20 Agosto 2017

The point on MotoGP

MotoGP | Suzuki | Yamaha | Honda | Valentino Rossi | Andrea Dovizioso | Rossi | Vinales | Zarco | Championship | Grand Prix | Espargaro | Ducati | Dovizioso | Lorenzo | Pedrosa | Marquez | Honda Repsol | Danilo Petrucci | Yamaha Movistar | Aprilia | Team Suzuki Ecstar | Iannone | MotoGp 2017

With seven races to be contested and 175 points to be awarded, the world's MotoGP riders are still an open deal, although realistically, as potentially all the drivers in the standings could aspire to the title, the pragmatic nature of the statistic imposes on Marquez (174 Points), Dovizioso (158), Vinales (150), Rossi (141) and Pedrosa (139) enclosed in a 35-point scissors and only riders to have won at least a big prize this season. Going more deeply, these five Dovizioso are those who, compared to 2016, have earned more points (79 with updated data at the Grand Prix of Austria), followed by Vinales (+50) and Pedrosa (+30); Marquez lost 23 and Reds 4. Always giving the hand if Yamaha and Honda, even at the same points (211), are respectively first and second in the 24-length Ducati builders' rankings, only Marquez, Vinales and Dovizioso can boast three successes each season this season with Rossi and Pedrosa standing at one-to-one. In addition, the Repsol Honda team is the one with the largest number of podiums with both drivers (14) versus 9 of the Yamaha team and 4 of the Ducati Factory team (which, however, pays for a new pilot, Lorenzo, Which has to adapt to the guidance of the GP17). In Dovizioso's five-plus, in addition to being the one that has fallen less (once) is also what has improved more than the past year, capitalizing on every good opportunity to the point that, given to the hand, this is his Best season since he is in the queen class. Marquez, on the other hand, paid for the Honda unbeaten in the first stage of the championship (where he collected two withdrawals). Rossi and Vinales are an anomaly in statistics because the last three major awards have lost many points on the road, mainly due to M1-related fixing and balancing problems in the 2017 chassis (two different versions have been prepared: First, used at the start of the championship, welcome to Spanish and the second most congenial to Italian). However, it does seem that regardless of the type of chassis used, Yamaha suffers from a chronic loss of performance from mid-race onwards due to the impossibility of handling the lower grip after the tire drop. And here we come alive in the 2017 season alive whose fil rouge is the ability or not of all the teams to succeed in managing and exploiting the Michelin roof completely. On the one hand, Honda suffered from the introduction of the unique control unit that, especially in the first part of the championship, has created major problems in handling worn tires. On the other hand, Yamaha took advantage of an initial mechanical advantage derived from the new chassis, which apparently provided better tire management, but had to recapture and see its official pilots mocked by Zarcò and Folger on the Yamaha customers version 2016 of the Tech3 team. The third world force, Ducati, has worked in a more homogeneous way by merging the mechanical, aerodynamic, and electronic aspects of the deal, even signing an exclusive contract with an Italian software house that has developed a program that measures friction between tire and Asphalt and thanks to which you can predict and simulate tire behavior to evaluate its performance and define setup and strategy for the race. To do this, we must add the great work done in the aerodynamic industry by the Italian manufacturer to regain the lost advantage of the abolition of the wings at the end of 2016. Curiously, Yamaha, Suzuki and Honda have studied seemingly similar solutions while Ducati has gone a long way ( And homologated) that uses a set of fins applied inside a frame / conveyor in the cupola. Something similar, but less extreme, was developed by Aprilia (fourth in the world of constructors in front of Suzuki and KTM), which thanks to Espargarò, despite four withdrawals, is well-represented in the world, approaching more and more to head positions. Of the three Japanese houses Suzuki is the one that currently suffers most. Lack of results (especially compared to the current season with 2016) and new riders forced the team to start off from scratch. The result is a 2017 under expectations and the need to experience components both in the tests and during the weekend racing in anticipation even in 2018. KTM is the new entry of the queen class and can not be evaluated, although it is working on all Areas (bicycle, aerodynamics, engine and electronics) to improve the package in view of the coming years when, we are sure, will be the match exactly as it happened in Moto3 and Moto2. Finally, the private teams contributing to increasing the number of podiums of Honda (15), Yamaha (11) and Ducati (6). We all mention Zarcò of the Tech3 team, which at its first season in the MotoGP, is considered the revelation of the year for the constancy with which it is able to stand with the more navigated and titled riders of the queen class and the ability with which it managed to keep Head to the official Yamaha riders. It is likely that his performances will be dictated by the will to be well represented, even risking falling; But it has to be remembered that he has often struggled and won by exploiting strategies at the limit (he paid) and with a M1 customers version 2016 that seems to be more balanced than that of the official team. Finally Petrucci of the team Pramac who for 2017 has earned an official Ducati and who has already collected the same points in the championship compared to the previous season; Equal to the number of big prizes (given up to the race on the Red Bull Ring circuit) has accumulated 37 points and is steadily in the top ten of the rankings. With seven big prizes at the end of the championship, he can point to (and improve) what he did in 2015 when he finished tenth with 115 points and brought home a podium (this year there are already two).

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