Under the bubble of a MotoGP prototype we find a dashboard and a series of buttons to allow riders to control their motorcycle, in addition to the classic controls such as accelerator, clutch and brake. Depending on the brand, these buttons differ slightly in position, quantity and color, but essentially perform the same functions. Let's see what adjustments drivers can make with these buttons during a race.
The data collected during free practice and qualifying helps the rider and his team adapt and tune the motorcycle for the starting conditions.
However, a lot happens during a race. Brakes and tires wear out, requiring traction control to be adjusted. The motorcycle becomes lighter as more fuel is consumed. With weather conditions that can change quickly, but also fights on the track and a multitude of other parameters, in these circumstances, the settings made at the start of the race are no longer valid, and the driver must make his own adjustments.
However, during the race, the driver cannot go to the pits to make these adjustments, so he must play with the electronics.
Riders have a series of buttons on the handlebars that allow them to choose which settings and systems to change. The dashboard contains information on the status of the various systems and other important data to help the driver make decisions, such as engine temperature, engine speed, track temperature, lap times and the type of mapping they currently use.
Signage is very important during the race
Their team can also communicate certain messages to them on this screen. With their sign on the pit lane (or pit board), it is their only real source of information during the race.
The problem is that in racing, between managing acceleration, braking, trajectory and fighting on the track, it is very difficult to look at a screen that is outside your field of vision. Riders can take advantage of the straights to watch it, but in MotoGP, at almost 300km/h, a straight line never lasts more than a few seconds.
So what exactly can they control while racing via these buttons?
The ECU allows configuration of the traction control, anti-wheelie, engine power and engine braking systems. There are also other maps for programs like anti-jerk or the speed limiter in the pitlane. A driver's needs can change depending on their position on the circuit, meaning a driver has dozens of scenarios to choose from during a single lap. If you also take into account that each system is adjusted independently, the number of variables to keep in mind is pretty impressive! All while trying to win the race...
There are many buttons in a very small space. The functions of each button are detailed below.
Green button: Engine brake maps (EBC, for Engine Brake Control) offer the pilot the possibility of adjusting the engine brake. Usually, the injection is cut off when the rider lets off the throttle, and the motorcycle decelerates suddenly. In order to help the rider manage the wear and slip of the rear tire, the EBC allows engine braking to be limited, having the same effect as a slight opening of the throttle, but managed automatically by the ECU at each braking.
Red button: Traction control maps (TC for Traction Control) improve traction during acceleration. This is now more of a safety measure that prevents the tires from slipping excessively during acceleration. This way, if a rider asks for too much throttle and the bike is in danger of slipping, the TC kicks in and reduces the torque demand via the ECU to minimize slippage. It is possible for drivers to make adjustments in conditions where it is difficult for the tires to grip the track (for example, when it is raining) or when the tires are extremely worn.
Blue button: Anti-wheeling and launch control maps allow engine power to be reduced when the electronic systems recognize that the front tire has left the track surface (notably the gyroscopes). Given the enormous amount of torque generated by MotoGP bikes, they can wheelie when accelerating in any gear! The driver can then select how much power the engine will lose when this happens, depending on the racing conditions and his needs.
Yellow button: Cartographies throttle response to acceleration which modulate the amount of power and how it is delivered when you twist the throttle. A conservative level means that even if you twist the throttle hard, it will limit the power (ideal in the rain). A more aggressive level will release all available power, but will be more fuel intensive. This variability allows the pilot to adapt the engine's response to his needs.
White button: Pit Limiter is used to limit the speed of the motorcycle to the regulated speed for entering the pit lane (generally, 60km/h).
Rear thumb brake allows the driver to activate the rear brake during right turns (where it is difficult to move the foot), to correct their trajectory, but also during full acceleration, to manage and limit wheelies.
The holeshot device, we were talking about here, is only activated at the start of the race via the wing nut which is located to the right of the image (on the carbon frame).
The wheel which is located above the red button allows you to adjust the front brake lever guard.
The photo above is missing the controller that allows you to perform adjusting the motorcycle's trim at the exit of a curve, device developed by Ducati, and which we detailed previously.
Also absent is circuit breaker (usually black), more usually on the right side of the handlebars, to stop the engine if necessary.
Each button allows you to activate 3 settings, from the most aggressive to the softest possible. This information is included on the dashboard:
The main settings are listed on the dashboard to inform the pilot
How often do drivers adjust settings during a race?
It really depends. There are drivers who only change their settings a few times over the course of a race and others, especially if conditions change quickly, who make changes almost every lap.
When deciding what adjustments to make, the rider takes into account not only the condition of the motorcycle and the asphalt, but also what he wants to do during the race. For example, if he wants to overtake someone or catch up, he needs to make more aggressive adjustments, keeping in mind that the bike's performance will change accordingly (tire wear, fuel consumption, etc.). )
The drivers also receive messages from the Race Direction: here, a “long lap” penalty
There really is no limit to how the pilot can choose to use these features. The decision is his, because he only communicates with the team via the pit panel and a few messages via the dashboard. But the driver has little time to pay attention to the team's messages while trying to win the race!
