Eddy about tire pressure: problem background / MotoGP

Eddy about tire pressure: problem background / MotoGP

The existing MotoGP tire pressure sensors are inaccurate and subject to change, so developers do not accept penalties if someone is caught and slightly inflated – such as Bagnaia. Ing analysis. Riss

Ducati factory rider Pecco Bagnaia ran all 25 cycles at an illegal low tire pressure during his victory in Jerez, it became clear this week. The allowable tire pressure also dropped below the case of Pramac Ducati factory rider Jorge Martin, who fell in the first round and remained uncertain. – during 24 cycles out of 25 races. Alex Rins and Andrea Dovizioso also violated tire pressure regulations in the Spanish GP. But there are no restrictions because the situation is complicated.

Since the 2016 Mugello GP, the MotoGP World Championship has required diagnostics on the rear and front wheels to monitor tire pressure. Since 2016, the minimum tire pressure for the front wheel slides has been 1.9 bar and for the rear wheel slides 1.7 bar. In Moto2, 1.5 bar is allowed in the back. But the determined values ​​are not reliable, which is why six MotoGP manufacturers have decided not to accept the penalty.

This agreement has been in place for some time. Two of the most well-known sensor manufacturers are LDL and McLaren.

The engineers of the six MotoGP manufacturers are working very secretively on this topic. Because of course it is sad and embarrassing that the details of this secret agreement have now been leaked to the public.

At the same time, desperate attempts are being made to find out where the leaks are. The suspicion that it could be Honda (only 6th in the world championship and thus disappointed) or Aprilia (Ducati’s main rival, Gigi Dall’Igna left in October 2023) cannot be ruled out. Ducati, Yamaha and Suzuki were not present as they lived below Jerez’s minimum legal standards and would not be compelled to do so.

Anyway, at some point the Race Orientation expressed interest in introducing some of the lowest tire pressure levels in the MotoGP class, tracking and punishing errors. In the worst case scenario, non-graduation from the race would threaten, which happened to Fabio Quartararo in Moto2 in Japan 2018.

This idea was presented to MSMA at the time, but all the producers wrote it and opposed it. “Because the boundaries are so narrow, the tolerance is too great and the lies are too easy,” the technician told us. “Once there was pressure on the code on this topic, developers could start to include something and change values. Then no one has more of it. Someone can then talk about manipulation. Or you could say. I’m just using a different modification.”

Example: some pressure sensors work in full terms, some in the relative state.

What you measure with a manual pressure gauge is a relative guarantee. “If your sensor is fully tested, you must provide something to the environment from the bond,” the expert says. “Whether you reduce it more or less, it’s not bad, it’s part of the process. But different results come out. Therefore, the testing system is not at a technical level of reliability. Ducati chief architect Gigi Dall’Igna also criticizes this fact.

The fact that the positions have been separated so far has been made clear to MSMA members, Race Director Mike Webb and Technical Director Danny Aldridge since 2016. Apparently officials once thought it would be easier to track them down and punish them.

As the leader of the Speedup team, Luca Boscoscuro let Fabio Quartararo secure the Moto2 victory in Motegi without objection due to a lack of 0.05 roofs on the rear tire. But big work does not allow leaders to play on their heads.
The issue is still sensitive. The developers gave Michelin some time ago that they should make and monitor the printing themselves. Then there would be no debate.

But it seems Michelin does not dare to do so.

Because Michelin technicians themselves cannot predict what tire pressure you should start with in order to end up within low moral tolerance after a race. So Michelin spends money on factories and teams.

That is the truth so far.

We asked Ing. Sebastian Risse from KTM sheds light on the difficult issue of tire pressure.

Sebastian, the public now knows that these tire pressure sensors do not provide reliable results. It is said that they can even be deceived. Is that right?

The motorcycle manufacturer can go to the distributor and say: “I would like a variant specifically for me.” The client can then define a specific specific application and perhaps design one or the other in a slightly different way.

These systems are not configured or verified. Indeed, there is a “special paper” with some patience. But this is sometimes too big. We are talking about plus / minus 0.175 bar. If you select the appropriate identifiers, you can consider what is going on in the box. Then you immediately got around 0.2 bar.

SPEEDWEEK.com released records of tire pressure from the Jerez race on Tuesday. Does every manufacturer get this list after the race?

I can’t say anything about that. These are internal agreements within the MSMA developers’ association. There was certainly a requirement that these records not be shared with anyone. Nor should it be discussed.

Now the question arises, if no solution has been found since 2026, how can one be suddenly connected to the start of the 2023 season?

Basically, not everything is prohibited when it comes to tire pressure. You could be fined if you do not follow Michelin’s recommendations and run tire pressure under what they order.

The problem is that the regulations refer to tire pressure while running in a race. And it’s hard to predict!

Is there a chance that the six plants will agree on a common sensor in the next few months? That all teams set themselves the limit is clear and understandable.

If the standard sensor is targeted for 2023 and the manufacturer provides appropriate support, we can reasonably assume that there will be a joint solution.

But the direction of the race or the technical director must be able to check if something has been done in recognition by the factory or team. The electrical infrastructure must be such that you cannot drive anything along the way between the sensor and the input.

If that works, it can work.

However, the work for the team remains difficult to accurately predict the value of tire pressure at the end of the race. But it is the same for everyone.

Next, each technician has to decide for himself how much air he makes in each case.

Because one direction is technically important according to the rules, because there are rules for low tire pressure. On the other hand, high tire pressure is important for the driver in terms of performance and safety. Not because the tire can crack, but because if the pressure is too high, there is a lack of grip and a sense of drive.

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