ioio_viola

eu zic ca a fost mai mult pentru show  

in alta ordine de idei, conflictul spanioli-italieni e foarte evident in paddock:

https://www.crash.net/motogp/news/1041470/1/angry-espargaro-morbidelli-crossed-sacred-line-mentioning-my-family

“If you only see the final part, I deserve that sanction, I'm not going to argue with it, it's very ugly. 

“And I already know that I'm going to eat a lot of hate now, because what I did is very ugly, I admit it. 

“But it's a bit unfair because Franco has been walking around the circuits for a year and a half, each race bothers one or the other. 

“I almost fell twice because he was walking, and when I tried to enter again he acted like a bully, not letting me enter. 

“And I lost my nerve there. 

“Last week he called Marc like a dog with his hand... 

“Yes, I was very wrong with my reaction, I feel very bad for myself, for my team, for my family, but it's not worth it, I think, to just look at the last part.”

Acum 28 minute, Cavaleru a spus:

Jm are 8 curse terminate pe podium si 7 in afara lui dec nu mai mult de jumatate in afara podiumului dar s-a intelese ce ai vrut sa zici.

8 terminate pe podium, 8 in afara + 3 DNF sa fie matematica clara, dar ma bucur ca s-a inteles ce am vrut sa zic  

Acum 9 ore, xt600 a spus:

Dar nu suficient de prost ca sa (mai) conteze. Daca nu face vreo gafa monumentala, in ultima etapa, Bagnaia are de indeplinit o simpla formalitate la Valencia. Si uite asa, un start ratat in cel mai nepotrivit moment si un pneu au decis campionul.

nu chiar, FB1 a luat podium in toate cursele (cele cu puncte multe, nu sprint) in care a terminat in afara de Argentina (cursa 2)

pe cand JM89 are mai mult de jumate in afara podiumului. 

pana la urma constanta pe podium in cursele de Duminica pare ca a decis campionatul  

Bestia aterminat in fata lui JM si cu fastest lap. Merita sa ramana la factory inca un an sa arate ce poate un sezon intreg.

De la academie mai e doar Vieti care inca nu confirma, cu Digi pare ca nu au legaturi prea apropiate si cred ca de aia cauta un tanar foarte talentat pe care sa-l cizeleze. Dpmdv as merge pe unul cat mai tanar sau Dixon ca nu mai sunt britanici la clasa mare

Cam putin..

@aleixespargaro will start six places lower on the grid tomorrow as well as being given a monetary fine by the FIM #MotoGP Stewards for his part in the incident with @frankymorbido

E cazul ca Aleix sa se retraga. Tigan mai mare ca el nu e decat MM, dar ala e cu ciobaneala pe pista ...

Acum 20 ore, xt600 a spus:

 

1. - se premiaza excelenta, adica nr de victorii obtinute, nu "jocul la rezultat", ca in fotbal Ceva de genul: " lasa ba, mergem la egal" "las' ca e bun si locul 5, important este ca am terminat inaintea fraierului". Astfel lupta pentru victorie ar fi mult mai animata, pentru ca daca vrei titlul trebuie sa iti aperi sansele pana la capat. Trebuie sa mergi la victorie, trebuie sa iti asumi niste riscuri si eventuale esecuri, nu sa te complaci in zona de confort. Nu mai merge jocul "pe gresala adversarulu" trebuie sa iti joci sansa. 

2. -sistemul bazat pe nr de victorii de GP elimina situatiile aberante in care un pilot castiga titlul cu mai putine victorii decat contracandidatul. Si avem atatea exemple chiar in istoria recenta a campionatului. Plm.. unul ia titlul cu 1 victorie sau niciuna (vezi cazul Alzamora), iar altii castiga 3-4 victorii si iau plua. Pe actualul sistem premiem constanta... adica  mediocritatea si mersul la rezultat, in detrimentul performantei, concretizata in victorii.

sa i se retraga titlul lui MM93 din 2013!!! am zis!!!! 

Acum 19 ore, Method a spus:

Repet - 2013.Cel mai spectaculos sezon de cand ma uit eu la gp - de departe.

bun o sa ma uit la cursele din 2013

pana atunci referitor la cometul ca, cursa de anul asta a fost plictisitoare m-am uitat rapid la datele celor doua sezoane si cel putin la primii 3 nu par mari diferente intre cele doua sezoane:

sper ca in cursa din 2013 sa fi fost mai mult suspans decat in cea din 2023

si m-am mai uitat si la sezon la general. Pare ca s-au batut tot trei piloti, doar ca doi erau de la Honda si unul de Yamaha. Putem zice ca erau de la echipe diferite:

cred ca de multe ori nu luam in calcul si natura circuitului. de aia am zis sa-mi ziceti un sezon in care au fost depasiri/spectacol aproape in toate cursele sa vad daca nu cumva si in sezonul ala erau cateva circuite pe care era spectacol si in rest nu prea. 

si acum e spectacol pe cateva circuite gen Silverstone, Phillip Island, Assen... poate si faptul ca acum sunt mai multe curse ne face sa zicem uite domnule nu e spectacol ca si in trecut. 

Bestia nu a fost la academie

Pana acum ati zis in mare cateva curse. Eu vreau sa iau un sezon cap coada si sa ma uit la toate cursele sa vad acel spectacol de care ziceti ca nu mai e astazi.

cum sunt mai nou in alte Mgp-ului spune-mi un sezon care il consideri foarte misto

CATEGORY - LAPS TOTAL DISTANCE FINISH IN CASE OF RED FLAG

MotoGP™ - 22 118.36 Km / 73.55 Miles 17

Moto2™ 20 107.6 Km / 66.86 Miles 15

Moto3™ 18 96.84 Km / 60.17 Miles 14

Vineri 17.11

14:45-15:30 MotoGP™

Free Practice Nr. 1

19:00-20:00 MotoGP™

Practice

Sambata 18.11

14:00-14:30 MotoGP™

Free Practice Nr. 2

14:40-14:55 MotoGP™

Qualifying Nr. 1

15:05-15:20 MotoGP™

Qualifying Nr. 2

17:15-17:30 Moto3™

Qualifying Nr. 2

18:10-18:25 Moto2™

Qualifying Nr. 2

19:00-19:45 MotoGP™11 Laps

Tissot Sprint

Duminica 19.11

14:40-14:50 MotoGP™

Warm Up

16:00-16:35 Moto3™18 Laps

Race

17:15-17:55 Moto2™20 Laps

Race

19:00-19:50 MotoGP™22 Laps

Race

Smecher Jack cu intrebarea

https://fb.watch/oiciDBMBSH/

Acum 3 minute, PzKpfW a spus:

 

Nu "dau" pe nimeni campion, nu joc la pariuri. Márquez este însă cel mai talentat pilot din MotoGP, iar la anul va fi pe cea mai bună motocicletă (chiar dacă nu chiar ultima generație). Am mai spus, personal mă aștept cel puțin la 2-3 victorii.

Victorii sigur ia, inca nu-mi dau seama daca mai are "rabdarea" si psihicul necesar sa se bata la campionat. Dar o sa vedem dupa 5-6 curse cum sta treaba in 2024...

Sa vina inapoi cursele cand castiga doar MM sau VR. Asa cand poate castiga oricine de la Ducati e nasol.

La 07.11.2023 la 22:22, nike a spus:

Bautista va merge mai bine decat Bestianini. Am zis!

Merge merge de rupe

CATEGORY - LAPS - TOTAL DISTANCE - FINISH IN CASE OF RED FLAG

MotoGP™ - 20 - 110.86 Km / 68.89 Miles - 15

Moto2™ - 17 - 94.23 Km / 58.55 Miles - 13

Moto3™ - 15 - 83.15 Km / 51.66 Miles - 11

Vineri 10.11:

04:45-05:30 MotoGP™

Free Practice Nr. 1

09:00-10:00 MotoGP™

Practice

Samabta 11.11:

04:10-04:40 MotoGP™

Free Practice Nr. 2

04:50-05:05 MotoGP™

Qualifying Nr. 1

05:15-05:30 MotoGP™

Qualifying Nr. 2

07:15-07:30 Moto3™

Qualifying Nr. 2

08:10-08:25 Moto2™

Qualifying Nr. 2

09:00-09:45 MotoGP™ 10 Laps

Tissot Sprint

Duminica 12.11:

04:40-04:50 MotoGP™

Warm Up

06:00-06:35 Moto3™ 15 Laps

Race

07:15-07:55 Moto2™ 17 Laps

Race

09:00-09:50 MotoGP™ 20 Laps

Race

Morbi nu a mai performat pe Yamaha de cand a avut accidentarea aia urata. De acolo spuneam ca e saritul din lac in put cu cei doi.

cred tot mai convins ca Yamaha au sarit din lac in put:

Iker Lecuona to replace Alex Rins at the Grand Prix of Malaysia and Qatar. The Spanish rider will substitute compatriot Rins, who is still recovering. Iker previously helped the team at the Silverstone, at the Red Bull Ring and at the Circuit of Barcelona

daca ramane Triumph au varianta de 660 https://triumphromania.ro/motociclete/trident-660/ sau 400 https://triumphromania.ro/motociclete/speed-400/ ceea ce nu cred ca e monocilindru.

Speedweek:

Works agree: MotoGP World Championship 2027 with 850 cc
By Günther Wiesinger November 2nd, 2023 - 7:30 p.m

In the MotoGP World Championship, 990 cc was used from 2002 to the end of 2006, then 800 cc for five years, and 1000 cc since 2012. There will be another displacement reduction in 2027.

At the Austrian GP in mid-August, Ducati racing boss Gigi Dall'Igna explained when asked by SPEEDWEEK.com whether agreement could be reached among the five manufacturers on the idea of reducing the MotoGP engine capacity from 1000 to 850 cc for 2027 with a slight smile: “Three and a half manufacturers are in favor of it…”

The “half” manufacturer was Pierer Mobility AG with the brands KTM, Husqvarna and GASGAS, which was still stubborn at the time because it was hoping for two additional MotoGP slots from Dorna in return for concessions in this area. The clear rejection came from Aprilia Racing CEO Massimo Rivola, who wanted to achieve the reduction in engine power by increasing the bore (now a maximum of 81 mm) and maintaining the 1000 cc in order to limit the development costs for new performance parts.

“We agree to the reduction to 850 cc,” explained Pit Beirer in an interview with SPEEDWEEK.com. “We think this is a relatively sensible reduction. Because if you take away 150 cc, torque and power are taken out of this class. You can develop very cool MotoGP regulations with 850 cc. There is now a stable majority for the 850 cc.”

Beirer confirms after the most recent MSMA meetings: “In principle, Aprilia would like to stick to the 1000 cc engine. That was originally our idea too. But after a lot of discussion, we moved into the 850cc direction, which definitely has positive aspects. Of course, it was initially a cost factor for us not to change the engine so radically because it would have been cheaper to continue working on the basis of an existing engine. And the cost side concerns not only Aprilia, but all of us.”

KTM's top speed record at 366.1 km/h
In the discussions about the MotoGP technology regulations for the five years from 2027 to 2031, two cornerstones should be in the foreground: The MotoGP rockets should not get any faster, because the top speed record of Brad Binder (KTM) has stood since then Mugello 2023 at an incredible 366.1 km/h. In addition, costs should be reduced rather than increased. That's why a budget cap was even negotiated, which also exists in Formula 1, but which is difficult to control. Negotiations are underway to eliminate devices and limit winglet sizes. One thing is certain: fossil fuel will be obsolete after 2026, and the fuel must then consist of 100 percent synthetic fuel.

At the beginning of the 2023 season, the manufacturer's association MSMA discussed reducing the displacement (since 2012 at 1000 cc), but this was then rejected because the construction of completely new engines and performance parts would lead to higher development costs, they said majority view.

But the idea came up again in the summer and there was talk of a new MotoGP displacement limit of 850 cc for the period after 2026.

As a reminder: The MotoGP four-stroke era started in 2002 with 990 cc, from 2007 up to and including 2011 it was used with 800 cc.

By the way: The top speed in MotoGP has increased by around 40 km/h in 20 years, because Tohru Ukawa achieved this on the 1.1 km long Mugello straight in 2002 with the 990 cc five-cylinder Honda RC211V only 324.5 km/h.

Marc Márquez increased the record to 350.6 km/h in Doha/Qatar in 2015 with the 1000 cc V4 Honda.

The glorious MV Agusta times are long gone: Giacomo Agostini raced to victory in Monza in 1971 with the 90 hp three-cylinder 500 cc four-stroke MV with a winning average of 204.5 km/h. And on the ultra-fast, 14.1 km long Ardennes route in Spa-Francorchamps, the 500cc bikes even achieved an average speed of 220 km/h in the mid-1970s.

In the end, the Dorna managers will have the final say if the factories cannot agree on the winglets and devices. Because those responsible at Dorna can introduce a veto and invoke the safety factor. Safety definitely plays a role, for example when it comes to top speed (reduction in displacement) and aerodynamics (because of the dangerous turbulence and “dirty air”).

Mda zvonurile deja au inceput:

(via: DAZN)

Fermin Aldeguer has received a solid offer to become a part of Repsol Honda for the years 2024 and 2025

cred ca poti pune si 1290 pe grupul ala. poate mai aduni unu doi membrii

cred ca se potriveste mai bine aici acest articol:

https://www.motorsportmagazine.com/articles/motorcycles/motogp/its-better-to-be-calm-otherwise-you-go-crazy/

MotoGP's most experienced crew chief: 'Better to be calm, or you'll go crazy!'

...

Antonio Jiménez: “During the last three years MotoGP has become even more complicated. For example, the tyres… the tyres are subject to much more stress [due to downforce aero and ride-height devices], so the hard front tyre from maybe three years ago is now a medium-soft, because the loads are so much greater – the riders brake later and enter the corners with more force.

“The evolution is too big, so some components on the bikes don’t follow that evolution and for me this is one of the difficulties of MotoGP today. This isn’t a criticism of the tyres, but the tyres are basically the same as three or four years ago, while the bikes have made a big, big evolution.

“Then there is the choice of which tyres we use for the race, which is also a problem now, but the good thing is that it’s the same story for everyone.

“But the evolution of the bikes is so big and I don’t know how they will limit this evolution, because the stress for the riders is so much now. We saw in India [where Jorge Martin collapsed in pit lane after the GP] how much stress they were under.

“Here [we are talking in the Mandalika paddock on the eve of the Indonesian GP] the track is at 60 degrees and we have 300-horsepower engines in the bikes and a lot of electronics components that produce a lot of heat, so it becomes very difficult for the riders, both physically and mentally.

...

What are the biggest things that take up your time during a weekend?

“In the past you started on Friday and you worked on the bike to make it turn better, to make it more stable and so on, mainly with suspension settings. Now you must have the bike almost perfect from FP1, so the base must be 90% fixed and then you work with the electronics and tyres. Years ago, we used to change the geometry a lot, but now we only do this if we are in the shit.”

What about aerodynamics?

“We can only homologate two sets of aero, so we can only use them. So you already know what works and what doesn’t. Sometimes you change from one to the other, but nowadays the main work from day one is tyres: tyre choice, tyre pressure and tyre life.”

And because tyres quantities are limited you’re playing with them like you play with engines?

“Exactly. Sometimes in FP1 you don’t use the good tyres because you need to save them for later, so you must manage all of this. But again, the good point is that the regulations are the same for everybody, so you cannot complain about the tyres.

“For me, the most important thing to do after FP1 is to work on tyre choice, tyre management, tyre temperature and tyre pressure over many laps. These are the most important things.”

“But sometimes you must forget this area a bit. For example, at Red Bull Ring, Motegi and Chang [Buriram] you may have brake problems, because at these tracks you are on the limit with the brakes and when you’re on the limit with the brakes then it’s related to the tyres, because you generate so much heat with the big discs. You try to keep the heat from getting to the tyres, but sometimes by cooling one part of the bike you heat up another, so you must find a balance.

“Being in the factory team can also makes things difficult, because sometimes our engineers say, ‘We have a new swingarm for you to try’, or Öhlins say, ‘We have a new fork for you to try’. But how can we have the time to try these things? It’s impossible!

“Then it’s electronics: engine-brake, power delivery, torque control and anti-wheelie. Everything is related.

“And every race is different. We go from Mandalika, with 60°C on the track, to Phillip Island where we try to keep the brake discs warm! But Phillip Island is no stress for the brakes and no stress for the wheels getting hot, so everything is a bit more relaxed. Then we go to Chang where it will be f**king, f**king stressful, because everything there is an extreme problem: tyres, brakes, bike stability, acceleration, the heat for the rider, everything!”

.....

With all this new technology it seems like the rider and engineer are much more integrated now, like F1 drivers and engineers, so do you need to tell your rider what to do with the aero, ‘Don’t lean off too much here because you will stall the wing,’ and so on?

“If we try some new aero that might have a big effect we tell the rider to be careful if he does this or that, but we are only allowed to homologate two sets of aero, so this doesn’t happen very often. But yes, we must be careful with new aero, because it can change the balance of the bike.”

...