MotoGP is the world’s premier motorcycling championship, with a season of 18 Grands Prix in 14 countries bringing together the world’s top motorcycle manufacturers such as Honda, Yamaha, Suzuki, Ducati, Kawasaki, Aprilia and KTM – plus an elite crop of riders from every corner of the globe.The motorcycles used for MotoGP are purpose-built racing prototypes which are unavailable for purchase by the general public and cannot be legally ridden on public roads.The Grand Prix Road-Racing World Championship was first organised by the Fédération Internationale de Motocyclisme (FIM) in 1949 and has been administrated by commercial rights owners Dorna Sports under the supervision of the FIM since 1992. It is the oldest motorsport World Championship in existence.MotoGP began a new era in 2002 when revised regulations allowed for the participation of bikes with four-stroke engines. For the 2007 season the adaptation of MotoGP bikes from 990cc engine capacity to 800cc resulted in an even more exciting spectacle, with higher corner speeds and even more competitive races – patterns which are continuing this year.

Furthermore, in the opening round of 2008, MotoGP become the first motorsports World Championship to host a night-time Grand Prix, with the Losail International Circuit’s state-of-the-art new floodlight system permitting a superb start to the season in Qatar.

Grand Prix Weekends

On a Grand Prix weekend there are three individual races, one for each of MotoGP’s three categories:

• MotoGP – the ultimate test for the finest talents in motorcycle racing, in which maximum engine displacement capacity is now the aforementioned 800cc (four-stroke engines) and the minimum age for riders is 18.
• 250 – the intermediate category where maximum engine displacement capacity is 250cc (twin cylinder engines) and the minimum age for riders is 16.
• 125 – the class which offers young riders the chance to take their first step into Grand Prix, where maximum engine displacement capacity is 125cc (single cylinder engines), the maximum age for riders is 28 (or 25 years of age for wild-card riders or for newly contracted riders participating in a 125cc race for the first time) and the minimum age is 15 years old.

Races begin from a grid which is composed of three starting positions per row (four per row in the 250cc and 125cc classes), with starting places secured by qualifying times – the fastest rider earning the famous pole position. The races can vary between 95km and 130km in distance and usually last approximately 40-45 minutes, each being a spectacular sprint to the finish line, with pit-stops being rare rather than the norm.

Tyre selection is therefore absolutely crucial and is undertaken by the teams following consultation with their riders based on knowledge of the track, weather conditions and the feel of the bike during free practice, qualifying and the pre-race warm-up sessions. A critical balance has to be found between grip and the endurance of the tyre, as soft, ‘gripping’ tyres permit quicker speeds and faster lap times but wear out quickly, whilst harder, less ‘sticky’ tyres last longer but do not assist the rider in achieving maximum velocity.

Riders

The current MotoGP World Champion is Australian Casey Stoner of the Ducati Marlboro team, who sensationally won the 2008 title in just his second season in the premier class – securing ten race wins along the way.

In defending his title in 2008 Stoner is faced with stiff competition from the likes of Valentino Rossi, the five-time MotoGP World Champion, and Dani Pedrosa, last year’s runner-up. Meanwhile, Rossi’s new Fiat Yamaha team-mate Jorge Lorenzo, the reigning 250cc World title holder, and Pedrosa’s Repsol Honda colleague Nicky Hayden, the 2006 MotoGP World Champion, are also stars of the show, with talent in abundance in each case.

Indeed, the level of racing ability throughout the 2008 MotoGP grid is exceptionally high, with the likes of Loris Capirossi, Andrea Dovizioso, Colin Edwards, John Hopkins, Marco Melandri and James Toseland also competing for podium finishes.

In the 250cc category the title race should be wide open this year, following the promotion of the likes of Lorenzo and Dovizioso to MotoGP. A strong Aprilia challenge is presented by Spanish trio Hector Barbera, Alvaro Bautista and Alex Debon, battling with KTM riders Mika Kallio and Hiroshi Aoyama.

In the single cylinder World Championship the current title holder is Hungary’s Gabor Talmacsi, one of the older 125cc competitors, who defends his crown against a plethora of young riding talent in 2008.

The list of participants in each Grand Prix is composed of the permanent riders, contracted and nominated by their teams for the whole season, and wildcard entries – who are often local riders. Approximately 18 participants enter each MotoGP race, about 25 take part in each 250cc race and the 125cc races usually involve around 35 riders. The ages of the Grand Prix riders range from 34 for MotoGP’s Loris Capirossi, down to the previously stated minimum age limit of 15 for the youngsters in 125cc. The youngest regular rider in the championship is Repsol KTM rookie Marc Marquez.

Riders from around the globe take part in the World Championships including the following countries: Australia, Austria, Czech Republic, Finland, France, Germany, Hungary, Indonesia, Italy, Japan, the Netherlands, Republic of Ireland, Romania, San Marino, Spain, Switzerland, Thailand, UK and USA.

For profiles of every rider from all three Grand Prix categories visit our dedicated Riders section.

The following organisations are the main parties involved in the organisation and production of the MotoGP World Championship:

FIM

The FIM (Fédération Internationale de Motocyclisme) is the sanctioning body of the MotoGP World Championship and is the overall governing body of motorcycling sport at world level. It groups together 93 affiliated National Federations and six Continental Unions.

IRTA

IRTA (International Road-Racing Teams Association) was formed in 1986 and is the association of all the Grand Prix teams, representing their collected voice in the decision-making process. The organisation works alongside the FIM and Dorna to maintain high standards within MotoGP and improve the sport overall.

Dorna

Dorna Sports is the company at the heart of MotoGP which administrates and organises all Grands Prix. The company manages all commercial aspects of the sport and organises each event, with responsibilities ranging from marketing, media services, security, time-keeping and sponsorship co-ordination to TV production and promotion.

MSMA

The MSMA (Motorcycle Sports Manufacturers’ Association) takes care of the interests of all the constructors involved in motorcycle racing.

Race Direction

Representatives from three of the bodies mentioned above form the Race Direction team at each Grand Prix, with this group of people having responsibility for such decisions as declaring race conditions dry or wet. Race Direction namely comprises the following persons:

• An FIM Representative
• A Dorna Representative
• An IRTA Representative
• An IRTA Riders‘ Representative

Grand Prix Commission

Meanwhile, the Grand Prix Commission, composed of Messrs. Carmelo Ezpeleta (Dorna, Chairman), Claude Danis (FIM), Hervé Poncharal (IRTA) and Takanao Tsubouchi (MSMA), has the authority to make changes to the Road Racing World Championship Grand Prix Regulations (the rules of MotoGP).

The motorcycles used in MotoGP are purpose-built, purebred racing bikes – prototypes – which are not available for purchase by the general public and cannot be legally ridden on public roads.

The technical regulations to which Grand Prix teams must adhere when they build their bikes for MotoGP competition provide a simple guide to the type of machinery the riders use.

The engine sizes of the bikes permitted in each class are as follows:

• MotoGP – As of the 2007 season, the maximum engine size capacity permitted is 800cc – 2-stroke engines are not allowed
• 250 – Over 175cc up to 250cc – maximum two cylinders
• 125 – Over 80cc up to 125cc – maximum one cylinder

Apart from the displacement and number of cylinders for each class, engine type is restricted to reciprocating piston engines with no super or turbo charging, while the bike may have no more than six gears.

The following are the minimum weights permitted:

MotoGP

(bikes must have 4-stroke engines)

• 2 cylinders or less 133 kg
• 3 cylinders 140.5 kg
• 4 cylinders 148 kg
• 5 cylinders 155.5 kg
• 6 cylinders or more 163 kg

250cc

• 1 cylinder 100kg
• 2 cylinders 100kg

125cc

• Motorcycle + rider 136kg

About MotoGP

Brakes

One of the most remarkable things about World Championship motorcycle racing is the way in which the transfer of the phenomenal power of the MotoGP bikes takes place through tyre-contact patches not much bigger than the size of a credit card.

In comparison with racing cars, motorcycling’s four-wheeled counterparts benefit from having roughly ten times as much tyre-contact surface – so it is an understatement to say that with 240 horsepower at their disposal tyre selection is critical for MotoGP riders. The power delivery to contact surface ratio is much greater than in any form of car racing.

There are three tyre manufacturers working in the World Championship, French company Michelin and Japan’s Bridgestone in MotoGP, and Dunlop from the United Kingdom in the 250cc and 125cc classes.

Teams

The breakdown of teams in MotoGP in terms of their suppliers is as follows:

• Michelin: Repsol Honda, Tech3 Yamaha, Fiat Yamaha (Jorge Lorenzo), Honda LCR, JiR Team Scot.
• Bridgestone: Ducati Marlboro, San Carlo Honda Gresini, Fiat Yamaha (Valentino Rossi), Kawasaki Racing, Alice Team, Rizla Suzuki.

Rules

New tyre regulations brought in for the 2008 season tweaked the amount of tyres the MotoGP teams can give each of their riders at each Grand Prix. The restricted quantity of slick tyres that each of the teams riders may use at a single event is as follows:
During all practice sessions, warm up and the race a maximum of 40 slick tyres may be used, specifically – Front tyres: 18, Rear tyres: 22.

Tyre Manufacture

The compounds used in MotoGP are combinations of synthetic material and naturally sourced rubber which is vulcanised and transformed into latex at the manufacturers’ respective factories in France, Japan and the UK. A typical race tyre comprises rubber, high tech plastic fibres, resins and minerals, combined to produce the highest level of performance.

Choosing a tyre

The choice of exactly which compound to use during a race is undertaken by the teams following consultation of the data collected previously at the track by themselves and their tyre supplier. Furthermore, conversations with their riders based on knowledge of the circuit, weather conditions and the feel of the bike on test days, free practice, qualifying and the pre-race warm-up sessions also affects which tyres are selected.

On test days and during practice sessions riders often undertake race simulations where they ride with the sort of tyre they would expect to use during the race at whichever track they are practicing at, undertaking the number of laps a race entails at the respective venue. These exercises are crucial for their team and manufacturers in terms of the data they yield and the feedback they produce.

For races a critical balance has to be found between grip and the endurance of the tyre – with all available data being used to make the decision on whether to opt for a soft gripping tyre which will permit quicker speeds and faster lap times but wear out quickly, a harder, less sticky tyre which will be more durable but will not assist the rider as much in achieving maximum velocity, or a tyre somewhere in between the two extremes.

Race tyres are designed to perform at optimum level for a race distance of around 120km, whereas specially modified qualifying tyres are intended to perform for one or two quick laps only – a matter of just a few kilometres.

Normal race tyres are slicks, which differ from the tyres used on everyday vehicles in that they are far more adhesive to the ground but far less durable. Race tyres can vary tremendously and are chosen according to the expected temperature, the type of asphalt, the demands of the bike and the riding style of riders.

To complicate matters still further, the requirements for front and rear tyres can vary massively from a technical perspective and getting the choice right at both ends is critical to success on the track.

Wet Races

For wet conditions, special wet tyres with full treads can be used, but they deteriorate quickly if the track dries out. Intermediate tyres are used in conditions too wet for slicks and too dry for wets, made with rubber compounds slightly softer than slicks and cut with treads like rain tyres – but with shallower grooves to prevent excessive heat build up and deterioration.

Races are categorised as either wet or dry before they start, but a white flag being waved at the flag marshal post during the race indicates that the Race Direction have decided to declare a wet race after it was originally declared dry. In this instance riders may change bikes mid-race from their original slick-shod machine to one equipped with either wet or intermediate tyres.

Thus far having been introduced in 2005 the white flag rule has only been enforced three times and the first instance at the GP of Portugal in 2005 took place so late in the race that the riders stayed on their dry bikes. However, at Phillip Island in 2006 and Le Mans in 2007 the rain fell early and heavily enough to warrant a change of bikes, which led to the dramatic spectacle of the entire MotoGP grid entering the pit lane mid-race to swap machinery.

The rules also dictate that once a race is declared wet from the start, a rider can come into the pits to change bikes whenever he decides as long as the type of tyres to be used is different.

Influence of tyre restrictions

Due to the tyre restriction regulations, each MotoGP team has to collaborate closely with the representatives from their relevant supplier in order to make critical choices in a pressurised set of circumstances. The recently increased number of barcoded tyres (up to 40 for the 2008 season, from 31 in 2007) are chosen on the day prior to the start of official practice before a Grand Prix weekend (usually a Thursday), and each barcode is scanned by the Technical Director who is the head of the scrutineering team. As the weekend progresses, the barcode on each tyre used is scanned by the scrutineering team to ensure they are part of the originally recorded allocation.

Fuel is of course the essential to every bike on the MotoGP grid in equal measure so the MotoGP teams work closely with their fuel suppliers to ensure that they carry exactly the right type of fuel and of course, exactly the right amount.

Firms such as Elf, Shell and Repsol supply the teams with fuel and their eternal quest is the highest possible performance at the lowest rates of weight and consumption.

New Era

The new generation of 800cc bikes (as of 2007) are restricted by regulations to use a maximum of 21 litres of fuel during races, one litre less than in the 990cc era, and their tanks are designed to carry just that amount.

Races can vary in length from circuit to circuit, whilst the demands of a certain track may mean that it results in higher fuel consumption for the bikes than other tracks of similar length. Therefore teams can measure how much fuel they are using during qualifying and free practice sessions to ensure that just the right amount is in the tank when the race starts – as of course carrying unnecessary fuel could mean the fraction of a second which loses a race.

In qualifying meanwhile, the fastest times are often set right at the end of the session when the rider is fully warmed-up, his qualifying tyres are giving him maximum grip and – having emptied most of the tank – a lighter fuel load allows him to lap as quick as possible.

Fuel is specially produced by the various fuel companies and is very precisely adapted for racing. The final product is only slightly different to the sort of fuel used by the general public, but must be approved for use by the FIM.

The components are 99% the same as road fuel, but suppliers can alter the levels the hundreds of various components which fuel comprises to ensure they are using exactly the right blend of anti-oxidants, detergents, friction modifiers and so on to improve efficiency.

Lubricant

In addition to fuel, lubricant suppliers provide the teams with race modified engine oil, to lubricate and therefore reduce friction, which produces better fuel economy. This in turn means the bike can carry a minimum amount of fuel.

MotoGP lubricants are based on a standard product, as is the fuel, though the racing product varies more with lubricants than with fuel. The oil has to lubricate the engine’s rotating parts, the gearbox’s constantly moving components and of course the clutch itself, which inevitably all get extremely hot on track. The more efficient the lubricant is the less fuel consumed and the better the bike performs, giving its rider a greater chance of victory.

It’s unthinkable that a MotoGP rider would be seen on track without the most essential of safety items – a good crash helmet. MotoGP helmets, along with the riders’ boots, leathers, gloves and reinforced chest and spinal protection pads, are developed to the highest safety standards with the latest technology.

In a sport where the participants reach speeds of more than 340 km/h, and crashes are a regular occurrence, reliable protective headgear is of paramount importance for all World Championship competitors.

Basic Structure

Racing helmets have the same basic structure as retail helmets and the specific differences depend on the needs of the rider concerned in terms of comfort, shape and size. Also, the internal accessories required may differ, often depending on weather conditions.

For the helmet manufacturers the MotoGP World Championship – with its global media exposure to millions of fans – is a great way to market their helmets, whist the data they gather from the riders helps them to improve the products they make available to the public.

Most riders have at least four helmets with them at each event, with one being rain specific and modified to prevent fogging or misting and replacements always being required should the main helmet become damaged.

Colorful Designs

In addition to protecting the lives of the riders, the helmets they use have become the key element of the riders’ outfits through which they can express themselves creatively. Many riders have flamboyant helmet designs reflecting their personalities and tastes.

The distinctive colours and the clarity of the respective race number or name of the rider on his helmet are essential for identification by everyone from the race officials and teams to the commentators and fans – the view otherwise blurred by the intensity and speed of MotoGP’s busy race circuits.

The drawings and designs with which the riders personalise their helmets can reflect their character, display their favourite mascots and national colours or send messages to fans, loved ones and rivals. Valentino Rossi’s famous Aldo Drudi designed AGV helmets are the stuff of racing folklore with a new design seemingly every week, while his rivals prefer mascots in the shape of kangaroos (Casey Stoner), hedgehogs (Marco Melandri) and a light-sabre wielding baby (Dani Pedrosa). Helmets also carry the name of their manufacturer and occasionally sponsor names, making them true explosions of colour.

Key Elements

Of course the most fundamental purpose of a helmet is to protect the face and head of the riders should they crash. With regard to technical specifications the key elements affecting a helmet’s design are aerodynamics, comfort, security, visibility and weight.

The materials used to produce helmets must be light weight yet ultra resistant to impact. The lighter and more comfortably fitting around the face a helmet is the better the rider will feel. The shape and aerodynamic design should permit penetration of the air efficiently while a good ventilation system and well constructed interior will allow the rider to breathe, hear and see correctly.

Helmets are composed of four parts: outer shell, interior padding, visor and fastening mechanism.

For the exterior, materials such as glass fibre, carbon, Kevlar and polyurethane are combined to produce a casing which dissipates energy after a collision, avoiding the transfer of the impact to the head. Manufacturers undertake rigorous collision tests, including the use of hammers, to assess the strength of the outer layers.

The interior padding and covering is of course just as crucial to the protection of the skull and the cushioning material must be adhered to the outer framework securely whilst also measured up perfectly for the shape of the respective rider’s head and facial features, such as the temple, brow, nose and jaw. Acoustics are also important for the rider in order to hear his engine and those of any nearby competitors so the helmets have special features to allow in the right depth and level of sound.

Visors

The visors on the front of the helmets are constructed of specially treated plastic, which serves two purposes. The first is to protect the rider from any airborne objects such as insects, raindrops, debris from the track or other bikes and occasionally even birds. The second function is to avoid misting or fogging especially in humid or rainy conditions, something which is aided by the high-tech ventilation systems the manufacturers build into the helmets.

Even with the best ventilation technology riders will always perspire so many use helmet dryers to reduce moisture from the interior of their headwear during breaks or after sessions.

Finally, the fastening mechanisms have to be absolutely failsafe – keeping the helmet in exactly the required position, without being uncomfortable.

This list contains the names of all the helmet manufacturers currently supplying the MotoGP grid:

• AGV: Valentino Rossi
• Airoh: Anthony West
• Arai: Colin Edwards, Nicky Hayden, John Hopkins, Shinya Nakano, Dani Pedrosa
• Nolan: Marco Melandri, Casey Stoner
• Shark: Randy de Puniet, Sylvain Guintoli
• Shoei: Toni Elias, Chris Vermeulen
• Suomy: Loris Capirossi, James Toseland
• Vemar: Andrea Dovizioso, Alex de Angelis
• X-Lite: Jorge Lorenzo

Race leathers provide the first line of defence for competitors in MotoGP when they suffer the occasional crashes and slides that all riders go through. With corner speeds quicker than ever and lean angles becoming increasingly acute the importance of good set of leathers cannot be underestimated.

The most common way a rider comes off his MotoGP bike is to lose control of the front or rear tyre when leaning into a corner. This usually results in the rider sliding along the asphalt and onto the gravel at the side of the racetrack, sometimes apparently seamlessly, though almost always at high speeds. Clearly doing this with exposed flesh, normal clothing or inadequate leather protection would result in massive damage to the skin and other parts of the body.

Protection

The various manufacturers supplying the leathers to the MotoGP participants therefore design the outfits to be as protective as possible – but they must also be aerodynamic, breathable, comfortable, durable, flexible, light and water resistant.

The MotoGP suits are mainly made of kangaroo leather, which is more resistant, more flexible and weighs less than cow hide. The leathers have to provide strong resistance and protection from abrasion and impact in particularly vulnerable areas such as the back, elbows and knees – whilst also giving the riders the elasticity they need when utilizing their lightening quick reflexes.

Of course the riders’ leathers also have to work perfectly in tandem with the helmets to stabilise the head, so the humped back protectors the race outfits carry fit snugly against the helmets allowing air to glide over them aerodynamically when the riders are in the traditional hunched riding position. When stood upright and off their racing machinery the back hump built into the back of the leathers can clearly be seen, but they are also fairly flexible to allow movement and bending of the back – in the right direction.

The built-in spinal column protection units and the chest protectors the leathers also carry mainly use carbon, kevlar and titanium combinations to safeguard the riders without weighing them down. Indeed the total weight of a Grand Prix rider’s leathers will of course vary in relation to his physical stature, with Valentino Rossi’s suppliers Dainese stating before the 2007 season that his leathers weight in at approximately 3.5kg, while the diminutive Dani Pedrosa’s Alpinestars leathers are said to weight just 3kg.

Boots, Gloves & Knee Sliders

Leather manufacturers generally provide riders with their entire outfits, excluding helmets, which means supplying specially designed boots, gloves and knee sliders which are also essential for safety.

Providing sturdy but flexible and ultra-light boots, for example, ensures they do not weigh the rider down and they reduce rather than inflict injuries in instances of high speed crashes.

Likewise, the gloves should be light enough not to hinder the feel of the handlebars, with reinforcements at the points that where there is most risk of abrasion or fracture – for example the thumb, wrist and palm.

The riders also wear knee sliders which are separate from the rest of their leathers as they regularly make contact with the asphalt as the rider leans into corners. They therefore have to be replaced more often than the rest of the protective clothing, often after each session for the MotoGP riders who can get through 100 pairs in a season, while 125cc riders use fewer as their knees touch the ground less.

Knee sliders are made of thermoplastic compounds and they guide the riders who rely on the feel of the ground as they slide through corners at lean angles close to 55%, brushing the surface of the track as they do so.

Plastic wet weather rain suits can be worn by the riders over their suits to prevent the leather from absorbing water and becoming sodden, which could double the weight of the outfit and would be a clear hindrance to any competitor.

Cooling Systems

Leathers can also be fitted with cooling systems, to keep the internal temperature bearable when the heat is on. Systems such as cooling circuits on vests which make contact with the chest and back, worn under the suit and circulating gel-cooled water, powered by ultra-light batteries and micro-pumps inserted into the back hump, are used by certain manufacturers. Suits can also carry re-hydrating drinks – stored in the back hump and linked with the helmet.

Leathers often also feature data acquisition systems, where information is gathered directly from the body of the wearer, allowing the technicians to analyse the physiological effects experienced by a rider during his time on the bike, whether in testing or during a race.

Using a series of patches mounted on the suit or placed directly onto the skin, sensors can provide measurements which allow for useful analysis on as pressure points, gravitational loads experienced, rider pulse and body temperature. The sensors can record the specific impact sustained should a rider crash which can provide useful insights for technicians to make improvements designs of future incarnations of riders’ leathers.

Colour & Design

Finally, as with riders’ helmets, the colours, designs and overall appearances are a combination of team liveries, sponsor logos, rider numbers and personal and national motifs – with each riders’ distinctive outfit helping everyone from race officials and fellow competitors to commentators and team members to distinguish who is who on track.

This list contains the names of all the leather manufacturers currently supplying the MotoGP grid:

• Berik: Loris Capirossi
• BKS: James Toseland
• Alpinestars: Toni Elias, Nicky Hayden, John Hopkins, Dani Pedrosa, Casey Stoner
• Dainese: Jorge Lorenzo, Valentino Rossi, Chris Vermeulen
• Puma: Sylvain Guintoli
• REV’IT!: Randy de Puniet
• Spidi: Alex de Angelis, Colin Edwards, Marco Melandri, Shinya Nakano
• Spyke: Andrea Dovizioso, Anthony West

Racing motorcycles at more than 300 km/h (200mph) can be a risky business at times and the number of crashes during practice or races over the course of the season often reaches more than 500 – so medical assistance onsite at each circuit is of vital importance.

Seemingly defying the laws of gravity, riders lean into the track while moving at phenomenal speed and sometimes lose control of the front or rear end of their bikes and take a tumble, often sliding across the asphalt or gravel traps to safety at trackside.

Clinica Mobile

Some crashes are more serious than others but the number of rider referrals to hospital in emergencies is now very low (4-5 per season in recent years). This is thanks to the increasing safety features of the riders’ protective equipment, the increasing reliability of their machinery, improved safety features, permanent medical facilities at the circuits and in no small part the work of the dedicated staff at MotoGP’s travelling medical facility – Clinica Mobile.

Dr. Claudio Costa and his Clinica Mobile unit celebrates 30 years in 2007, and it has become part of the fabric of MotoGP, as the ever present Italian and his dedicated staff play crucial roles at each Grand Prix.

At one stage or another all Grand Prix riders have visited the famous little mobile hospital, but it is not just the competitors who occasionally need help. Everybody working at the circuit on Grands Prix weekends can seek advice or treatment at Clinica Mobile, from journalists, stewards and chefs to mechanics and team managers. Whether the injury is a broken leg for a MotoGP star or sore throat for a commentator, Clinica Mobile is always ready to provide help.

Clinica Mobile: History

In the early days of World Championship road racing medical facilities were often far from adequate, while safety standards at tracks were nowhere near the level the have been brought up to in the modern era.

Dr Claudio Costa, the son of a race organiser, decided to do something about it in the early 1970s. The travelling medical facility has its origins in Italy, where Dr Claudio’s father Checco was the organiser of the first 200-mile race at Imola which took place in April 1972. Costa Senior asked his son to manage the medical facilities for the historical event and Dr Claudio soon realised that he and his team of specialists from Bologna could be of assistance at Grand Prix venues throughout the world.

Those early days were far from easy for Dr Costa’s valiant staff, travelling to each Grand Prix by rail, road and sea, carrying boxes of medical equipment to attend to patients.

A mobile clinic that could be transported to each event was clearly what was needed and five seasons later it became a reality when a Clinica Mobile unit took its place in the paddock at the Salzburgring in Austria on May 1st, 1977. The 24-hour availability of medical assistance at trackside is of reassurance to everybody who works in MotoGP and a testament to hard work.

On that very first weekend the medics onsite were called into action when five riders were badly hurt during the same incident in the 250cc class, including Franco Uncini who was given life saving emergency treatment. Sadly, the medics attending to Swiss rider Hans Stadelmann discovered that his injuries were tragically so serious they proved to be lethal despite immediate assistance.

Were it not for Clinica Mobile many more riders may have suffered the same fate over the decades which have followed, with the lives of Uncini, Philippe Coulon, Michael Rougerie and Virginio Ferrari almost certainly saved by the travelling doctors in those early years.

Since the 1970s there have been five new editions of the Clinica Mobile unit, as it has evolved to keep pace with medical advancement often thanks to donations from the riders who have received treatment from Dr Costa and his team. The esteem in which the facility is held has been illustrated by a blessing in person of one unit by Pope John Paul II in Rome in 1988 and a visit from King Juan Carlos of Spain to a later incarnation of the clinic in 1997.

Present Day

The role of Clinica Mobile has also changed with the times, with the introduction of a Medical Director – Dr. Claudio Macchiagodena, and the building of permanent medical centres at each circuit to provide the equipment, staff and hospital back-up to deal with life threatening emergencies – the importance of which was driven home years earlier by the work of Dr Costa and his assistants. There are now also helicopter ambulances available to transport any stricken riders to the nearest specialist unit should such a service be required.

The unit still treats all injuries outside emergencies, while he and his staff still provide support to local doctors and hospitals when specific advice is required. So, the clinic now essentially assumes the role of a casualty unit at a hospital. Apparently it also happens to be the place where several riders choose to have lunch – such is the camaraderie between the mostly Italian staff of the unit and the rest of the MotoGP fraternity.

The present day clinic was opened in Jerez in 2002 by a group of World Champions including another five-time title winner Mick Doohan – a rider who of course is intrinsically linked to the history of Clinica Mobile. The popular Australian Doohan was treated by the clinic’s staff when he suffered an accident in 1992 which was so serious that he nearly lost a leg, before returning to Dr Costa’s treatment table in 1999 with another leg injury which ultimately resulted in his retirement.

During the course of a Grand Prix flags and warning lights are used to advise and warn the riders, providing them with critical information about the race.

The flags are displayed by marshals at various points around the circuit and riders must always be aware of the messages which the marshals are displaying to them. Flags can be shown waved or motionless and this can alter the meaning of the instructions the respective marshal is giving.

Ignoring flag instructions can result in the following punishments for the riders depending on the seriousness of the infringement: warning, fine, ride through (see the Key Rules section for more information), change of race position (see yellow flag rules), time penalty, disqualification, withdrawal of Championship points, suspension or exclusion.

Black Flag

Disqualification. Displayed motionless at each flag marshal post together with the rider’s number, the black flag means the rider must stop at the pits at the end of the current lap and cannot restart. This flag will be presented only after the rider’s team has been notified.

Black Flag with orange disc

This flag informs the rider that his motorcycle has mechanical problems which are likely to endanger himself or others, and that he must immediately leave the track.

White Flag

Waved at the flag marshal post during the race, this flag indicates that the riders are allowed to change machine. The Race Direction indicates through the white flag that the track is wet enough to justify the change of bikes and the Grand Prix becomes a wet race having originally been declared a dry race at the start. See the Key Rules section for details of instances of the enforcing of this rule.

White Flag with diagonal Red Cross and Yellow & Red Striped Flag

Rain on this section of the track (shown together motionless at the flag marshal post) – this combination of flags simply advises the rider that the track is wet.

Blue Flag

Shown waved at the flag marshal post, this flag indicates to a rider that he is about to be overtaken and he must allow the rider(s) following him to pass him at the earliest opportunity. During the practice sessions, the rider concerned must keep his line and slow down gradually to allow the faster rider to pass him. During the race, the rider concerned is about to be lapped. Also, this flag is shown to a rider leaving the pit lane if traffic is approaching on the track.

Chequered Black & White Flag

This flag should be waved at the finish line on track level to indicate the finish of race or practice session. The race winner is the first rider to see this flag as he crosses the line.

Yellow Flag

Shown waved at each row of the starting grid, this flag indicates that the start of the race is delayed. Shown waved at the flag marshal post, this flag indicates that there is a danger ahead. The riders must slow down and be prepared to stop. Overtaking is forbidden up until the point where the green flag is shown.

Any Infringement of this rule during a practice session will result in the cancellation of the time of the lap during which the infraction occurred. In case of infringement of this rule during the race, the rider must go back the number of positions decided by the Race Direction.

During the final inspection lap, this flag must be waved at the exact place where the flag marshal will be positioned during the practices, warm-ups and races.

Red Flag and Red Lights

When the race or practice is being interrupted, the red flag will be waved at each flag marshal post and the red lights around the track will be switched on. Riders must return slowly to the pits. When the pit-lane exit is closed, this flag will be shown motionless at the pit-lane exit and the light will be switched on. Riders are not allowed to exit the pit lane.

Red Lights

Race Start. The red lights will be switched on at the start line for between 2 and 5 seconds to start each race. The lights go out is therefore a favourite phrase for commentators to indicate that a race has started.

At the end of each practice session and warm-up, a red light will be switched on at the finish line.

Green Light

This light must be switched on at the pit lane exit to signal the start of each practice session and of the warm-up, the start of the sighting laps and of the warm up lap.

Green Flag

The track is clear. This flag must be shown motionless at each flag marshal post for the first lap of each practice session and of the warm up, for the sighting lap(s) and for the warm up lap. This flag must be waved by the starter to signal the start of the warm up lap. When the pit-lane exit is open, this flag must be waved at the pit-lane exit.

This flag must also be shown motionless at the flag marshal post immediately after the incident that necessitated the use of one or more yellow flags.

An understanding of some of the basic rules of MotoGP World Championship racing adds to the enjoyment of any viewer watching the Grands Prix, whether you are at the track in person or whether you are one of the millions keeping up with the action on television.

A full list of the entire FIM Road Racing World Championship Grand Prix rules and codes can be obtained from the FIM’s official website, below follows a sample of some of the most important rules.

Breaking rules on track and/or ignoring flag instructions can result in various punishments for the riders depending on the seriousness of the infringement, namely: warnings, fines, ride through penalties, changes of race position, time penalties, disqualifications, withdrawals of Championship points, suspensions or exclusions.

Ride Through Procedure

The Ride Through Procedure penalty can be imposed on a rider if, for example, he has jump started and left his starting position before the red lights go off to signal the race has commenced.

During the race, the rider will be requested to ride through the pit lane and may then rejoin his fellow competitors on track. Stopping is not permitted and the rider must respect the 60 km/h speed limit in the pit lane. In case of infraction of this speed limit, the ride through procedure will be repeated and in the case of a second infraction of this speed limit, the black flag signifying disqualification will be shown to the rider.

After notification has been made to the rider’s team that a ride through penalty is being imposed, a yellow board displaying the riders’ numbers will be shown at the finish line and the information will also be displayed on the timekeeping monitors. Failure by the relevant rider to ride through, having been shown the board five times, will result in that rider being shown the black flag.

In the case where the race organisation has been unable to carry out the ride through penalty before the end of the race, the relevant rider will be inflicted with a time penalty of 20 seconds.

Wet & Dry Races

All races are categorised as either wet or dry by the Race Direction authority (comprising representatives from FIM, IRTA and Dorna) before the start. A board may be displayed on the grid to indicate the status of the race. If no board is displayed, the race is automatically dry. The purpose of this classification is to indicate to riders the consequence of varying climatic conditions during a race which of course affects their choice of tyres.

A white flag being waved at the flag marshal post during the race indicates that the Race Direction have decided to declare a wet race after it was originally declared dry. In this instance riders may change bikes mid-race to those equipped with wet tyres, although thus far having been introduced in 2005 the white flag rule has only been enforced on three occasions.

The first instance at the GP of Portugal in 2005 took place so late in the race that the riders stayed on their dry bikes, but at the Australian Grand Prix at Phillip Island in 2006 the rain fell early and heavily enough to warrant a change of bikes which led to the dramatic spectacle of the entire MotoGP grid entering the pit lane mid-race to swap machinery – a scene which was repeated at Le Mans in May 2007.

Championship Points & Classification

Riders and Constructors (manufacturers) compete for respective FIM Road Racing World Championship Grand Prix titles. Teams, meanwhile, compete for a MotoGP Team Championship, which is different to the Constructors Championship as there are different teams competing on machinery from the same manufacturer, such as Fiat Yamaha and Tech3 Yamaha.

For riders, the points which count towards their World Championship total will be those gained in each race. For Constructors, only the highest placed motorcycle of a Constructor will gain points, according to the position in the race.

Teams in the MotoGP class are in principle comprised of two riders. All points scored by both riders in the Team, including substitutes or replacements, will count towards the Team Championship. In the case of a one rider Team then only the points scored by that rider will count towards the Team Championship. Wild card riders will not score points for the Team Championship. For each race, Championship points will be awarded on the following scale:

1. 25 points
2. 20 points
3. 16 points
4. 13 points
5. 11 points
6. 10 points
7. 9 points
8. 8 points
9. 7 points
10. 6 points
11. 5 points
12. 4 points
13. 3 points
14. 2 points
15. 1 point

Results in all races will count for the Championship classification (this was not always the case historically as, for example, the best six results from a ten race season were counted).

In the event of a tie in the number of points, the final positions will be decided on the basis of the number of best results in the races (number of first places, number of second places etc.). In the event that there is still a tie then, the date in the Championship at which the highest place was achieved will be taken into account with precedence going to the latest result.

Some new rules have also been introduced for 2007 with regard to tyre usage, which are explained in the Tyres section.

To define a typical team competing in MotoGP is not simple, but Grand Prix teams in the main consist of financial backers, management staff, administrative staff, press officers, a group of mechanics, and of course the riders themselves.

Teams in the MotoGP class are generally comprised of two riders and in addition to the riders’ and constructors’ (manufacturers) World Championships, the teams compete for a title of their own. All points scored by both riders in a team, including substitutes or replacements, but excluding wildcard entries, count towards the Teams World Championship title – which is presented each year at the end of season MotoGP Awards and which in 2007 went to the Ducati Marlboro Team.

Team Names

The official race titles of the teams are composed of three elements: the name of the manufacturer of the motorcycle or engine, the name of the team and/or the name of one principal sponsor. Hence names such as Rizla Suzuki MotoGP, Alice Team or Team San Carlo Honda Gresini.

Sponsors play a key role in supporting the running of the team as they help to cover costs such as administrative fees, bike lease, insurance, travel and staff salaries. In turn the teams provide their sponsors with global media exposure and an association with one of the world’s most glamorous, popular and thrilling sports.

All teams are members of IRTA (International Road Racing Teams Association), an organisation which was formed in 1986 to represent the participants of Grand Prix with a collected voice. The organisation works alongside the FIM and Dorna (see Governing Bodies section) to maintain high standards within MotoGP and to improve the sport overall.

Definitions

The teams competing in MotoGP vary hugely in terms of their available budgets and their structure in terms of staff numbers, from the big name factory teams, to the satellite or private teams participating in the three elite classes of the MotoGP World Championship.

As the name suggests, the factory teams are those most closely linked with the manufacturer they represent. Teams such as Repsol Honda, for whom 2006 World Champion Nicky Hayden and his talented Spanish team-mate Dani Pedrosa ride, and Fiat Yamaha, represented by global sporting icon Valentino Rossi and his colleague Jorge Lorenzo, are the MotoGP showcases for the brand and the technology of the respective manufacturers. Proving your worth to millions of motorcycle enthusiasts across the globe cannot be bad for sales.

Private teams, meanwhile, can also have close links with the manufacturers who provide their machinery, but their levels of collaboration with the factory differ from case to case – with some teams being completely separate from factories.

Some private teams lease their race bikes from the manufacturers and benefit from direct technical support and supply of parts from the factories dependent on their agreement. Alice Team (Ducati) is an example of a satellite team with these kind of arrangements. For the factories, feedback from these teams also plays a crucial role in their development of competitive racing machinery.

Many private teams throughout the three categories, meanwhile, are operated completely independently from the factories but again they lease their bikes from the manufacturers – LCR Honda MotoGP Team and JiR Team Scot do this in the MotoGP class.

The Michel Metraux Cup is awarded to the highest-placed privateer riders in the 250cc and 125cc class standings at the end of each season.

All teams have a selected tyre supplier and more information on how they choose their rubbers can be found in the tyres section.

Number of teams

There are currently 10 teams participating in the MotoGP World Championship, 16 in the 250cc class and 19 in the 125cc category.

Manufacturers

MotoGP:

• Ducati
• Honda
• Kawasaki
• Suzuki
• Yamaha

250cc:

• Aprilia
• Gilera
• Honda
• KTM
• Yamaha

125cc:

• Aprilia
• Derbi
• Honda
• KTM
• Loncin

Wild card entries are a regular feature in each of the three MotoGP categories and are just another element which adds to the excitement of Grand Prix racing.

At the start of each race weekend the names of the regular, contracted riders for each team appear on the event entry list and they are sometimes accompanied by the names of wild card riders.

Often these guest riders are local to the Grand Prix and are being given a chance to build on their previous experience of their home track in a more competitive environment, to benefit from support from the home crowd and to raise their profile by competing with the international elite. Indeed, in the smaller cylinder classes in particular, the wild card system is a useful way to give local youngsters their Grand Prix debuts on tracks they are familiar with.

As far as the teams are concerned providing a rider with a wild card ride can boost a manufacturer’s representation in a home or otherwise important Grand Prix, allow a team to gather more data over the course of a weekend and give them a clearer indication of a riders’ ability if they are considering recruiting him on a permanent basis. Wild card riders cannot however score points for the Teams World Championship.

The rules on wild card entries are as follows:

• Each Grand Prix host Federation (FMNR) may nominate three wild card entries for the 125cc and 250cc classes in their own Grand Prix.
• The MSMA (Motorcycle Sports Manufacturers’ Association) may, at each Grand Prix event, nominate one wild card entry for the 250cc and MotoGP classes.
• The FIM (Fédération Internationale de Motorcyclisme) may nominate two wild card entries for the 125cc and 250cc classes at each Grand Prix.
• The FIM/Dorna may nominate one wild card entry for the MotoGP class at each Grand Prix.
• These entries must be approved by the Grand Prix Commission.

Wild card appearances take place throughout the MotoGP season but are particularly common at the various Grands Prix in Italy, Japan and Spain due to the influences of teams, sponsors and manufacturers and a plethora of young riding talent in each of those nations.

Japan’s Grand Prix in particular has catapulted a number of wild card riders to stardom by giving them the opportunity to display their abilities on the World stage.

One of the most memorable World Championship performances in the modern era by a wild card came from the now sadly deceased Norick Abe at the 1994 Grand Prix at Suzuka. At just 19, Abe made headlines with a fearless display in which he did battle with the likes of Mick Doohan and Kevin Schwantz before falling just a few laps from the finish line.

That performance earned Abe a regular ride with Kenny Roberts‘ Marlboro Yamaha team and just two years later he gained his first win at Suzuka, becoming a national hero in the process as the first Japanese rider to be victorious in a World Championship race. Abe sadly died in a road accident in 2007.

The late Daijiro Kato also first made his name as a wild card. The MotoGP Legend took the world by surprise when he finished third in the 250cc class at the 1996 Grand Prix in Suzuka before winning the quarter litre category race there in 1997 and 1998, each time as a wild card entry. It was not until 2000 that he became a full-time Grand Prix rider with Honda.

Current 250cc Grand Prix rider Hiroshi Aoyama won points in four of his five races as a wild card, and in 2003 he made it on to the podium for the first time at Suzuka having taken pole position and coming home in second place. He eventually became a regular rider in 2004 after four seasons as a wild card.

It is not just in Japan that riders spring to prominence as wild cards, indeed one of the starlets of the current 125cc grid, Pol Espargaro, made history as a wild card in the Catalunya GP in 2006 when he finished 13th to become the youngest ever point scorer in a Grand Prix at the age of just 15 years and eight days. He went on to race in the last six Grands Prix of 2006 and as of 2007 he has been a full-time World Championship participant.

The testing of MotoGP machinery is an absolutely crucial part of the preparation process for the teams involved in all three MotoGP categories.

Scheduled test sessions at designated circuits in various parts of the world allow teams to test new machinery, collect crucial performance data, gather information about specific venues, try new tyres, undertake race simulations, try out new set-ups and resolve problems with existing machinery.

For the rider, tests also allow them to become accustomed to new machinery, gain experience of riding at the designated venues, improve or maintain fitness levels and familiarise themselves with new colleagues if they have recently moved to a new team.

Winter Testing

In addition to test days after various Grands Prix throughout the calendar, the winter is an important testing period for the teams. There is an almost two month long ban on any on-track testing for December and most of January, but the months of November and February are vital development periods for MotoGP.

Valencia (after the final race of the year), Sepang (Malaysia), Jerez in southern Spain, Australia’s Phillip Island and the now floodlit Losail International Circuit in Qatar are regular test venues, providing an array of challenges and demands for the riders.

Indeed the selection of testing venues by IRTA and Dorna (see Governing Bodies section) is designed to give the teams and the tyre suppliers a good all-round variation in terms of track layouts and the locations are intended to provide clear, dry weather – as rain hindered practice runs are not generally as useful to teams as dry sessions.

Regulations

The following important regulations apply to testing:

The Season is defined as the period starting 13 days before the first race of the year and ending four days after the last race of the year, both dates being inclusive. The Season does not include Breaks. A Break is defined as two consecutive week-ends where events are not scheduled. The period of the Break extends from 09h00 on the fourth day after the Grand Prix until the following Grand Prix.

The Winter is defined as the rest of the year, i.e. starting 5 days after the last race of the season and ending 14 days before the first race of the subsequent season, both dates being inclusive. The Winter does not include the Pause. The Pause is a period starting on the 1st December of one year and finishing on the 20th January of the following year, both dates being inclusive.

Practice with machines eligible for the MotoGP class is forbidden:

• i) During the Season at any circuit included in the Grand Prix calendar of the current year with the following exceptions:
• a) Practice included in the schedule of the Events.
• b) Practice during the three days immediately following an event at the circuit at which the event has taken place.
• c) Any activity authorised by the Race Direction.
• d) Manufacturers and constructors who supply machines to the MotoGP class may, before the 20th January of each year, designate and inform the Race Direction of one Grand Prix circuit as their testing circuit at which they may practice during the Season and during the Breaks with their MotoGP class machines during a maximum of 30 days or part thereof, but not with their designated riders or with riders designated by other teams and not as from 14 days before the race scheduled for that circuit. The schedule of such tests and any subsequent amendments must be notified to the Race Direction.

• ii) During the `Winter´ at any circuit with the following exceptions:
• a) At a maximum of seven official tests organised by Dorna/IRTA at Grand Prix circuits included in the calendars of the preceding or following year, each test being of maximum three days duration.
• b) At any circuit not included in the Grand Prix calendar of the preceding or following year.
• c) Manufacturers and constructors who supply machines to the MotoGP class may, before the conclusion of the last event of each year, designate and inform the Race Direction of one Grand Prix circuit as their testing circuit at which they may practice during the Winter with their MotoGP class machines at any time, excluding during the Pause.
• d) Furthermore, during the Winter, no single rider may participate in more than eight tests, each of a maximum of three days, at any circuits.

Similar practice restrictions also exist for the 125cc and 250cc classes.

New Tyre Testing Regulations

Taking into account the requirements of tyre suppliers in terms of new tracks being introduced to the MotoGP calendar (e.g. Indianapolis in 2008), the following new rules were introduced to the testing regulations during the 2008 preseason.

• a) Tyre companies competing in the MotoGP class can, prior to the start of the first race of the season, nominate one GP circuit on which they can test for a maximum of 4 days per year, at any time after the GP has been held at that particular circuit. No rider designated by any MotoGP team will be permitted to take part in these tests.
• b) Whenever a new circuit is introduced in the MotoGP calendar for the first time or whenever an existing circuit is totally resurfaced, then a tyre test of a maximum of 2 days of duration must be organised at that circuit a minimum of 4 weeks prior to the race. This test will be open to all tyre and motorcycle manufacturers competing in the MotoGP class, but no rider designated by a MotoGP team will be permitted to take part in these tests.

Television coverage

In the last decade, the huge evolution of MotoGP has increased an already phenomenal global following for the sport as every meeting provides an enthralling day’s action – which is ideal for spectators, TV broadcasters and sponsors all over the world.

The combination of the spectacular overtaking manoeuvres, remarkable cornering speeds, adrenaline pumping acceleration displays, passionate stadium crowds, truly competitive racing and ecstatic celebrations which define elite motorcycle racing means both the sporting interest and the audiences grow year on year.

There are now around 200 countries and territories receiving live or same-day-delayed broadcasts of the Grands Prix, with an average of over 304 million spectators each race weekend. The total annual audience for MotoGP is over 5,100 million, while more than 50 networks show live broadcasts of the races.

The following list of national broadcasters who have the current television rights to broadcast MotoGP live or highlight programmes gives just a sample of some of the main television markets to which the sport is delivered:

• Australia – Ten Network, Fox TV
• Austria – ATV
• Argentina – ESPN Latin America, ESPN+
• Belgium – RTL Club
• Brazil – Globosat, Sport TV
• Canada – Speed TV
• China – Shangahi TV, Sports Channel, Dragon TV
• France – France 2, France 3, TF1, M6, L’Equipe TV, Infosports
• Germany – ARD, ZDF, MDR
• Greece – 2 Delta TV (ET3)
• Holland – RTL7, NOS
• Indonesia – Trans7
• Ireland – RTE
• Italy – Italia 1 (RTI), RAI
• Japan – NTV, G+
• Malaysia – RTM, Astro
• New Zealand – TVNZ, Sky TV, PRME TV
• Portugal – RTP
• Russia – 7 TV
• Spain – TVE, Tele 5, A3TV, IB3, TV3, TVV
• South Africa – Super Sport/M-Net
• Switzerland – TSI, TSR, DRS
• Thailand – Channel 9, UBC TV
• Turkey – NTV
• United Kingdom – BBC
• USA – Fox TV, CBS, Speed TV

Meanwhile the following pan-continental networks also have specific broadcast rights:

• Asia – ESPN-Star TV, Ten Sports (1)
• Africa – Super Sport
• Middle East – Al Jazeera Sport Channel
• Latin America – ESPN Latin America, ESPN+ Argentina, Uruguay & Paraguay
• Europe – Eurosport

The draw of MotoGP is obvious. At venues such as Le Mans, Donington, Mugello, Laguna Seca, Valencia, Jerez, Assen, Phillip Island and Sachsenring over 100,000 spectators attend the weekend’s proceedings in person, and at some there are more than double that figure, highlighting the passionate following the sport enjoys.

The thrill of MotoGP is broadcast live throughout the world thanks to a huge team of television production staff, orchestrating more than 20 trackside cameras, two on-board micro-cameras on each MotoGP bike which capture every angle of the rider and his machinery in action and high-frequency cameras in the pit lane and on overhead helicopters.

Dorna Sports, who administrate and organise MotoGP racing and are the television rights holders and producers, also provide television networks around the world with a wide range of products including highlights and edited videos in many formats and lengths, standard or tailor-made. The service includes extensive coverage of activities away from racetracks during Grand Prix weekends and the off-season. Unilateral and multilateral satellite feeds are guaranteed by Dorna from every corner of the globe.