as I explained Carmelo Ezpeleta whom World of sports In the past few days DORNA, the FIM and the manufacturers have started to discuss the regulations that will govern MotoGP from 2027 to 2032, meaning they are deciding what MotoGP ten years from now. Therefore, they must sit at the table with a long-term perspective, taking into account that many of those carrying out analysis, negotiations or discussions will no longer be at the World Cup at that time… An interesting position , certainly.
In a forum where everyone defends their interests -DORNA in their business, the FIM in theory the good of the sport, and the manufacturers in theirs-, however, there is a consensus that the increase in motorcycle performance must be stopped . . I was going to use the term “stop development” but that’s incorrect, because the goal is to limit performance, not development.
If we look at how the top speed of motorcycles has evolved MotoGP in recent years, it’s scary to think how far engineers can go ten years from now. Exceeding the 360 km/h reached today seems like nonsense. We are talking about speeds that can reach 380 – 400 km/h on circuits like Austin, Mugello or Barcelona… 400 km/h!
It is true that the benefits of a motorcycle are not only its maximum speed, but as an engineer explained to us, the maximum speed represents the energy released in a fall. Falling at 300 km/h -which sounds crazy- is not the same as a motorcycle at 360 km/h. All parties involved in the process of determining the future of MotoGP they agree that security is the value that should top the list of priorities.
As said, the new regulations will come into force in 2027, which means that the current regulations will be used for the 2023, 2024, 2025 and 2026 races, a period in which the evolution of MotoGP performance will certainly continue that will grow. The question inevitably arises: will not 2027 be too late to achieve the desired yield restraint?
The engineers we consulted believe that there will not be a significant increase in this regard in the coming years. On the one hand, because the development of aerodynamics, which is mainly responsible for increasing performance, has reached a point where progress will be small; on the other hand, the introduction next season of gasoline with 40% non-fossil fuel will reduce the performance of the engines. Not in an exaggerated way, but something.
Speaking of aerodynamics, it will be interesting to see if the new technical regulations listen to the “anti-aerodynamicists” who demand a return to MotoGP without wings. It would be a drastic change, yes, but it would also be an immediate and cheap way to lower current benefits. Without aerodynamics, the dynamics of motorcycles would radically change. Without the wings or the system to lower the bike on corner exit, riders would be forced to accelerate later or with less force, and without the downforce generated by the wings, riders would have to brake earlier .
fuel consumption
Another, easier, faster and cheaper way is to reduce the amount of fuel available for a race. This is the simplest thing to do, and it will also force engineers to investigate the energy efficiency of their motors.
Another option to reduce performance is to reduce the displacement of motorcycles. That is, to repeat the operation that took MotoGP from the first 990 cc engines to the 800 cc engines. As far as we know, this is an option that most builders prefer. Japanese manufacturers, KTM and Ducati they seem to be in favor, while Aprilia is doubtful.
They explained to us that this would be the most direct way to reduce performance by 10%, which is what they are working on. This is the necessary reduction calculated to reach 2032 with the same maximum speed as today… And then, the necessary steps will be taken again to prevent them from triggering.
Maximum energy efficiency also puts hybrid motorcycles on the table, a concept that currently divides manufacturers. On the one hand, there are those who defend the continued use of thermodynamic motors exclusively, on the other hand, those who, in favor of energy efficiency, appeal to hybrid motors, whose electrical components will be fed of energy generated during braking. A concept that, despite being completely common in our everyday vehicles, is currently dividing manufacturers.
The future table of MotoGP is set and discussions have begun about what that future will look like. Each of the parties presented their point of view, logically based on their own interests. From here, a tug of war must begin. There is not much urgency, since the current regulations will be implemented until 2026, but depending on the final format, engineers will need more or less time. Therefore, the sooner the foundations of future MotoGP are laid, the sooner the engineers can work. Because the changes that are coming will be important.
Source: La Verdad
I’m Rose Herman and I work as an author for Today Times Live. My expertise lies in writing about sports, a passion of mine that has been with me since childhood. As part of my job, I provide comprehensive coverage on everything from football to tennis to golf.
