MotoGP Feature - New Rules, New Tyres
25/10/2006
New tyre rules, coming into force with next year’s second-generation 800cc MotoGP machines, will mean tyre company race engineers will have to act as forecasters and prophets, as well as experts in rubber.
Bridgestone’s Manager of Motorcycle Racing Hiroshi Yamada is looking forward to the new challenge.
“Yes, it will be more difficult. We cannot provide so many tyres. That means we will have to analyse each race more carefully – looking at the track conditions, and the weather conditions. Then we have to decide on Thursday which tyres will be used and mark those tyres. After that, we can’t make any changes.”
The new rules were the result of an agreement between Bridgestone and their competitors in the MotoGP class, Michelin and Dunlop. With the aim of reducing costs, they came up with a formula in the middle of this season.
The rules were confirmed by the GP Commission, and concentrate on restricting overall numbers of tyres available. Each rider will have 14 front tyres, and 17 rear tyres for a race weekend. The tyres must be chosen and specially marked on the evening before practice begins, and substitutions or changes will not be allowed except in very exceptional circumstances.
Under the current unrestricted system, each rider might use perhaps half as many tyres again in the course of a weekend; the cut in actual numbers is strong, but not too severe. The big difference is in the number of tyres available to each rider.
"At the moment we prepare for every race around 1,000 or 1,100 tyres, for six riders. This means the rider on average has 180 to 200 tyres available, that we have prepared and made. Of course we don’t use them all,” says Yamada.
It is a scatter-gun approach, and the cost saving in reducing the numbers is obvious. The difficulty lies in predicting what will be needed, both in the lead up to the race, and on day before practice begins.
“We will still need to bring a range of tyres, and our development target is always for a range of tyre performance,” said Yamada, adding with a smile: “If we had one tyre that worked well everywhere, this would be perfect … but it’s not possible.”
Before each race, engineers will need to study previous data to predict the requirements of the track, and also keep a close watch on weather conditions, especially temperature.
Will the restricted numbers mean the end to the use of qualifying tyres – the super-soft rubber riders use to secure a good grid position?
“This depends on the strategy of the team and the rider. If they request one or two qualifiers, then we will prepare them, of course. But each qualifier means one less race tyre to choose. I think the maximum will be two qualifying tyres.”
How about the main aim of the rule – reduction of costs? Will that be effective? Combined with other restrictions to test teams and schedules, the answer is yes.
“I am sure it will reduce the cost over the year,” says Yamada. “I am not sure how much. Maybe we can cut it by one third, but I don’t think it will be as much as half.
“Overall, Bridgestone is very happy with the new rules. They are quite restrictive, but the condition is the same for our competitors.
“It means a different way of working, but still a fair competition. Basically we are happy,” the motorcycle racing tyre chief concluded.