Training For Motogp Pit Crews – All MotoGP tracks have a section of straight with a small white sign placed right next to the tarmac. ‘Practice Start’ is the area where riders can repeat one of the main elements of a Grand Prix and another area of this sport where it is not easy to fit in a lot of training time.
If an opportunity ever presents itself please come forward to start practicing, usually at the end of each session. It looks vague and clunky: riders get into position and shoot away from their stationary position with a gargle of noise and a note of RPM. This is the antithesis to the speed and flow of the laps they had been doing on the track before but this is probably the time when the motorcycle takes most of software and hardware intensively involved.
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A subtle combination of technique from the rider and intricate technical performance from the motorcycle collide. The bikes are capable of 0-100 in just a couple of seconds so the steps are almost essential while the athlete must consider the timing, strength and use of the mechanical strength of the bike to launch them best to do.
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Compared to the instinctive and fearless launch seen in the likes of MXGP – where 450cc motorcycles fly out of the gate thanks to launch control, RPM indicators and suspension ‘catch’ but still boasting a ‘pure’ correlation between reaction/grip, power and grip. – MotoGP is a bit more complicated.
But, compared to motocross, is the start really that critical? A motocross athlete can holeshot a Grand Prix from right outside the starting gate; the seventh row of the MotoGP grid is equally aware that his chances of a valuable positional advantage are close to impossible.
We asked a selection of riders, as well as Pol Espargaro’s Red Bull KTM Team Principal, Paul Trevathan, to break down what’s going on with a MotoGP bike, how much is up to the rider the compared to the electronic, how the lack of practice (six times a weekend maximum while an MXGP athlete could do ten times that in a week) is a factor and is a reasonable race start is really as crucial as it seems…
Thomas Luthi, EG 0, 0 Mark VDS: I remember my first one, in Malaysia for the first test and the biggest difference was putting 100% trust in the electronics, otherwise you will immediately backflip. It’s a bit scary: you activate the launch control and go to full throttle and then play with the clutch. It’s a powerful bike! You need all the electronics to work perfectly with the anti-wheelie control and traction for a perfect start.
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Cal Crutchlow, LCR Honda: Of course it has to be down to the judgment and reaction to the lights and then it’s how you let out the clutch and how you maintain your speed. I’ve learned a lot with that, and the way I’ve done it over the last year is much better than what I used to do with the Yamaha. With Ducati I was average but Honda, at first, I was bad. I changed the clutch settings a bit.
Bradley Smith, Red Bull KTM: Power output and wheel resistance: a lot of that comes from the bike itself. It is self-regulating and knows how much power and torque it can deliver to the engine so that the clutch does not slip because a slip means you are no longer going forward and there is too much power for nothing The calculations are done, but all clutch and drag movements are down to the rider. That’s why I think you’ll see everyone react well and then those who start well will have that final phase of letting go. the clutch and getting the power down straight. That is not available in the first jump but that is in the drag. Once you’re in first or second gear you’re flat against the engine power anyway so it’s about who has the fastest engine and then slip flow and the kind of those things.
Paul Trevathan, Team Principal Pol Espargaro, Red Bull KTM: It’s a complicated process. The first gear is a long and tall gear so the clutch must work in a good way for the rider to have a good feeling. We have an RPM limiter, which is a launch control system, and it is related to the amount of torque that is delivered as well as wheel control. There are three systems in place so the rider can go full throttle and just drop the clutch: the bike should take care of the rest.
Franco Morbidelli, EG 0, 0 Mark VDS: It is very difficult because there is a lot of electronics going on so it is difficult to tune everything and every detail. Sometimes you can make a mistake or change something in the wrong way and it ends up looking very bad from the outside and on the data. The job we do is to adapt the electronics to the sprocket we have on the track. Different sprocket and gear is actually a form of acceleration and power delivery in first gear. We have to change and I also have to understand the bite point and how the acceleration is with the clutch. Everything has to be fixed.
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Smith: We’re in first gear. There is no way to start second, you wouldn’t be able to turn the gear over. A 450 motocross bike will start in second or third to make that gear a little longer and keep the bike level and tamer. We have the same philosophy but we start with full power in first gear, that’s why we control the launch because it keeps the bike at a certain RPM and away you go
Aleix Espargaro, Aprilia Gresini Racing Team: I have to say that one of the weaknesses of the Aprilia is the launch control. We are working a lot, trying many clutches and every test we are trying many things. On the Aprilia human ability is much more important. I remember on the Suzuki the system was very different and the possibility of making a mistake was much less, but also it was not possible to make a very good start. The stability was better.
Luthi: It’s hard to get the right point with the basket…
Smith: You’re happy for an anti-wheelie; he always manages the situation. At the end of the day we are all motorcycle racers and if traction control wasn’t there we found a way around it. You may not be able to ride at 100% throttle everywhere but you would feel your way through. If you look at BSB you have stock 1000cc motorcycles at around 200 horsepower and they ride around in the wet with no traction control. That is a national competition. We can all ride without this…but the anti-wheelie is something we’re all thankful for because you’re coming out of the corners and the bike might be a little loose and instead of to be carried away you will be converted.
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Trevathan: You find your foundation in testing. What makes it fake is if your rider loses confidence. It’s like motocross; if your man is making a good start he can do it visually because he has the ‘feeling’ and is not a burden. If you have a guy who is making a bad start it is an added stress. A rider like Maverick [Viñales] is a prime example: if you look at his practice starts they are terrible and he always suffers the most at the start of a race but then he has lost confidence and you can see that . He’s doing different things and they’re trying to set it up for him…but you really have to have a good plan.
Jack Miller, Alma Pramac Racing: Everyone is different and we are all trying to improve. We measure the start when we return [to the pits] and it’s within thousandths of a second. You might see that your first jump wasn’t good but then you had good acceleration, so you work on that. You will also work on your mapping. For example in Texas where you have the hill you can almost wheel into the hill and use a little more power compared to some places like Sachsenring where the gearbox is so short and you need a lot less power. You work with the map and also feel clipping and we play with new plates and old plates to get the nice feel.
Trevathan: If you have a bike with a good clutch it’s easier. Our bike is particularly good for this and the riders can either ride the cage or just drop it, depending on what’s going on.