If 2016 was characterized by the return of Michelin to MotoGP, the season also marked the entry into force of the single electronic software for all MotoGP teams. Loris Baz agreed to explain to us how the electronic controls on his Ducati work.
This is at the heart of the development of a MotoGP and plays a crucial role throughout a lap, a race and a year. The Avintia Racing driver has experienced several different electronic managements. Indeed, the Frenchman, a former WorldSBK driver, has experienced the Open version and the single version currently in force.
At the end of the pre-season test in Jerez, the Haut-Savoyard therefore returns to the precise functioning of his electronics, its role, as well as the difficulties encountered during a Grand Prix weekend, before sharing with us his shed light on Jonathan Rea's performance during the Jerez tests. We thank him greatly.
- Can you describe to us the buttons you have available on the Ducati?
“On the right, there is only a button that is used to turn off the motorcycle. On the left there is a red button, a green button, a black button, a yellow button, and a blue button. Blue is used to trigger Launch Control for departures. Black is the Pit-lane Limiter that we activate once we arrive in the pit lane.
At the start of a race, we start with several Traction Control maps, several Engine Brake maps or even several power maps that we use very rarely. The red and green buttons are used to move up or down among the possible choices and the yellow button allows you to change menus. We start with three different maps for each of the menus that we alternate as the race progresses. »
- When you change maps, is it instantaneous? In which case should you change the map?
“Yes, it’s instantaneous. Then it all depends on the circuits and tire wear. As the weekend progresses, we decide what we are going to do during the race. Very often, we start with the “Full” map, that is to say the most efficient map.
As soon as the tire wears out, around the first third of the race, the bike spins a lot more and the Traction Control cuts prevent us from going as fast as we could. We then move on to map B of the Traction Control menu to free the bike more and let it slide. Map C is similar to map B.
Regarding the engine braking, very often we reduce it as the race progresses to avoid blocking the tire which wears out when entering a corner. »
- The MotoGP bikes are equipped with a GPS which is only used for Feed International (TV). Apart from this use, it is strictly prohibited, but can you adjust the electronics turn by turn?
“Yes, we are able to adjust turn by turn. The engine braking and traction control are different for each turn. The same goes for the power curves. We are never at full power in first and second and rarely in third. Beyond third, the power is at its maximum. »
- Technically, how is this power managed?
“The power is managed by ignition cut-off and by injection management. There is also Wheelie Control which helps put maximum power to the ground when exiting a corner. There are really a lot of things that come into play.”
- In WorldSBK, separate intake bodies will no longer be authorized from 2017. They allow one or more cylinders to be cut. Is this a solution used in MotoGP?
“I used this solution for the first time in WorldSBK. Thanks to this, we have really taken a leap forward. I had gained almost half a second with the Kawasaki. I know Tom (Sykes) didn't like this solution, but it allowed for a better pace, a much smoother and much more manageable bike. In MotoGP, this is obviously a solution that we use. »
- How does engine braking work? How do you regulate it over a weekend?
“I think it's something very difficult to feel on the bike as a rider. There are riders who ride with very little engine braking, but who compensate by using the rear brake. There are others who take a lot. Apart from Marquez, we notice that the motorcycles remain in line. The Honda perhaps requires more sliding when entering a corner, whereas this is not the case for the Yamaha or the Ducati.
The engine braking is adjusted turn by turn and we ensure that the wheel does not lock and that the motorcycle does not end up sideways in order to do the most powerful braking possible. It's the engineers who take care of sorting this out. We have basic maps per circuit which we then adjust turn by turn as the sessions progress. »
To be continued…
