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View Poll Results: Who will lift the MotoGP 2016 Crown?
Jorge Lorenzo 13 17.11%
Valentino Rossi 37 48.68%
Marq Marquez 25 32.89%
Dani Pedrossa 0 0%
Andrea Iannone 0 0%
Any other (Please specify)? 1 1.32%
Voters: 76. You may not vote on this poll

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Old 21st November 2015, 19:14   #16
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Mat Oxley on the new tire situation:
http://www.motorsportmagazine.com/ra...corner-speeds/

Excerpts-
Michelin may surpass Bridgestone, but not for long because Dorna's long-term plan is to reduce MotoGP corner speeds

At Valencia last week Michelin more or less matched Bridgestone's lap times, albeit at the cost of a pile of trashed carbon-fibre and scuffed leathers.

Making exact comparisons between lap times with the French tyres and the Japanese tyres is fruitless, because most riders were also testing Dorna's compulsory software.

In brief, Marc Marquez was the fastest man on Michelins, four tenths quicker than his best race lap, but half a second off his qualifying best. Maverick Vinales was the best improver: second fastest in the tests, 1.6 seconds better than in the race and two tenths quicker than in qualifying. Yamaha riders Jorge Lorenzo and Valentino Rossi struggled most, both slower than their race pace.

The stopwatch numbers made the Michelin men happy, the complaints they received from riders about lack of front feel (the main cause of the many accidents) less so.

What Michelin may or may not know is that they have only a year or two to show what they can do - to make Marquez and the rest go faster than ever before - before Dorna put the brakes on. Dorna's long-term desire is to reduce corner speeds. Not because they think that 65 degrees of lean angle is too much but because riders are running out of room to crash.

Very soon the fastest tracks - Phillip Island, Mugello and Brno - won't have enough runoff. Bikes are hitting barriers, sometimes riders too. Most famously, Rossi's Yamaha vaulted the Armco at Brno a couple of years ago, narrowly missing a BMW car chauffeuring VIPs around the track access road. That's what you call a VIP experience.

There are two solutions to this problem. You either take Mugello and those other tracks off the calendar, because topography and costs make it prohibitive to continually expand gravel traps, or you reduce corner speeds.

It's a no-brainer, to me at least. MotoGP's fastest tracks are the best. They produce the best action and the best racing. Look at Valencia, a typically modern 'intestinal' racetrack that winds its way around itself, leaving nowhere to overtake (never mind the conspiracy theorists of recent weeks).

Dorna's Director of Technology Corrado Cecchinelli has a favoured solution: to reduce wheel rim sizes to reduce contact patch, grip and therefore corner speeds. Compared to changing bore and stroke or rewriting rider-aid software, it's a breeze.

This, of course, is in the future, but what about now? The switch of control-tyre brands is already making MotoGP look different. At Valencia last week riders were visibly slower into corners but were they having a lot more fun on the exits. None more so than Jack Miller who rode his Honda RC213V like a dirt bike, suggesting the Michelin rear has more feel than the Bridgestone rear.

Some riders will gel better with the French rubber than others - some winners will becomes losers and vice versa. It has always been thus. A change of tyres can be a bigger problem for riders than a change of bike.

James Toseland's MotoGP career turned to dust in 2009 when he switched from Michelin to Bridgestone and suffered a terrifying high-speed highside during preseason tests. In 1998 Simon Crafar (below) won the British 500 GP and nearly beat Mick Doohan at Phillip Island while using Dunlops. He changed to Michelins for 1999, struggled to get inside the top ten and lost his ride midway through the season.

Crafar's story is particular interesting in the light of Michelin's front-tyre issues. The New Zealander revelled in Dunlop's front slick because he could take advantage of the tyre's strange behaviour entering corners. Going into a corner the load on the front tyre increases, flattening the rubber against the road and expanding the contact patch. When the rider gets off the brakes and on the throttle the load transfers towards the rear, so the front tyre returns to its normal profile. Crafar somehow managed to harness this 'bounce' moment (as the Dunlop reformed to its usual shape) to help him turn the corner. Safe to say, not many riders could do that.

At Valencia some MotoGP riders complained that the front Michelin's contact patch didn't stay constant for long enough. It went big, small, big, small as they rode through corners, so the riders didn't know where they were, which no doubt explains the lack of feel and the number of crashes.

Bridgestone's front and rear slicks had stiffer sidewalls which gave riders what they called a platform - a consistent contact patch - with which to work. Unlike the Michelin front, Bridgestone's front was pretty much impossible to overload. So, surely, all Michelin need do is build stiffer sidewalls.

If only it were that easy. At Valencia Rossi wondered if the Michelin front will ever change much.

"The front [carcass] is a bit softer than the Bridgestone - this is the DNA of the tyre and I think it will remain always," he said. "The rear has very good grip and very good traction in acceleration. The front is the big difference, so we need to understand how much load this tyre needs to turn the bike at the maximum. The tyres are a great, great difference for next year; it will be interesting for sure."

Rossi likens the feel of the current Michelin front to the feel of the company's front slick in 2007, when he last used the French tyres. That was the year Casey Stoner stormed to Bridgestone's first MotoGP title. The previous year Stoner had spent his rookie season losing the front on his Michelin-equipped Honda RC211V and scratching his head in bewilderment.

No one is perfect though. Bridgestone had a terrible few years as control tyre supplier - from 2010 to 2012 - when their rear tyres were too slow to heat up and too quick to cool down. Those tyres had a horrible habit of tossing riders over the highside - most famously Rossi at Mugello in 2010 - and there's no racer in the world who would choose a rear-end highside over a front-end low-side.

At the Valencia tests it looked like the Michelins helped the Honda more, offering the rear grip the RC213V sometimes lacks, while hampering Yamaha's huge, arcing corner entries. But, like I said, take no notice. Nothing matters until the sun sets in Qatar on 20thMarch.
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Old 23rd November 2015, 22:06   #17
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Looks like the wheels are turning on Casey Stoner's move to Ducati:

Quote:
After a five year collaboration with Honda Racing Corporation, Casey Stoner will part ways with the Japanese manufacturer at the end of 2015
Casey joined the factory squad, the Repsol Honda Team, in 2011 and adapted immediately to the RC212V bike winning ten races, and taking one 2nd place and five 3rd places. His victory in the Australian Grand Prix was his fifth in succession at his home race where he clinched the World Championship, Honda’s first since 2006.
Throughout his career with Honda, Casey has achieved a total of 15 victories (10 x 2011, 5 x 2012), 2 second positions (1 x 2011, 1 x 2012), 9 third positions (5 x 2011, 4 x 2012) in total 26 podiums. In addition to 17 pole positions (12 x 2011, 5 x 2012) and 9 fastest race laps (7 x 2011, 2 x 2012). He also celebrated a second place finish and one pole position aboard the satellite LCR Honda in 2006.
Honda Racing Corporation would like to thank Casey for all that he achieved during his time at Honda, and wish him and his family the very best for the future.

Shuhei Nakamoto: "We have great memories of Casey’s time with Honda. From the moment he arrived in 2011 in the Repsol Honda Team we had a very close relationship and we always enjoyed speaking to him about racing and technical matters. Of course his Championship win in 2011 was a very special moment for us and a highlight of my career. Even after his racing days were over, I enjoyed attending his tests to take with him and spend time together. We would like to thank him for everything he gave to us over the past five years and send our best wishes to him and his family."
http://www.motogp.com/en/news/2015/1...-stoner/190375
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Old 30th November 2015, 12:02   #18
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Default Re: The 2016 MotoGP Thread

Looks like Stoner's move to Ducati has been completed! (A while ago, too!)

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Old 18th December 2015, 22:12   #19
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Default Re: The 2016 MotoGP Thread

It would be great fun if Maverick Vinales on a Suzuki should win the Motogp 2016 title. It could also entice more teams to participate if a relatively new team can win.

Hope it turns out to be a humdinger just like the 2015 season (without the bad press and ugly tactics)

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Old 9th January 2016, 20:10   #20
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Factory teams might find it hard to dominate the field in 2016, especially with the development freeze (honda suffered badly last year), either they get it right in the limited testing time allowed or its a struggle for the entire season.
For 2016, the 'full concessions' are as follows: (Only for Aprilia and Suzuki)
Can use 9 engines per rider per season.
Engines are exempt from the engine development freeze.
Teams may test with contracted riders and test riders at any time and any circuit, using the team's Test Tyre Allocation (120 tyres per rider).
A great opportunity for Suzuki to challenge for victories in my opinion or atleast I'm predicting 6-8 podiums.
P.S: Defending champion Lorenzo ditches HJC helmet for Shark branded one, Rossi's misano helmet something to do with that?

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Old 20th January 2016, 22:10   #21
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Default The 2016 MotoGP Thread

Here's an in-depth look at all the new regulations for 2016 - a very detailed and meticulous one at that!

The Massive 2016 MotoGP Rule Update: A Single Class With Concessions, Back Protectors Now Compulsory

With major changes to the technical regulations for MotoGP in 2016, it has taken some time for the FIM to produce a new and revised version of the rulebook. The first provisional version was made available today, the new rules bringing together all of the new rules agreed over the past few years into a single set of regulations. Most of the new rules have already been written about during the year, but putting them into a single rulebook helped clarify them greatly.

The biggest changes are to the technical regulations. The abolition of the Open class means everyone is back on a single set of rules. Or rather, nearly everyone. There are still two types of manufacturers: manufacturers subject to the standard rules, and manufacturers who have not yet had sufficient success, and therefore have been granted a number of concessions. Those concessions are more limited than the Open class, though, and relate now only to testing and to engine development. Everyone will have the same amount of fuel, the same tire allocation, and everyone will use the same electronics, the spec hardware and the unified software.

Though many fans are disappointed that there isn't just a single set of rules, the concessions which remain are absolutely vital to the long-term health of the series. With Honda, Yamaha, and since last year, Ducati, all subject to a freeze on engine development and limited testing, Suzuki and Aprilia (and KTM, when they join the series in 2017) stand a chance of cutting the gap to the more successful factories. Without concessions, the smaller factories wouldn't stand a chance of catching the others, especially not a factory with almost limitless resources like Honda. Indeed, without the concessions granted to Ducati, there is a very good chance the Italian factory would have left MotoGP in 2014, after three long years without results. The previous era, when the factories all competed under a single set of rules, ended up with just 17 bikes on the grid, and manufacturers showing more interest in leaving MotoGP than in joining. That situation has been completely reversed.

A more intriguing change has been the introduction of clear rules on the safety equipment to be used by riders. Back protectors and chest protectors are now compulsory, and minimum standards have been imposed for helmets, leathers, boots and gloves. Rider safety equipment will now be much more closely regulated and monitored.

The basic technical regulations:

The biggest technical rule change is the switch to the unified software. Every MotoGP bike must use the standard hardware and homologated sensors (with some exceptions, details of which below), and run using the unified software written by Magneti Marelli. That software has been written with input from Honda, Yamaha and Ducati, and until the end of the coming season, those three will retain a strong say in the functionality. If the three factories unanimously request a specific piece of functionality, then Magneti Marelli will have to implement it. Conversely, if Dorna propose to change the unified software in a particular way, Honda, Yamaha and Ducati can veto that change.

With everyone on the same software and hardware, and the bikes now all much closer in the amount of power they produce, the special tire allocation has been scrapped. All 22 bikes will have the same tires to choose from: a softer option and a harder option. They will all have a maximum of 22 liters of fuel at their disposal, and the minimum weight has been reduced by one kilogram to 157kg.

The only differences between the teams with concessions and those without are in the number of engines allocated per season, the ability to develop an engine during the season, and in the amount of testing allowed. Teams without concessions – Honda, Yamaha, and Ducati – will have all engine development frozen at the start of the season, and will have to submit homologated engines before the season starts. They will have seven engines for each rider for the full season. They will also be limited to just five days of private testing with their contracted riders (i.e. the riders racing for each team during the season), though they are allowed to test at any track they choose. This testing is in addition to the official tests organized by IRTA, during the preseason and on the Monday after three races in Europe.

Teams with concessions - anyone running an Aprilia or a Suzuki - will be free to continue engine development during the season. They will also have nine engines per season, instead of seven. Perhaps most importantly, they will have unlimited testing - or rather, testing will be limited only by the special tire testing allocation, which is 120 tires per season, per rider, a limit which also applies to the non-concession teams.

Teams with concessions will have those concessions taken away from them if they obtain a certain level of success. That success is measured by concession points awarded for podiums. A win is worth three concession points, a second place worth two, and a third place worth a single concession point. If a manufacturer racks up a total of six concession points from any of its riders during the season, then they will lose unlimited testing from the moment they score their sixth point, and lose the other concessions (engine development and extra engine allocation) from the following season.

Conversely, if a successful manufacturer takes a wrong turn in development, they will have a chance to catch up again. Any manufacturer not scoring a podium during the current season will be granted the concessions for the following season. So should Honda, Yamaha or Ducati not score a podium in 2016, they too would have unlimited testing and free engine development for the 2017 season.

Tire allocations - Michelin brings more rubber

The switch from Bridgestone to Michelin as official tire supplier also has an impact on the quantity and type of tires supplied. Apart from the fact that wheel sizes have changed - for 2016, MotoGP bikes must use 17-inch wheels, rather than 16.5-inch wheels - the supply of tires has been increased and changed. In addition to an extra rear tire, and the dropping of special tires for the Open class bikes, the riders will now have an intermediate tire available for half-wet, half-dry conditions.

The basic philosophy for the tire supply remains the same. Michelin will bring two compounds to each race track, and riders will choose which compound they would like the most of after the first day of practice. Each rider will have ten front tires and twelve rear tires (one more than last year). After the first day, they can choose to have up to seven front and seven rear tires of their preferred compounds. The remainder of their allocation will be made up of the other compound available. The split will either be 7-3, 6-4 or 5-5 for front tires, and 7-5 or 6-6 for rear tires.

Michelin can choose to bring an optional extra compound for their tires, for tracks where conditions are either difficult to predict or place specific demands on the tires, such as Phillip Island or Sachsenring. In that case, riders can choose up to three front and five rear tires of the extra optional compound.

As for wet tires, riders will have seven sets available each weekend. Again, there will be two different compounds available, with riders able to choose a maximum of six of compound A, or a maximum of three of compound B. Riders will also have three sets of intermediate tires at every event.

Electronics - A level playing field?

In 2016, MotoGP will race using something approaching a level playing field. Everyone will be using the same Magneti Marelli ECU, and using the same unified software. All sensors will have to be homologated for use and made available to any other manufacturer at a reasonable cost, with a few exceptions.

The first exception is that each manufacturer is allowed to nominate one additional sensor, which does not have to be made available to other teams. However, that sensor can only be used for datalogging. This means that, for example, Honda can no longer use their Torductor (the torque sensor on the output shaft) to monitor torque output and use that as an input into the engine management strategy, as they have been doing for the past few years.

The second exception is that there are a list of so-called "free devices" which do not have to be homologated. Those include all power modules (e.g. controllers which do something - fuel injectors, ignition coils, throttle valve actuators, fuel or coolant pumps, etc), the alternator/regulator, the wiring harness, and the dashboard and extra message displays. Manufacturers are free to choose and use these as they wish.

Two more sensors are listed as free devices, and these are arguably more troubling. Each manufacturer can use an additional two inertial platforms, which do not have to be homologated. The inertial platform (often referred to as an IMU) consists of a range of sensors such as gyroscopes and accelerometers, and is used to gauge the physical state of the bike: the yaw and the pitch; the lean angle it is at; whether it is pitching forward under braking or lifting the front wheel under acceleration, and by how much; how much it is accelerating, and in which directions, and so on.

The rules also list "any device specifically allowed by the Organizer". This would give Dorna the power to allow a manufacturer to use a sensor however they wanted to. However, the power lies specifically with Dorna, and the manufacturer would have to present a good reason for asking for the sensor to be used. It is conceivable that Honda could ask to use their Torductor under this clause. Whether Dorna would allow them to is another question, however. We shall see at Sepang.

The fear among some manufacturers - Ducati, in particular - was that having inertial platforms as free devices would allow some factories (and in particular, Honda) to hide extra functionality in the inertial platform. Because of their great complexity, inertial platforms (or IPs) often have a significant amount of processing power. They have to monitor and assimilate a large amount of fast-changing data. The fear was that a manufacturer could use the IP to preprocess the sensor data and manage traction control or engine braking strategies in the spec ECU. By feeding the spec ECU subtly modified data, the strategies in the unified software could be manipulated to give more control. This would effectively allow a manufacturer to bypass the unified software, albeit partially.

The technical regulations have tried to counter this by demanding that the CAN bus protocols (the communication channels by which the sensors communicate with the ECU) be homologated. This does not mean that the functionality of the inertial platform will be limited - any extra strategies a manufacturer programs into the IP will remain in place - but it does mean that the messages the IP sends to the ECU will be known, and Dorna can ensure that the CAN bus is not used to bypass the ECU altogether. The spec ECU will still be in overall control.

Wings and valves - the Suzuki exception?

The sudden proliferation of winglets on both the Ducati and the Yamaha have forced a minor change to the aerodynamic rules. While there is no intention to start regulating aerodynamics too closely - that way madness lies, as F1 has found to its considerable cost - there are some safety concerns with the winglets. The rules already say that winglets may not protrude beyond the widest part of the fairing, and the fairing may have a maximum width of 600mm. A new clause has been added to ensure that the edges of the winglets may not be too sharp. Each edge may have a minimum radius of 2.5mm, meaning the edges must be rounded, rather than pointed.

Though the rules have been updated, there are still plenty of loopholes. Suzuki appear to have found one of them: at the introduction of Suzuki's GSX-R1000, due to hit the streets in the middle of 2016, Suzuki engineers told the media that the new Gixxer included "technologies developed in MotoGP, such as VVT". VVT, or variable valve timing is banned in MotoGP, however. Or rather, variable valve timing which is controlled by electronic or hydraulic means is banned.

Suzuki have found a way of implementing mechanical VVT, however, using centrifugal force acting on steel balls running in guide grooves to rotate two plates slightly. One plate is connected to the timing gear, the second is connected to the intake camshaft. By rotating the camshaft, the timing of the intake valves can be altered, reducing valve overlap at low revs, increasing it at higher revs. This allows the engine to make more power at the top end, using exhaust tuning to suck more mixture into the cylinder, while boosting midrange, by reducing overlap. The elegance of the system is that it is also continuously variable, as centrifugal forces overcome the force of springs incrementally as engine speed increases.

For a fuller explanation of how Suzuki's system works, see the story on the Motorcycle News website. For a detailed explanation of the benefits of variable valve timing, and why overlap is needed at high revs and not at low revs, see Kevin Cameron's excellent explanation on Ducati's DVT system on the Cycle World website.

Will the Grand Prix Commission act to plug this loophole? It seems unlikely. The idea behind it is stunningly elegant in its simplicity (so simple, indeed, that I once devised a similar system for varying the opening duration of a two-stroke disc intake valve as an idle youth), and yet powerful in its potential. Unlike electronically or hydraulically controlled systems, there is much less potential to throw vast amounts of money at developing such simple mechanical system. Suzuki's advantage is likely to be short lived, however. The other manufacturers are almost certainly looking at ways of getting around Suzuki's patents at this very moment.

Penalty points - The "Rossi rule" introduced

As we have written several times before, the strange position of riders with expiring penalty points can find themselves in needed to be addressed. The situation of Valentino Rossi increased the urgency of addressing the problem. The three points Rossi was given at Sepang were added to the single point he picked up at Misano, and meant he was forced to start from the back of the grid at Valencia. However, when his single point from Misano expires in September, he would then have three points again. An extra point would then take him to four points, which would incur another back-of-the-grid penalty.

This would clearly be unfair, and not the point of the penalty point system. So a clarification was added to the penalty point system. Each penalty can be served only once by a rider, until they have passed the ten points needed to be banned for a single race. In Rossi's case, once his Misano point expires, he will be back to three points. If he then picks up an extra point, then he will not have to start from the back of the grid again. Only if he accumulates another four points, taking his total to seven, will he have to serve the next penalty, which is to start from pit lane.

Safety equipment regulated - introducing rules on leathers, helmets and protective gear

The one anomaly in the Grand Prix rulebook was the lack of rules on the gear riders wear to protect themselves. There were rules on helmets, and that riders had to wear leathers, boots and gloves, but little guidance on exactly what level of protection they were supposed to afford. The most glaring omission was the fact that a back protector - one of the most fundamental pieces of safety equipment a rider can wear to protect them from severe spinal injury - was not compulsory, but only "highly recommended".

That has now been rectified. Now, both a back protector and a chest protector is a compulsory part of safety equipment, along with helmets, leathers, gloves and boots. It has been customary for every rider in racing to use a back protector for many years now, but only a few were using chest protectors. Those that didn't will now be forced to.

At least as important is the introduction of rules on certification and homologation of safety equipment. There were always accepted standards for helmets, but now, there are set standards for leathers, gloves and boots as well. There are also rules for impact armor used inside leathers as well. All gear must now comply with industry standards, including ISO and EN standards. MotoGP's Technical Director Danny Aldridge has the power to inspect and enforce quality standards on safety gear.

Aldridge's powers go further. He also has the power to inspect gear a rider has crashed in, and prevent them from using it again if it is too badly damaged. This power has also been granted to the manufacturer of the equipment: if the on site staff from Alpinestars or Dainese believe a rider's suit is too badly damaged, they can prevent them from using it.

Leathers manufacturers will now also be forced to keep a database of every suit used by each rider they supply. That database must also be supplied to the Technical Director, so that the suit usage can be checked, to ensure riders are not using suits which have been found to be substandard.

There is as yet no mention of airbags in the technical regulations, but rules are likely to be set on this at some point in the future. The pending lawsuit between Dainese and Alpinestars over airbag technology will have complicated the issue. But at some point in the next few years, airbags too will become compulsory.

The new rules on rider safety equipment are an enormous step in the right direction. Though riders were already acutely aware of the need for proper and safe riding gear, formalizing the situation means that safety innovations can be tracked and implemented more quickly. The rules apply to all three classes, and so everyone in the Grand Prix paddock will enjoy the same levels of protection.

Source: https://m.motomatters.com/analysis/2...date_a_si.html

Link to the FIM regulations: http://www.fim-live.com/en/library/d...52/no_cache/1/
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Old 23rd January 2016, 18:44   #22
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Yamaha and Pramac reveal their MotoGP bikes for the 2016 season.
The 2016 MotoGP Thread-imageuploadedbyteambhp1453554783.766188.jpgThe 2016 MotoGP Thread-imageuploadedbyteambhp1453554799.064059.jpgThe 2016 MotoGP Thread-imageuploadedbyteambhp1453554818.101783.jpgName:  ImageUploadedByTeamBHP1453554836.136457.jpg
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Old 1st February 2016, 17:31   #23
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Results from the first day of testing at Sepang.
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Old 1st February 2016, 17:31   #24
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Default Re: The 2016 MotoGP Thread

Day 1 of Sepang Test ended with rain spoiling the last 20 mins. Results on the site!
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Old 2nd February 2016, 18:15   #25
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Results from Day 2 of the Sepang test.
Loris Baz walked away from a horrendous 290kmph crash!
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Old 3rd February 2016, 17:37   #26
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Combined results from the three days of testing at Sepang-
Pleasantly surprised to see smaller teams doing better than some factory teams!
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Old 13th February 2016, 10:05   #27
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Default Re: The 2016 MotoGP Thread

Rossi: “If I continue, it will be for two seasons”

Valentino Rossi spoke with SKY Sport MotoGP HD, the channel that shows the MotoGP™ World Championship in Italy, about the coming season and where he may be beyond 2016. “At the end of 2016 my contract will expire,” said the Movistar Yamaha MotoGP rider, “So I will have to decide whether to continue for another two seasons or not. If I continue, it will be for two seasons as all the contracts are for two years.”

Source: http://www.motogp.com/en/in+the+medi...seasons/192739
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Old 3rd March 2016, 17:43   #28
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Some new rules following the frenzy that ensued towards the end of the last season:

Quote:
The range of punishments handed out for accumulating Penalty Points in MotoGP has been reduced to simply a race disqualification, if a rider reaches ten points within one calendar year.

The new ruling means that the previous punishments for a rider reaching four Penalty Points (back of the grid start) and seven points (pit lane start) have been removed.
Quote:
Meanwhile a new 'condition' has been added to the Sporting Regulations warning that: 'Teams and Riders must not make statements or issue press releases that are considered to be irresponsible and hence damaging to the Championship'.
Source: http://www.crash.net/motogp/news/228...tatements.html
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Old 18th March 2016, 10:19   #29
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Default Re: The 2016 MotoGP Thread

1st Race of the season on Sunday Night. Hope it is exciting. FP1 top spot to Lorenzo followed by rossi and Iannone

Can somebody please put up a poll to this thread?

Any result Forecast?
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Old 18th March 2016, 21:42   #30
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Default Re: The 2016 MotoGP Thread

In distance I can hear a rumble, a million revolutions build on..

First practice session seems to have picked from where it ended last season; Jorge leads Vale.

Dani and Marq are in distant seventh and eighth places.

Vinales on his Suzuki has been amazing. Can he upset the podium favorites.

Iannone.. Well, he can only remind me of this-

Last edited by GTO : 19th March 2016 at 09:43. Reason: As requested :)
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