ioio_viola

CATEGORY - LAPS - TOTAL DISTANCE - FINISH IN CASE OF RED FLAG MotoGP™ - 27 - 116.1 Km / 72.14 Miles - 20 Moto2™ - 22 - 94.6 Km / 58.78 Miles - 17 Moto3™ - 20 - 86 Km / 53.44 Miles - 15 Vineri 05:45-06:30 MotoGP™ Free Practice Nr. 1 10:00-11:00 MotoGP™ Practice Sambata 05:50-06:05 MotoGP™ Qualifying Nr. 1 06:15-06:30 MotoGP™ Qualifying Nr. 2 07:50-08:05 Moto3™ Qualifying Nr. 1 08:15-08:30 Moto3™ Qualifying Nr. 2 08:45-09:00 Moto2™ Qualifying Nr. 1 09:10-09:25 Moto2™ Qualifying Nr. 2 10:00-10:45 MotoGP™ 13 Laps Tissot Sprint Duminica 05:40-05:50 MotoGP™ Warm Up 06:00-06:35 MotoGP™ Rider Fan Parade 07:00-07:35 Moto3™20 Laps Race 08:15-08:55 Moto2™22 Laps Race 10:00-10:50 MotoGP™27 Laps Race

https://www.speedweek.com/motogp/news/214546/Yamaha-Ohne-neue-concessions-keine-neuen-Erfolge.html Dorna wants to give the ailing MotoGP factories Honda and Yamaha a boost with new “concessions”. But the willingness of the Europeans (Ducati, Aprilia, KTM) is not overwhelming. What does Lin Jarvis say? Since the Japanese manufacturers Honda and Yamaha have fallen seriously behind in the current MotoGP season against the European factories Ducati, KTM and Aprilia and Yamaha, for example, only had two podium places in 14 Grand Prix on Sunday (Fabio Quarataro was third in Texas and on the Buddh Circuit in India), Dorna wants to introduce new concession regulations since the Dutch.TT in Assen at the end of June. It is intended to allow non-competitive factories to develop more quickly and close the gap to the winning teams. But while Aprilia is prepared to make certain concessions, Pierer Mobility AG takes a justament stance. “The MotoGP regulations are set until the end of 2026. And we see no reason to change anything beforehand,” said Pit Beirer, the motorsport director of Pierer Mobility AG with the brands KTM, GASGAS, Husqvarna and a 25.1 percent stake in MV, in an interview with SPEEDWEEK.com Agusta. And so far, the members of the manufacturers' alliance have not made any progress in these discussions. The Europeans are holding firm: Honda won a victory in 2023 and most recently took third place from Marc Márquez in Motegi, Yamaha was world champion in 2021 and runner-up in 2022. And Aprilia and KTM want to put an end to Ducati's overwhelming dominance. Stefan Pierer, CEO of Pierer Mobility AG, is of the opinion that the Japanese are too proud to accept gifts such as new “concessions” from their competitors. “Right now is not the time for Japanese manufacturers to be proud,” says Lin Jarvis, Managing Director of Yamaha Motor Racing, in an interview with SPEEDWEEK.com. «When you're in racing, you have to take every opportunity that helps you be competitive. In our case it's about getting back into a competitive situation. Yamaha is completely open to new concessions. In the past, Honda and Yamaha have allowed these concessions for other manufacturers when they enter the market. In the interests of the sport, we are talking about the spectators at the track and in front of the television, the track operators, the promoters, the FIM and everyone else involved, it is important to have five competitive works in the competition. At the moment we have a very bizarre and unusual situation. Three European manufacturers have suddenly taken the lead and are very strong. The Japanese plants, on the other hand, are in trouble. Ideally, this situation should be redressed. But it’s clear to us: We can’t get any more concessions in the current calendar year.” What privileges does Yamaha want: “More than anything else, more tires would help us. We also want our regular riders to be able to test on more different slopes than the limited number that are currently allowed. So more test tires and more test days, plus an additional aero package for the rest of the season. We may not need more than the previous two. But if we have the chance of a third package, it would be useful because we definitely have some catching up to do in terms of aerodynamics. Perhaps free engine development after the start of the season would also be welcome. The important thing is that we can test more and then use the positive results of the additional tests during the season at the Grand Prix.” Jarvis contradicts claims that the MotoGP regulations are frozen until the end of 2026, so no concessions can be made to Honda and Yamaha. “That’s not true,” emphasizes the Englishman. «Only the basic concept of the most important regulations is clearly defined. It's about the displacement of the motorcycle, the number of cylinders, the weight limit and so on. But the rest of the rules are constantly bent and changed over the five years. It is not true that all details of the technical regulations are irrefutable from the first to the last day. I think regulations need to be adjusted from time to time as certain circumstances change. We don't want changes that give us technical advantages. We don't want 10 kg less or 20 hp more than everyone else. We just want a few perks that will help us get back to the level of our competitors.” An example of the flexible handling of the regulations: Front ride height devices were banned for the 2023 season.

Era o vreme cand unii primeau gume diferite Sambata dupamiaza sau Duminica in functie de cum era grip-ul pe circuit, dar toti l-au facut nebun pe brazilianul (imi scapa numele) ala cand a zis

da probleme mari deja

eu zic ca Honda ar trebui sa riste cu un pilot tanar. poate iese un FQ care ii da de cap in primul an cand nu stie cum ar trebui sa se comporte o motocilceta de Mgp There has recently been speculation in the Italian media that the previous Gresini Racing Ducati driver Fabio “Diggia” Di Giannantonio might receive a contract for the LCR Honda team for 2024. This was unequivocally denied today by team owner Lucio Cecchinello. “It’s a ‘non story’,” said the seven-time 125cc GP winner, who has been running his MotoGP team with Honda since 2006 (it started with Casey Stoner). «Zarco has signed contracts with HRC and LCR and will drive with us. That's the end of this story for me." At the Japanese GP it became obvious that the Repsol Honda managers were looking for a replacement for Marc Márquez and had not only approached Pedro Acosta and Miguel Oliveira, but possibly also Augusto Fernández. And of course the assumption had arisen that, in the event of an acute driver shortage, HRC could transfer Johann Zarco alongside Joan Mir to Repsol Honda and promote Iker Lecuona from the Superbike team to LCR. It is not for nothing that HRC has already used the Spaniard in Silverstone, Spielberg and Barcelona at LCR instead of Rins in 2023 and twice before at Repsol-Honda instead of Mir or Márquez. At LCR-Honda it is already clear that Alex Rins (broken tibia and fibula on June 10th in Mugello) will fly to Indonesia and at least take part in Friday training there. Cecchinello: “Yes, Alex will try to make a comeback again like in Motegi. If Alex feels good after FP1 he will continue. If not, Stefan Bradl will replace him, who will definitely come to Mandalika." https://www.speedweek.com/motogp/news/214516/Cecchinello-Zarco-hat-Vertraege-mit-HRC-und-LCR.html Pedro Acosta is moving up to #MotoGP! And he's going to partner Augusto Fernandez at Tech3 Racing next year! https://www.motogp.com/en/news/2023/10/06/fernandez-and-acosta-set-to-get-on-the-gas-for-2024-motogp/479609?utm_source=facebook.com&utm_medium=social&utm_campaign=traffic&fbclid=IwAR1-f3QjrfZfJHC6bHJtqv2CWJ1Uhstkc8YaD1K5DIrbW_f565SSIU5Qtrc

KTM au batut si la LCR si la RNF (cred ca si la Gresini) la usa sa-i atraga catre ei. doar ca aia de cuvant au zis ca isi respecta contractele pana la sfarsit (spre deosebire de unii campioni mondiali )

Daca MM alegea Ktm si iesea campion era jos palaria. Asa daca merge pe cea mai buna motocicleta si iese campion e.... campion pe sate cum se zice. :))

eu fac zilnic naveta cu KTM1290SAR in oras. nu vad nici un impediment sa mergi in oras cu animalele astea mari. inainte am mers cu Tiger800. poate in Timisoara e ceva mai ok decat in Bucuresti, dar si la noi sunt zone unde se sta mai mult decat se merge si tot poti filtra traficul cu vacile astea mari. avantajul la ADV in traficul din oras e ca ai ghidonul peste oglinzile masinilor si mai si vezi destul de mult in fata ce se intampla si poti schimba benzile din timp daca e un blocaj.

dar nu era vorba ca il lasati pe @B.B. sa puna anuntul?

il vor si pe Ai, doar ca nu e pregatit juniorul

cum s-au castigat punctele pana acum de primii 3 din clasament: The first interesting fact is that the sprint races, new this season, are making a difference, not only because of the many incidents they are helping to cause. In fact, it is thanks to the points obtained in the short races that Bagnaia is still ahead of Martin: those 7 more points in fact compensate for the disadvantage of 4 in Sunday's races. If the sprints were therefore a lifeline for Pecco, the same cannot be said for Bezzecchi. In Marco's case, the opposite is actually true, because the 41 points that he is down on Jorge and the 48 from Pecco in the short races are the ones that have made him drop in the rankings. Taking Sunday's results into account, in fact, Martin would be ahead of everyone in the standings, with a 4 point advantage over Bagnaia and 10 over Bezzecchi. It is also curious to note how Bagnaia has never made mistakes in the sprints, always reaching the finish line on Saturdays. Pecco's only zero in this case was at Silverstone, not due to a crash but due to a technical setback on his bike, in fact in that case he was classified 14th outside the points zone. The 12 podiums and 4 victories demonstrate his consistency in the short races, with Martin having won the most (5 times), but having fewer podiums (9). It is therefore on Sunday that the problems arise for the world champion and not because he is not competitive. On the contrary, the 5 victories and 9 podiums are significantly more than those of his opponents (Martin and Bezzecchi both have 3 successes and 7 podiums), but the many errors weigh heavily. The aforementioned 5 crashes in the races that gives the most points are paid for dearly and, all things considered, it's a miracle that Bagnaia is still leading the standings. Before his recent successes, Martin has built his championship on consistency, point after point. After mistakes in the first GP in Portimao and the third in Austin, the Pramac rider has always reached the finish line and always brought home the points. A roadmap that had some drops in form (the Netherlands-UK-Austria trio of races wasn't the best), but it has allowed him to parry the blow even when he wasn't fast enough. If we are referring to pure speed, that of the flying lap, Bagnaia has no rivals with his 6 pole positions compared to Martin's 2 and Bezzecchi's 3. Speed, however, is sometimes not enough and the numbers say it. https://www.gpone.com/en/2023/10/03/motogp/bagnaia-vs-martin-pecco-saved-by-the-sprints-jorge-flawless.html

Interesant ce spune despre cum testeaza Yamaha. pare ca au prea multa pauza intre teste.... in felul asta nu ai cum sa vi cu ceva nou in timpul sezonului cum vin europenii. https://www.crash.net/motogp/news/1037281/1/cal-crutchlow-offered-new-threeyear-yamaha-contract At the end of the Motegi event, Crutchlow revealed the new long-term testing offer. “They want me to sign a new three-year agreement,” said the 37-year-old, before explaining that the M1’s testing schedule needs to be improved. “I had nine weeks off after Sepang [test]. Then I did three tests in two weeks, then I had 14 weeks off. Then I did three tests in two weeks again! “We need to make sure we're more consistently on the bike also for the engineers. And that's how you make progress. “So hopefully they come with a better plan and I'll make a decision.” Crutchlow: 'We don't need more power. We need a smoother engine' Crutchlow finished the Motegi weekend with 13th place in the red-flagged grand prix, having been forced to serve a long lap penalty in both the Saturday (track limits) and Sunday (incorrect bike swap) races. With the main priority of the weekend data gathering, was also not using his ideal choice of parts. That included use of the large fairing, which he feels upsets the handling. “It doesn't matter for the result. We have to get data,” Crutchlow said. “But the bike's difficult to ride with this much downforce. The bike is so heavy. I have probably better acceleration now, but everywhere else you lose.” Acceleration is the top priority for Yamaha heading into 2024, but opinions seem divided on how to solve the issue. Factory star Fabio Quartararo is eager for more power, while Crutchlow believes a smoother engine character is the key. “We don't need more power. We need a smoother engine,” Crutchlow said. “Let's say, all the bikes have 300 horsepower. On the exit of any corner you don't use 300 horsepower, you use 200 horsepower. If you want more power [now] you can turn the power up. So, turn the power up - and then you don't exit the corner [as well]… “We don't need more power. Trust me. I know what the other manufacturers are doing. How many Newton metres [of torque] they are using on the exit of the corner. We are using a lot more and the engine is not smooth. So we need to go in this [smoother] direction. “When we go in that direction. Like the ‘19 bike, you will see the acceleration of the bike. Because at the end of the straight it will be faster because it exits the corner a lot faster. Now we are just spinning. “I already tested this [2023] engine last year and said the engine would create a problem and now we have the problem. “Okay, you [could] fix it with the electronics, but then when you spin more, you go into the traction control, so you end up slower… It needs to come from the engine character. “I believe we have enough top power at the moment. We can have some more, sure. But I think we have enough. It’s that we don't exit the corner in a good way.” Crutchlow also tried the longer exhausts rejected by the race riders, which he felt made a minor improvement to the power delivery, but found them 'too quiet'.

da pe astia nu-i urmaresc ca mi-e greu cu germana sa inteleg daca ma atrage titlul articolului sau nu. totusi pare ceva ciudat: AF a terminat mai tot timpul in fata lui PE de la cursa din GBR pana acum. Doar locul 6 din cursa de sprint in Austria a fost PE in fata. poate doar contractul beton a lui PE sa faca diferenta, altfel rezultatele spun altceva... 14 Augusto Fernández 11(8) - 14 - 9 - 16 - Ret - 7 23 Pol Espargaró 12 - 16(6) - Ret - Ret - 13 - 15

de unde e informatia asta? nu gasesc pe nici un site de stiri Mgp urmarite de mine

Da si nu. Daca te uiti pe franare e inaintea celor doi. Abia cand ridica motorul sa nu dea in cel din fata lui apar cei doi in drept cu el. E discutabil, dar din ce am vazut nu au dat LLP.

Sa intelegem ca pana acum cei de la Ducati mergeau sub limita si nimeni nu a avut treaba lor?!? One type of pressure Bagnaia did admit to feeling was in his front tyre, as he spent lap-after-lap looking for a way past the KTM of Miller. “It was very, very difficult [to pass Miller] because he was braking so hard. I was suffering a bit with the pressure of the front tyre, but like always with the new rule,” he said.

Lecuona

BB merita o motocicleta cu care sa se bata la titlu!! Binder’s 1m 43.489s not only topped the timesheets but finally broke Jorge Lorenzo’s 2015 lap record, set during the Bridgestone tyre era. “We used the new chassis today, I was really happy with it,” Binder told MotoGP.com. “I really liked it. “It definitely helped me on the exit of the corners a little bit. So that was a real positive point that we've been working on to try and solve, and it's one step in the right direction.” The South African added: “We made some small changes, small updates and each time we went out was better. “Really happy to finish the day on top, but of course the most important is to go straight through to the Q2 and try and do a good job tomorrow.” ... Red Bull KTM team manager Francesco Guidotti said: “Jack made a comparison this morning, first run with old [chassis] and then the new bike. He felt immediately something better on rear grip. In general, he felt more comfortable. “We brought this new chassis just to have more feedback for the last part of the season, [to prepare] for next year. At the moment there’s a big chance of racing with it. Let’s wait for this practice and then make a decision. “Our main target now is next year’s championship of course. We are working hard for it. We are trying to get as much as [development as] possible from the last part of this season. Because the Valencia test is weird, only one day, low temperatures.” https://www.crash.net/motogp/news/1036998/1/i-really-liked-it-brad-binder-takes-carbon-fibre-chassis-top interesanta declaratie a lui Acosta. Sa nu gaseasca KTM o solutie sa scape de Pol Espargaro? The 2021 Moto3 champion was promised his debut in the premier class on the handlebars of an RC16. It was never specified whether in the official structure or in GasGas, but if he landed in the satellite team he would be provided with a completely factory team of engineers, with whom he could work under equal conditions as in the Binder box. But now everything is a much bigger unknown. At the Indian GP the situation was already beginning to be annoying for Acosta: “I wish I knew when they were going to tell us something. I know I have a place but I don't know where and it's not my problem anymore, I can't do anything. “This is desperate.” And just a week later, the Murcian has gone from being certain about his jump to MotoGP to doubting it. Yesterday the World Cup calendar for 2024 was announced and when Pedro was asked his opinion on DAZN, the Spaniard sent the first disturbing message: “First we are going to start by seeing where I run and then we will see the calendar.” A priori it can be understood by this uncertainty of knowing whether he would debut in the maximum displacement with KTM or GasGas, but the pilot's words were not there. Acosta's situation would change considerably in MotoGP since the number of races to be held throughout the year would double and when the possibility of competing (between sprints and on Sundays) in 44 races was insisted on, the Spaniard was even clearer: "We will see." Let's see (if I run 44 races), I won't stay here (in Moto2) another year. We'll see what happens". KTM's situation, with five riders for four bikes, can leave the Murcian out of the equation, no matter how much the Austrians dislike it. Binder is renewed until 2026, Miller has a contract in force for 2024 like Pol Espargaró and Augusto has been renewed for next season as the Balearic driver has confirmed, although they have not yet made it official from the team. And from there, the problem for those from Mattighofen is much greater than the simple fact of not having the Murcian for the next season, because they have also already confirmed their pair of drivers for the intermediate class: Oncu and Vietti. That Acosta does not debut in MotoGP in 2024 with KTM may have unilateral consequences for the Austrian manufacturer, which still does not clarify what the distribution will be like. Although after the Spaniard's words it seems that it is practically decided. In Mattighofen they have not found the possibility of adding a bike to the four they already have on the grid and nor has they found a way to convince any of their current riders to fulfill the role of tester alongside Pedrosa and perform a more than considerable number. wild card. This limits the Murcian's debut options and if a place is not made for him, Pedro will be free immediately at the end of the year if he is not placed in an RC16 by 2024... as long as he decides. Because he can also endure a third year in Moto2, if he doesn't think it's too much. https://as.com/motor/motociclismo/acosta-puede-quedarse-fuera-de-motogp-n/

se pot schimba pilotii asa de pe o zi pe alta? MotoGP Japan: Alex Rins declared unfit after 'painful' Friday return Rins, who required surgery after fracturing his tibia and fibula at Mugello, completed 16 laps in the morning but just 6 in the longer, one-hour, afternoon practice. LCR Honda then confirmed that the Spaniard ‘has been declared unfit due to the pain he’s felt today on the right leg while testing on track.’ "If it’s painful then it won’t make sense to continue riding. “I’m still not 100% recovered but it’s going step by step. The next step is to try the MotoGP bike. “It’s been one month without trying any bike. Let’s see what the reception is like on the bike." HRC test rider Stefan Bradl, who was again due to replace Rins before the Spaniard's last-minute trip to Motegi, will now take over the RCV on Saturday.

Deocamdata Ducati nu are nevoie de MM, dar MM are nevoie de Ducati. Eu zic ca la factory nu mai prinde loc cat timp FB1, JM89 si MB72 nu se rup grav.

eu stiu ca doar cei de la uzina si Pramac au contract cu Ducati. restul parca sunt platiti de echipele de client. sa nu uitam cine mai concureaza in Japonia :

Rins e declarat apt pentru Japonia

La India ma refer ca au fost probleme logistice si de natura financiara. In rest circuitul pare fain ca si layout. Interesant de vazut cum merge pustiul cu Triumph-ul de la Moto2 https://www.sport.ro/sporturi/jacopo-hosciuc-romanul-care-viseaza-sa-ajunga-in-moto-gp-dubla-victorie-pe-circuitul-de-la-mugello-za.html

Talentat da, nebun sa-si atinga scopurile da. Inteligent si simpatic nu prea a dat dovada. Poate de curand cand nu-i mai ies din glezna condusul si castigurile.

22... multe Kazahstan sau Ungaria (parca ar fi fain sa fie vecinii nostri mai ales ca Kazahstan nu e Europa...) Interesant ca India e subject of contract. Se pare ca nu au mers tocmai bine anul asta treburile acolo. Iar 4 etape in Spania...