Michelin Back to MotoGP. Ep. 2

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BACKTOMOTOGP #2

“In the last issue, we left off after our first tests at Sepang, ” relates Piero Taramasso.

“The initial feedback from those tests led us to select just one type of front tyre rather than two.”

Arriving in Doha, the Michelin team was somewhat surprised to discover rather unexpected weather conditions for a desert nation, but its «Back to MotoGP» adventure nonetheless maintained its positive momentum as the brand speeds increasingly towards its premier class return.

feedback from the track

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A closely-scrutinised return.

In the paddock, there is a palpable sense of anticipation surrounding the new Michelin tyres since they will unquestionably be the biggest change in 2016.

THE CENTRE OF INTEREST

As will be the case around every Grand Prix in 2015, Michelin’s tyre engineers organised a test session in March at Qatar’s Losail International Circuit, scene of the opening round of this season’s MotoGP World Championship. Michele Pirro and Hiroshi Aoyama were the two riders on duty, but they were unfortunately unable to work through the entire programme that the French tyre manufacturer’s technicians had prepared for them, due to a violent storm. “It rained a lot the night before our test,” recounts Piero Taramasso, manager of Michelin’s two-wheel

racing activities, “and with the track being situated in the heart of the desert, the surface became extremely dirty and abrasive. That made it impossible for our Ducati and Honda test-riders to set fast lap times and assess performance. They were still both able to complete a full race simulation, though.”

“In view of the condition of the circuit, it was difficult to extrapolate a great deal of relevant information from this run,” rues Nicolas Goubert. “Let’s just say that we think we will need a little more rigidity to improve the endurance of our tyres.”

For Piero Taramasso, the mileage covered by Pirro and Aoyama also confirmed the data gleaned from the previous tests in Malaysia.

“At Sepang, the factory riders corroborated the feedback of their test-rider colleagues by steering us towards the rounder of the two front tyres on offer. The information we received from the test in Qatar further confirmed this trend.”

The next test for Michelin’s technicians will be in Texas at Austin’s Circuit of the Americas (COTA), the day after the Grand Prix of the Americas.

lessons learned in Qatar

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It might rain extremely rarely in Qatar, but when it does, it becomes impossible to run due to the reflection from the floodlights on the wet track.

Based upon the results of the Sepang test (photo), Michelin made the decision to only take the ‘rounder’ front tyres to the test at Losail.

“It was a shame that we spent the entire morning clearing a racing line – and even then, we were still sliding about wildly between the puddles...

But then that’s all part of the work of a test-rider!” laughs the 29-year-old Italian.

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MICHELE PIRRO, TEST RIDER DUCATI

For a long time, the size of MotoGP tyres has been 16.5 inches, which corresponds to the diameter of the wheel rims used on bikes in the premier class.

Next year, however, when Michelin returns to grand prix racing, this diameter will increase to 17 inches, or 43cm – but why add just half an inch?

HALF AN INCH ?

A SMALL DIFFERENCE WITH A BIG IMPACT

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“Because more than ever, we need to treat motorsport as a development ground for our road-going products,” responds Nicolas Goubert. “For several years now, 17 inches has been the stipulated dimension in the majority of national championships. Not only that, but tyres for road-going motorbikes are now generally 17 inches too.” The explanation is simple.

No manufacturer is willing to take the risk anymore of producing bikes with 16.5-inch wheels, because in the past, some riders have had accidents after fitting 17-inch tyres onto ill-suited rims. “Half an inch is 12mm,” underlines Michelin Motorsport’s Deputy Director. “That’s a small difference but it has a big impact. In theory, a smaller tyre will have less inertia but will also be less stable. In truth, though, that doesn’t really mean a great deal…” Indeed, given that it is possible to play around with the tyre’s profile, stiffness, breadth and even weight, that theory is entirely relative – and the possibilities endless.

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A GOOD AIR, IS DRY AIR

While some manufacturers use nitrogen cylinders to inflate their tyres, this is not the case at Michelin.

“It is important,” stresses Piero Taramasso, “to inflate the tyres with dry air and, to achieve that, we filter the ambient air through a machine that dehumidifies it, which dries it out.” In its natural state, air is 80% nitrogen and, when the atmosphere is even more humid, like in Malaysia, it is necessary to be more rigorous in terms of regularly changing the dehumidifier filters. “The risk posed by humidity,” continues Piero, “is that it destabilises the pressure of the tyre, and that makes measurements less precise.”

And it is well-known that getting the pressure spot-on is one of the keys to strong tyre performance.

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“MotoGP hasn’t changed so much...”

At the end of the 2006 campaign, Nicolas Goubert handed over the reins at the head of Michelin’s motorcycle racing division to Jean-Philippe Weber.

He returned two years later, when MotoGP switched to a single tyre-supplier and Grand Prix racing bade a fond farewell to Michelin, a brand that had spearheaded a great many groundbreaking technological innovations in the motorcycling world. Now, almost 10 years later, Nicolas is brimful of enthusiasm as he re-joins the MotoGP circus.

«We very quickly found our feet again...»

“What really strikes me,” he reflects, “is that the atmosphere in the premier class is every bit as relaxed and welcoming as it was before.

It truly is far removed from what you may find in some other motorsport disciplines…”

Despite his extended absence, it did not take long for Michelin’s Director of Motorcycle Racing to find his marks again. “I discovered that I already knew a lot of the key players involved.

I have worked with Rossi and Pedrosa in the past, and I was around when Lorenzo arrived on the scene… For me, the sole newcomer to the top four is Marquez – and the bike makers are the same as they were a decade ago.”

In terms of the calendar, the only new additions to the programme are Austin, Aragon and Termas de Rio Honda.

And the bikes themselves? “They’re more powerful,” acknowledges Nicolas, “and more efficient under braking. Indeed, the riders rely more on the front end and some of them have got into the habit of sacrificing cornering speed because of that.”

A BIT OF HISTORY

THE REVOLUTION Michelin’s arrival in OF THE SLICK TYRE motorcycle grand prix The great Barry Sheene himself re-cutting a slick tyre right in the middle of the paddock and surrounded by the public!

A different era, and a different way of life..

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racing swiftly triggered a ‘tyre war’, with its main rival palpably unhappy at seeing its supremacy threatened. It was within this context of ever -increasing performance that Michelin developed the concept of the ‘slick’ tyre for 500cc bikes.

BARRY SHEENE AND MICHELIN

A LOVE STORY

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Pierre Dupasquier, the director of Michelin’s competition department until 2005, recalls the vital role played by Barry Sheene in the evolution of the brand’s racing tyres: “In 1973/74, we established the foundations of our motorbike racing activities. We very quickly developed a slick rear tyre that worked well in Formula 750. Following his fall at Daytona in 1975, Barry Sheene asked to try out our tyres. When I met him the first time, he was still on crutches. He had an immediate impact on the performance of Michelin’s tyres. His abilities were impressive and he was definitely made of the right stuff.”

Barry inspired us to work even harder. Some say he was conservative because he didn’t want to run a slick tyre on the front, but that’s not true; he simply demanded feedback and sensations from his front tyre that our product did not deliver. He motived us to make progress. I also remember his requirements when it came to rain tyres.

Being very fast in the wet, he was never satisfied with his tyres. He obliged us to refine the tread of our tyres, and I can still see him now, carving the tyres himself so as to get them exactly as he wanted. In becoming our first world champion in the premier class, Barry opened the floodgates to all of his Michelin-shod title-winning successors.”

TECHNICIAN’S CORNER Pierre Dupasquier, Barry Sheene’s fiancée Stephanie and an engineer from Michelin Japan hard at work re-cutting the famous ‘slicks’.

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THE BIRTH OF THE SLICK It was during the 1975 off-season that the Michelin ‘slick’ first appeared (whilst on the other side of the Atlantic, Goodyear was simultaneously developing its own slick tyre). Suzuki Italia riders Jack Findlay and Guido Mandracci were called upon for the initial tests at Misano. “Our first instinct was to try to increase the surface patch of the tyre that came into contact with the ground. In cars, we had already demonstrated that a slick tyre put more rubber on the ground and reduced undesirable tread movement on a dry surface.” The same notion was subsequently applied to motorbike tyres.

“The Research Department was not in favour of this approach, but nonetheless agreed to conduct a test,” recalls Pierre Dupasquier. “François Décima had designed a ‘spherical’ tyre, which did not put much rubber in contact with the ground, but our slicks immediately offered an interesting solution. Traction and acceleration were enhanced and the bike was more stable. We left this first test session convinced that the rear tyres would be slicks! The situation with the front tyre was a little more delicate, but we had nonetheless been able to establish a basic rule that still rings true today – that the optimum combination is a flexible and deformable front tyre allied to a stiff and precise rear tyre.»

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The last British world champion and the only motorcycle racer to have achieved the status and fame of a rock star, Barry Sheene was the flamboyant two-wheeled idol of the 1970s.

He was also a loyal partner to Michelin throughout his 500cc career. Even if Barry rode all manner of different bikes across the various classes, he is most strongly associated with Suzuki.

He returned to grand prix competition in 1974 as the reigning European Formula 750 Champion and two times a British Champion, tackling the 500cc class aboard the all-new square-four cylinder, liquid-cooled Suzuki.

Following his terrible fall at Daytona in 1975, Sheene became a huge hero in both Britain and France, and henceforth he would be able to enjoy the fruits of all his hard work.

His season might have been compromised by the accident, but he nonetheless won his first 500cc GP at Assen by getting the better of the legendary Giacomo Agostini in the final corner. This was also the very first ‘slick tyre’ victory.

HERO TO AN ENTIRE GENERATION

Sheene was at the peak of both his powers and his career as he was crowned world champion in successive years in 1976 and ‘77 on his Michelin-shod Suzuki.

His subsequent rivalry with Kenny Roberts would keep him firmly in the spotlight for several more years, but Sheene never managed to clinch a third title and he hung up his Grand Prix helmet in 1984

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HISTORY IN MOTION

In 1976, Barry Sheene (Suzuki) and Michelin clinched 500cc world championship glory. The Englishman repeated the feat the following year, as Michelin achieved a clean sweep by securing every world title available courtesy of Angel Nieto (Bultaco 50cc), Pier Paolo Bianchi (Morbidelli 125cc), Mario Lega (Morbidelli 250cc), Takazumi Katayama (Yamaha 350cc) and of course Sheene (Suzuki 500cc)! In 1978, Barry and his Suzuki were defeated by Kenny Roberts and his Goodyear-equipped Yamaha, marking the start of a new tyre war‌ and radial tyres at that!

Kewin Schwantz in 1993

AN ENVIABLE RECORD 360 victories in MotoGP and 26 world championship crowns.

12 titles and 269 triumphs in World Superbikes.

14 Endurance World Championship successes.

Not forgetting countless titles and victories in national road racing championships throughout Europe.

Freddie Spencer in 1985

Valentino Rossi in 2002

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Barry Sheene in 1977