second behind the fastest man, Alex Rins. As comparison, the KTM rider was the last rider within a second of the fastest man after the first day of this test in 2019, but then, there were just eight riders ahead of him, rather than thirteen. And there was a gap of nearly four tenths of a second between the riders in second and third last year. Not so in 2020.

But if the single lap times were close, the race pace was a lot less so. Maverick Viñales towered over the rest in terms of consistent pace, with only the Suzukis of Alex Rins and Joan Mir getting anywhere near the pace of the Monster Energy Yamaha rider. Viñales laid down a real benchmark, with ten of his 47 laps in the 1'54s, which is under the race lap record. That included a run of ten laps, seven of which were 1'54s, five of which were consecutive. That is a rather terrifying race pace for the Spaniard to lay down, just two weeks ahead of the first race.

2020 sees the start of a new decade (convention has it that decades are zero-based, going from 0-9, so please, numerical pedants, just play along here), and if there is one thing we have learned from the period between 2010 and 2019, it is that a lot can change. Not just politically and socially, but in racing too. So now seems a good time to take a look back at the start of the previous decade, and ponder what lessons might be learned for the decade to come.

It is hard to remember just how tough a place MotoGP was in 2010. The world was still reeling from the impact of the Global Financial Crisis caused when the banking system collapsed at the end of 2008. That led to a shrinking grid, with Kawasaki pulling out at the end of 2008 (though the Japanese factory was forced to continue for one more season under the Hayate banner, with one rider, Marco Melandri), and emergency measures aimed at cutting costs.