Per quanto mi riguarda Danilo Petrucci è lo stesso di quando faceva il CIV.
Nelle nostre interviste negli anni non è cambiato niente e sono identiche alle nostre chat su whatsapp, eccetto qualche meme e qualche parolaccia che ovviamente in pubblico è meglio non condividere.
Danilo è la persona più amata e allo stesso sottovalutata del mondo dei motori. Tutti riconoscono puntualmente il suo talento sempre quando è troppo tardi. E questo perché lui ogni volta è spacciato ma poi risorge.
In un mondo di piloti a cui viene data una chance dopo anni che non combinano più niente o di piloti che non hanno vinto una gara in carriera ma guidano moto ufficiali, c’è il mondo a parte di Petrucci, che sale su una moto da fuoristrada in una gara a cui non ha mai partecipato e, nonostante tutto, trova il modo di umiliare gli specialisti.
Da un lato è giusto festeggiare il fatto che forse Danilo, come ambiente e tipologia di corse, ha trovato il suo mondo. Dall’altro sarebbe giusto restituirlo a quello della velocità che conta.
Lui, e questo gli fa onore, è disposto a rientrare dalla porta secondaria del Moto America per dimostrare quello che vale e, paradossalmente, sembra avere meno fretta di noi.
L’intervista esclusiva va ascoltata o vista in video (vi mettiamo a disposizione entrambe le opzioni) ma ecco i punti chiave:
1) Il boicottaggio subito
2) I suoi progetti futuri
3) La dieta
4) I cammelli e gl incidenti diplomatici
6) L’allenamento con i cinghiali
6) La sua auto brucia gomme
7) Varie ed eventuali come nelle assemblee di condominio.
For an organization that claims to be inspired by F1, MotoGP is not offering a good show.
At the moment, the main theme is to determine the value of the Valentino Rossi asset and to quantify losses and related countermeasures following his farewell. Not a good approach. An organization must not renounce its past assets but neither cannot admit to relying on them.
No credible sports organization can admit that it is in trouble for the loss of a champion, especially if the champion in question is representative from the point of view of the image and not from the sporting one.
In doing so, Dorna admits that it is more memories than facts, more affection than technique and more smoke than roast. If Dorna says that it will miss a rider who hasn't won a world championship for 12 years and a race for 3 because the audience will drop, it offends itself and those who work there, downgrading its audience from competent to merch collector. Not even World Wrestling Entertainment, 95% entertainment and 5% sports content would ever admit such a thing. Dorna, on the other hand, does it, showing to believe in a retired rider more than in those who still race.
And this is only the self-diagnosed part of the disease.
Then there is another, objective and therefore even more cruel.
Still comparing it to F1, MotoGP is Neanderthal.
Technically, an F1 car looks like a road car the same way a man looks like a monkey.
The other car categories are also separated from F1 by light years of technology and performance. Ask anyone to pick an F1 from 10 different car types. Easy.
This is not the case with motorcycles and over time there is less and less difference.
No car category is remotely comparable to F1 while Superbike is however, albeit forcedly, comparable to its corresponding prototypes. And this despite a political aberration, namely the belonging of MotoGP and WSBK to the same organizer.
Instead of managing it effectively Dorna has chosen to impoverish SBK and evolve MotoGP in a direction that is only dangerous. With motorcycles there is only confusion. Ask an average fan to identify a MotoGP versus an SBK. Ask about the differences between the two championships.
For the rest, people continue to die on the bike and still get hurt a lot.
Motorcycles have evolved in terms of peak performance more than they have evolved in driveability. Arriving on the straight at 350kmh is of no use to the show if the rider becomes a passenger on his bike and if the straight is more dangerous than the cornering. It is not Dorna’s fault if you get hurt more on the bike than in the car but it is Dorna’s fault if there are price caps in the prototypes while in the derivatives, in practice, there are not and if SBK is nothing more than a poor MotoGP without any financial support for the teams.
In prototypes, research should be a free choice. There is no doctor of economics who prescribes racing to those who cannot afford it. It is not by increasing the grid of pawns in the midst of four rich competitors that you put up the show. If investments were truly free, surely the manufacturers would engage in more complex things than going fast on the straight and even motorcycling would have its kers and all the real technical evolutions that are in cars. Two plastic wings are not technology if young riders die every year.
Then there is the view to the future. In cars, Formula E is an independent championship from F1 and is preparing to be an alternative in any case. It communicates innovation and truly represents electric motoring with real brands making serious efforts and frightening technical innovations to be found in dealerships the following year.
In motorcycles, the MotoE is yet another championship controlled by Dorna. For two years it was a ridiculous category with heavy, slow bikes and a skimpy championship with fewer dates than a trophy.
And finally, the most obvious problem: sponsors.
In Formula 1 there is the top for the championship and for the teams. Amazing brands that everyone knows.
For the MotoGP we challenge you to list 5 companies known to the general public, when they do not arrest someone or there is some scam like the one of which Valentino Rossi’s team was the victim, who dealt with a non-existent prince for 8 months and a fake architect sponsoring a company that didn’t exist, Tanal, and an oil firm, Aramco, who denied it from day one. The press ignored it. In motorcycles, even the press is funny and is made up of puppets.
Here is the value of Motogp: Valentino Rossi’s team, declared as the main historical asset, in 8 months could not find a sponsor and it was necessary for Rossi, who had declared that the team was not his problem, to return on field personally, in order to find last minute money which, however, also supports him in cars and forces him to stay in the marketing game.
MotoGP alone just can’t do it.
If that’s not a problem …
Yet, if only MotoGP were naturally itself, it would be the best sport in the world ...
Per essere un’organizzazione che dichiara di ispirarsi alla F1, la MotoGp non sta offrendo un bello spettacolo.
Al momento, il tema principale è quello di determinare il valore dell’asset Valentino Rossi e di quantificare perdite e relative contromisure successive al suo addio. Non è un buon approccio. Un’organizzazione non deve rinnegare i suoi asset passati ma non può nemmeno ammettere di basarsi su questi.
No credible sports organization can admit that it is struggling with the loss of one of its champions, especially if the champion in question is representative from an image standpoint and not from a sports standpoint.
In doing so, Dorna admits to being more memories than facts, more affection than technique, and more smoke than fire. If it says it will miss a rider who hasn't won a world championship in 12 years and a race in 3 because viewership will drop, it offends itself and those who work in it, downgrading its audience from knowledgeable to knitters. Not even World Wrestling Entertainment, 95% entertainment and 5% sports content would ever admit such a thing. Instead, Dorna does, showing that it believes in a retired rider more than it believes in those still racing.
And this is just the self-diagnosed part of the disease.
Ce n’è poi un’altra, oggettiva e per questo ancora più crudele.
Sempre paragonandola alla F1, la MotoGP è Neanderthal.
From a technical point of view, an F1 car resembles a street car as a man resembles a monkey.
Even the other car categories are separated from F1 by light years of technology and performance. Ask anyone to name one F1 car among 10 different types of cars. Easy.
Con le moto non è così e col passare del tempo c’è sempre meno differenza.
Nessuna categoria automobilistica è lontanamente paragonabile alla F1 mentre la Superbike è comunque, seppur forzatamente, accostabile al suo corrispettivo prototipi. E questo nonostante un’aberrazione politica, ossia l’appartenenza di MotoGP e WSBK allo stesso organizzatore.
Invece di gestire la cosa efficacemente Dorna ha scelto di impoverire la SBK e di evolvere la MotoGP in una direzione che è solo pericolosa. Con le moto c’è solo confusione. Chiedete a un passante di identificare una MotoGP rispetto a una SBK. Chiedete le differenze fra i due campionati.
Per il resto, in moto si continua a morire e ci si fa male ancora moltissimo.
Le moto si sono evolute in termini di prestazioni di punta più di quanto si siano evolute in guidabilità. Arrivare in rettilineo a 350kmh non serve allo spettacolo se il pilota diventa un passeggero della sua moto e se il dritto è più pericoloso delle curve. Non è colpa di Dorna se in moto ci si fa più male che in auto ma è colpa di Dorna se nei prototipi ci sono i price cap mentre nelle derivate, in pratica, non ci sono e se la SBK non è altro che una MotoGP più povera e senza aiuti per i team.
Nei prototipi la ricerca dovrebbe essere libera. Non c’è nessun dottore in economia che prescriva le corse a chi non se le può permettere. Non è aumentando la griglia di peones in mezzo a quattro ricconi che si fa lo spettacolo. Se gli investimenti fossero davvero liberi, di sicuro le case si impegnerebbero in cose più complesse che andar forte in rettilineo e anche il motociclismo avrebbe il suo kers e tutte le evoluzioni tecniche reali che ci sono nelle auto. Due alette di plastica non sono tecnologia se ogni anno muoiono dei bambini.
Then there is the look to the future. In cars, Formula E is a championship independent of F1 and is poised to be an alternative anyway. It communicates innovation and truly represents electric motoring with real manufacturers getting serious about it and scary technical innovations to be found in dealerships the following year.
In motorcycles, MotoE is yet another championship controlled by Dorna. For two years it has been a ridiculous category with heavy, slow bikes and a skimpy championship with fewer dates than a trophy.
And finally, the most obvious problem, that of sponsors.
In Formula 1 there is the top for the championship and for the teams. Crazy brands that everyone knows.
For MotoGP we challenge you to list 5 companies that are known to the general public, when they don't arrest someone or there is not some scam like the one that Valentino Rossi's team was a victim of, which negotiated for 8 months with a nonexistent prince and a fake architect the sponsorship of a company that did not exist, Tanal, and an oilman, Aramco who denied it from day one. The press played dumb. In motorcycles even the press is a laughingstock and is composed of puppets.
Here is the value of Motogp: Valentino Rossi's team, declared as the main historical asset, in 8 months has failed to find a sponsor and it was necessary for Rossi, who had declared that the team was not his problem, to return to the field personally, so as to find last minute money, which, however, also supports him in cars and forces him, in fact, to stay in the game.
MotoGP, on its own, just can't do it.
Se questo non è un problema…
Eppure, se solo la MotoGP fosse naturalmente se stessa, sarebbe il miglior sport del mondo…
La notizia trapelata, si fa per dire, di Petrucci su Ducati al Motoamerica ha stupito, se non altro per il fatto che i più pensavano che i rapporti con Bologna fossero completamente chiusi.
Invece tutto si sarebbe riattivato, pare, grazie alla scintilla di Genesio Bevilacqua, che avrebbe scherzosamente (ma nemmeno tanto) chiesto di Petrucci a Vergani, per fare la Supersport e poi farlo saltare in SBK… proprio quando Althea era ad un passo da Xavi Fores.
Alberto Vergani, invece, avrebbe invece proposto un altro suo pilota, Federico Caricasulo (scelta più misurata) e avrebbe iniziato a pensare a Petrucci come candidato per il Motoamerica.
E così è andata. Petrucci ha sicuramente firmato (sabato scorso) ma essendo sotto contratto con KTM fino a febbraio, la cosa rimane sul soft dal punto di vista della comunicazione, ammesso che qualcosa che esca sui social si possa poi controllare.
Serve però non distogliere l’attenzione dai programmi precedenti perché la Dakar, chiaramente, è un progetto che rimane, almeno secondo le dichiarazioni di Danilo Petrucci.
“Certo che la faccio, è l’unica cosa sicura della mia vita in questo periodo e non la faccio?
Poi vado in America perché con KTM pensavo che i programmi fossero più duraturi e invece pare di no… per cui vado a provare a guidare una Ducati in USA.
Mi sarebbe piaciuto fare la 200 miglia di Daytona… e vincerla, ma non ci andremo.
Debutteremo l’8 aprile ad Austin, in concomitanza con la MotoGP.”
Una notizia semplice, che però si è sviluppata in maniera curiosa…ammesso che non vi siano ulteriori stravolgimenti.
L’ultimo week end del mondiale MotoGP 2021 altro non è che un gigantesco e meritato saluto a Valentino Rossi ed è la gara a fare da contorno.
Forse tutto è a tratti esagerato negli sconfinamenti mistico-religiosi e strappalacrime ma sicuramente dovuto per quello che è stato un simbolo delle corse in moto dell’ultima era.
A Rossi il merito di aver fatto diventare mainstream uno sport che, senza di lui, non lo sarebbe mai stato, merito che fa passare, almeno per oggi, in secondo piano tutte le alterazioni da ultrà che questa visione ha portato in un mondo che certe cose non se le aspettava, soprattutto da parte di chi questo fenomeno lo ha sfruttato.
A Valencia va in scena una gara che vede Ducati dominare senza se e senza ma, con un Bagnaia ed un Martin impeccabili ed un Miller che dimostra di meritare comunque la moto rossa. A questi vanno aggiunti uno Zarco competitivo ed un Bastianini tanto forte e meritevole quanto ignorato dai media, forse per il suo non essere della crew. Da menzionare, poco altro, se non le Suzuki tornate in forma e un Quartararo che pensa alle vacanze.
Ah, a proposito, lascia la MotoGP anche Petrucci, uno che non dovrebbe andare via e di cui questa settimana si è parlato poco e niente. Peccato.
Ma è l’addio del 46, la cosa da festeggiare oggi. Nella speranza che, al netto di tutti i talenti che questo sport ci regalerà, si cercherà di puntare un po’ di più sul movimento e non esclusivamente sui singoli, proprio per non dover soffrire così in giornate come queste, a causa di un all in forse un po’ esagerato.
Minicronaca
Al via Martin prende subito metri ma con lui c’è Miller poi Mir, Bagnaia, Rins, Quartararo, Binder Aleix Espargaro, e Rossi davanti a Zarco.
Bastano pochi giri per capire che Miller non ha il passo.
Ce l’ha invece Mir che però deve cedere a Bagnaia in rettilineo.
La potenza Ducati non basta però perché Rins fa il giro veloce e passa anche davanti al suo compagno di squadra per andare a cercare le due Ducati in fuga.
A meno 13 Bagnaia passa e rimane in testa dopo diversi tentativi. Alle loro spalle tutto uguale ad eccezione della performance di Zarco, in risalita, e di Bastianini da 19° a 9° davanti a Rossi.
Pochi giri in più sono quelli che servono a Miller per ritrovare grip e crono e passare Mir. Sono tre le Ducati davanti a tutti.
Finisce così: Bagnaia, Martin, Miller, Mir, Quartararo, Zarco, Binder, Bastianini, Aleix Espargaro, Rossi che chiude i 10 e la carriera da 10 e lode!
Pages
Bagnaia
Vince, stravince e convince.
Nient’altro da aggiungere. Moto migliore e pilota più in forma oggi le hanno suonate a tutti.
Voto 10
Martin
Qualcosa in più che il miglior rookie. Martin è già un veterano, uno di cui aver letteralmente paura. E’ un top rider spaventoso, forse uno dei più grandi talenti degli ultimi anni.
Voto 10
Miller
Da vero eroe romantico soffre per quasi tutta la gara e poi fa podio.
Il lato old school del motociclismo e del protagonista sofferente a cui manca sempre qualcosa per trionfare. Ci piace anche per questo.
Voto 9
Mir
Da campione del mondo uscente, molto uscente, fa una gara onesta ma cede un podio che avrabbe avuto molto significato. Invece niente.
Voto 7,5
Quartararo
In vacanza dal giorno in cui ha vinto il mondiale, è evidente che gli mancano le motivazioni. La stanchezza è comprensibile ma è atteso per la sua difesa del titolo.
Voto 6,5
Zarco
Fa il suo dovere ma è evidente che il suo campionato è iniziato con altre aspettative. Da capire come andrà a finire…
Voto 6,5
Binder
Un po’ opaco, un po’ anonimo, è comunque la miglior KTM al traguardo, segno che ci mette più di tutti i suoi compagni di marca e che forse è la moto austriaca ad aver avuto uno stop.
Voto 7
Bastianini
Una rimonta da film sportivo strappalacrime. Un personaggio non personaggio inspiegabilmente (si fa per dire) ignorato dai media. Una evento sportivo può avere un vincitore solo ma di certo Enea ha vinto il suo mondiale.
Voto 8,5
Aleix Espargaro
Aprilia è migliorata e lui è il rappresentante della crescita di Noale.
Forse il risultato non rappresenta al 100%, almeno oggi, la situazione della casa italiana, eppure c’è molto di buono.
Voto 7
Rossi
Forse questa è la gara del 2021 in cui si diverte di più.
Leggero e scarico di ogni pressione e responsabilità, girando per godersi la festa, è arrivato un 10° posto che sa, almeno nel cuore, di decimo titolo.
Voto 10 e lode alla carriera
The news is one of those easy to report:
The trend that sees the commitment in Moto2 of the manufacturers involved in MotoGP increase year after year is destined to grow.
After MV, KTM and from next year, also Yamaha, engaged in the junior class with Moto2 which obviously have a Triumph engine and their own chassis or in any case derived from something already on the grid (Kalex, mainly), here are other big names.
Ducati, but especially Suzuki, these are the rumors, could be be ready to enter Moto2 starting from 2023 but given the type of commitment someone could do it even earlier ..
Suzuki, in particular, would already be far ahead in the negotiations, having an open channel with the Aspar team to complete the operation even if Aspar seems to have chosen Gas Gas already.
The big change, which could take place as early as 2023, is actually a small one.
It is not a question of designing new motorbikes or of really bringing manufacturers into a championship that have never raced, but only of widening the grid or, even, if it is believed that the number of motorcycles currently cleared is sufficient, injecting a couple of brands in existing teams.
Once the rumor is cleared, it’s time to understand why all this. That is what exactly can be used, to call Ducati or Suzuki of the Triumph-powered Kalex.
The first reason is related to the market. For a manufacturer it is much easier and cheaper to set up a team (or even to call an existing team by its name), than to pay millions to have riders already under contract with other teams such as KTM or Yamaha, which instead have the their top riders on a track since the junior classes. KTM and Team Asia are teaching that riders need to be signed up when the’re still junior and this is demonstrated by the fact that KTM has the best rookies available automatically for next year, so much so that they don’t know where to place them.
The second reason is related to the Brand.
Of the current audience, only a small percentage are aware that a class that struggles to get mainstream attention, is using bikes with a Triumph engine and either a Kalex or Boscoscuro chassis.
The bikes are called by the name of the team, or of the sponsor. The stoned press does the rest. Asleep on financial and political macro-themes and busy as it is just raking in clicks with distorted statements, factoids, desires and hopes of the darling of the moment, press would certainly not spend its days repeating that the Ducati Moto2s are not really Ducati’s, as indeed they are not currently doing it, not even for MV or KTM.
The press, and it is now well known, even in the case of so-called specialized sites, is only interested in mass clicking and the latter is certainly not achieved with those that are considered as technicalities by housewives and kids.
Already there is to survive the retirement of Valentino. There’s no place for anti-click details.
And Dorna is happy to do the bad copy of F1, so this would be enough to get everything back.
La notizia è di quelle facili da riportare:
Il trend che vede aumentare, anno dopo anno, l’impegno in Moto2 delle case coinvolte anche in MotoGP è destinato a crescere.
Dopo MV, KTM e dal prossimo anno, anche Yamaha, impegnate nella classe cadetta con Moto2 che hanno un motore ovviamente Triumph e un telaio proprio o comunque derivato da qualcosa già in griglia (Kalex, principalmente), ecco arrivare altri big.
Ducati, ma soprattutto Suzuki, questi i rumors, sarebbero pronti ad entrare in Moto2 a partire dal 2023 ma visto il tipo di impegno qualcuno potrebbe fare anche prima..
Suzuki, nello specifico, sarebbe già molto avanti nelle trattative, avendo un canale aperto con il team Aspar per completare l’operazione anche se Aspar sembrerebbe aver già chiuso con Gas Gas.
Il grande cambiamento, che potrebbe aver luogo addirittura a partire dal 2023, è in realtà un cambiamento piccolo.
Non si tratta di progettare nuove moto o di far entrare realmente delle case in un campionato che non hanno mai corso, ma solo di allargare la griglia o, addirittura, nel caso si ritenga che il numero di moto attualmente schiarate sia sufficiente, iniettare un paio di brand in team già esistenti.
Una volta chiarito il rumor, è il momento di capire il perché di tutto questo. Ovvero a cosa può servire esattamente, chiamare Ducati o Suzuki delle Kalex motorizzate Triumph.
La prima ragione è legata al mercato. Per una casa è molto più semplice e meno costoso mettere su un team (o addirittura chiamare col suo nome uno già esistente), che pagare a suon di milioni per avere piloti già sotto contratto con altre squadre come KTM o Yamaha, che invece hanno i loro top rider su un binario sin dalle classi junior. KTM, Team Asia, insegnano che ormai i rider si mettono sotto contratto subito e la cosa è dimostrata dal fatto che KTM ha i migliori rookies disponibili in automatico per l’anno prossimo, tanto da non sapere dove metterli.
La seconda ragione è legata al Brand.
Del pubblico attuale, solo una ridotta percentuale è consapevole del fatto che una classe che fa fatica ad ottenere un’attenzione mainstream, schieri moto con motore Triumph e telaio Kalex o Boscoscuro che sia.
Le moto vengono chiamate con il nome del team che comunicano, o dello sponsor. La stampa di rincoglioniti, fa il resto. Addormentata sui macrotemi finanziari e politici e occupata com’è solo a rastrellare click con dichiarazioni distorte, fattoidi, desideri e speranze del beniamino di turno, non passerebbe certo le giornate a ripetere che le Ducati Moto2 non sono veramente delle Ducati, come del resto non accade attualmente nemmeno per le MV o per le KTM.
La stampa, ed è ormai conclamato, anche in caso di siti cosiddetti specializzati, è interessata solo al mass clicking e quest’ultimo non si consegue di certo con quelli che per casalinghe e ragazzini sono tecnicismi.
Già c’è da sopravvivere al ritiro di Valentino, figuriamoci se si va tanto per il sottile con dettagli scaccia click.
E Dorna è contenta di fare la brutta copia della F1, quindi basterebbe già questo per far tornare tutto.
When I was in the Navy I learned that a drop of oil can pollute the entire water supply of a ship.
It’s one of the first things they tell you. And there is no way to remedy it. The water is no longer drinkable.
For news mixed with bullshit there is the same risk even if you can always try to separate one from the other.
Going by order, the story that Petronas would have left Yamaha and MotoGP due to the quarrels between a woman and Razali, is bullshit.
Maybe this also happened, but the reason why Petronas gave up Yamaha is another.
Until things went well and Petronas fought for the world championship with Morbidelli and showed results worthy of the brand, similar to those of F1, everything went smoothly. After all, the declarations at the end 2020 were belligerent.
But the second season was very far from expectations.
Even Walkabout Oil would have been dissatisfied with the fact that a lot of negative visibility was created around a project that went so badly that it had an anti overexposure. It is the truth. Rossi and Morbidelli, the all-time champion and the world runner-up: a disaster.
Razali paid for this and it is evident that while all this was happening he may also have had some trouble with some connecting element of the sponsor company. No wonder, but that was a consequence, not a cause. Clearly Razali can't go around saying that he argued with Petronas because his team's was indecent and he handled things badly.
It is not true that Petronas has left MotoGP, and it is also not true that he is rushing en masse with his management to Portimao to finish a mega
agreement. Petronas is already the official supplier of Moto2 and Moto3 and therefore on the verge of a renewal.
It’s also not true that Petronas is putting pressure on Honda to give his money away. Never happened that a sponsor puts pressure to sponsor someone because it would mean playing up against itself. And then there is still Repsol. Market competition is okay but there is a gentlemen agreement between oilmen.
The truth is that Repsol, a company with almost local interests (Iberian peninsula and a bit of South America) and three times smaller than Petronas, is out in MotoGP and in the Trial, where it sponsors, once again, Spanish companies.
According to some rumors, he also tried to renegotiate the contract with HRC, but that is not exactly the problem.
Repsol’s business plans reflect the European situation. Many car manufacturers will soon no longer produce thermal engines, in some countries they will not even be on sale soon, and therefore Repsol, which sells fuels in Europe with 6000 service stations and 5 refineries all in Spain, has different prices. Electricity, biofuels, etc. Repsol is about to do exactly like Total Elf. This starts as early as 2050. It seems far away but there are fewer seasons to go than we think about the technical deadline. Industrial reconversions and budgets come a long time in advance, and so do the company strategies.
It is not true that Asian oilmen and Arabs land en masse for some mysterious reason. Asians and Arabs land en masse because it is from them that oil is sold and in fact, someone will have noticed, the championships are moving eastwards even physically.
In a world of scarcely credible sponsors based on scarcely credible projects and increasingly linked to suspicious maneuvers, we end up marveling at those who do things according to market logic.
Why should a local company like Repsol continue to promote its image as an oil tanker in a Europe that has declared war on oil?
At the right times the big farewell will finally happen.
Why shouldn’t Arabs and Asians arrive in MotoGP and F1 given that we are racing more and more eastwards, including Saudi Arabia, and fossil fuels are still being sold in the east?
One should be surprised at the contrary.
And if anyone wants some numerical details and some more data, well just consult Decalspotters
As for the partnership between Honda and Petronas, if Repsol were to come out, it could also happen.
There is no story other than inventing one to click, because there is no struggle when there are different interests.
The real struggle is not about who to sponsor, but about what and for which market.
Honda HRC is very important, but only with a fit Marquez.
Dorna’s sponsorship is very important, but only if it concerns the championship as a whole.
A little less so is some other second tier teams, such as VR46.
There is no pressure, no struggle. There has never been a fight to give money to those in need like Dorna and the MotoGP teams.
Among oilmen, they will all come to an agreement sharing the cake, like almost friends.
When I was in the Navy, I learned that one drop of oil is capable of polluting the entire water supply of a ship.
That's one of the first things they tell you. And there is no way to remedy it. The water is no longer potable.
For news mixed with bullshit there is this risk although you can always try to separate one from the other.
Going in order, the story that Petronas would leave Yamaha and MotoGP because of arguments between a woman and Razali is bullshit.
Maybe that happened too, but the reason why Petronas quit Yamaha, is something else.
As long as things went well and Petronas played for the world championship with Morbidelli and showed results worthy of the brand, similar to F1, everything went smoothly. After all, the statements at the end of 2020 were belligerent.
But the second season fell far short of expectations.
Even Viterbese Petroli would have been displeased with the fact that a lot of negative visibility was created around a project that went so badly that it had anti overexposure. It's the truth. Rossi and Morbidelli, the all-time champion and the vice world champion: a disaster.
He paid Razali and it is clear that while all this was going on he may also have had some spat with some connecting element of the sponsoring company. No wonder, but that was a consequence, not a cause. Clearly Razali can't go around saying that he argued with Petronas because his team's performance was indecent and he mismanaged things.
Non è vero che Petronas è uscita dalla MotoGP, e non è nemmeno vero che si precipiti in massa con il suo management a Portimao per concludere un mega
accordo. Petronas è già fornitore ufficiale di Moto2 e Moto3 e quindi al limite di tratta di un rinnovamento.
It is also not true that Petronas is putting pressure on Honda to give it its money. You have never seen a sponsor putting pressure to sponsor anyone because it would mean playing upward against itself. And then there is still Repsol. Okay market competition but there is a gentlemen's agreement between Oilers.
The truth is that Repsol, a company with almost local interests (Iberian Peninsula and a bit of South America) and three times smaller than Petronas, is on the way out in MotoGP and Trial, where it sponsors, once again, Spanish entities.
According to some rumors it has also tried to renegotiate its contract with HRC, but that is not exactly the issue.
Repsol 's business plans reflect the European situation. Many automakers will soon no longer produce heat engines, in some nations they will not even be on sale anytime soon, and so Repsol, which sells fuels in Europe with 6,000 service stations and 5 refineries all in Spain, has different conveniences. Electric, biofuels, etc. Repsol is going to do exactly the same as Total Elf. This starting as early as 2050. It seems far away but the technical deadline is less seasons away than we think. Industrial reconversions and budgets are done much earlier, and so are asiendal strategies.
It is not true that Asian and Arab oilers land en masse for some mysterious reason. The Asians and Arabs land en masse because that is where the oil is sold, and in fact, someone may have noticed, the leagues are moving eastward physically as well.
In a world of less-than-credible project-based sponsors increasingly linked to dodgy maneuvers, we end up marveling at the very ones who do things according to market logic.
Why should a local company like Repsol continue to promote its image as an oil company in a Europe that has declared war on Oil?
In the right times there will be salutes.
Why shouldn't Arabs and Asians come to MotoGP and F1 since more and more racing is now taking place in the East, including Saudi Arabia, and fossil fuels are still being sold in the East?
One should marvel at the opposite.
And if anyone wants some numerical details and some more data they can consult Decalspotters
Per quanto riguarda la partnership fra Honda e Petronas, se Repsol dovesse uscire, potrebbe anche accadere.
Non esiste nessuna storia se non quella di inventarne una per fare click, perché non c’è nessuna lotta quando ci sono interessi diversi.
La lotta vera non verte su chi sponsorizzare, ma su che cosa e per quale mercato.
Honda HRC è molto importante, ma solo con un Marquez in forma.
La sponsorizzazione di Dorna è molto importante, ma solo se riguarda il campionato nella sua globalità.
Un po’ meno lo è qualche altro team di seconda fascia, come VR46.
Non c’è nessuna pressione ,nessuna lotta. Non si è mai vista una lotta per dare i soldi a chi ne ha bisogno come Dorna e i team della MotoGP.
Among oilmen, they will all agree by sharing the pie, as almost friends.
They write VR46 TEAM, should we all read Carmelo Ezpeleta (Dorna)?
This is what happened to Valentino Rossis MotoGP team even before it made its debut, indeed, even before finding a concrete configuration, or perhaps perhaps precisely for not having found it until now ... and we're talking about money.
By now, most will have noticed some key statements made by some key people, regarding the activities within Valentino's .
The last to speak was Pablo Nieto, never heard on the subject until recently, who is evidently promoted to the role of spokesperson while for Uccio Salucci officially Team Principal, after the clumsy attempt to follow the organizational part with a lot of fool with Tanal , a return to the role of VR companion in his future automotive adventures is announced. And therefore much less presence in the paddock, for him.
This configuration would have begun to take shape already after the surreal press conference of the Prince, after the two payment deadlines missed in the maddening waitingce for the 90 million and the other farce of the open doors event in the Saudi residence, in fact never opened as it was probably the result of somebody's
It is from that moment that VR, surprising more than a few interlocutors, has begun to repeatedly declare that the team does not concern him, even going so far as to reply angrily, asking the press, always all friendly, not to deal with the matter with him anymore. Even if the MotoGP team is goint to bear his name
Now there is only the VR brand remained
A VR46 brand in the world is necessary, for all the merits that Valentino has.
In truth, a Valentino who is always present in flesh and blood would also be needed but, in fact, he cannot be forced to be a non-participating showcase man. Rossi has a family, a baby on the way, and four-wheeled projects to devote himself to. He can go to some races to sign some autographs but he certainly cannot be put at the wall to unravel the daily hassles of a working team manager. He doesn’t feel like it. Not him.
The team would have been a gift to his entourage, to ensure that people close to him had a real job but the beneficiaries were not able to make the most of the opportunity. Ok the Moto3 and Moto2 teams when things went automatically and VR was still present but MotoGP is a game for adults and the results were seen even before starting.
The fool with Aramco inconveniently bothered or burned too prematurely, followed by the Tanal hoax and the whole ridiculous circus of non-existent characters, projects and companies have given a good blow to a VR46 management that management has never been. It is not enough to be friends with the boss to have business management skills and everyone has noticed this. A bit like there will be a difference between selling, as VR46 apparel, Valentino’s and Vinales’ t-shirts.
For this Pablo Nieto appeared.
Why Nieto and in what role
Pablo Nieto is not by chance in VR46. Decent (nothing more) rider of the 125 class and soon passed on the other side of the wall (we are talking about 2008-2009). Son of the legend Angel Nieto, cousin of Fonsi, has a long history as a trusted man by Carmelo Ezpeleta, a longtime family friend, and his career began with a “friendly” project.
Anyone who remembers the Onde 2000 team (Sete Gibernau drove) knows that his start was not the most fortunate. Owned by Francisco Hernando, friend of Carmelo Ezpeleta known as “El Pocero”, a much discussed Spanish character “and for this reason he quickly expatriated from the Iberian country to go and build elsewhere, the team, after a 2008 in 125 with Pablo Nieto and Raffaele De Rosa , landed in MotoGP on the wrong foot and then revealed anything but solid foundations.
It should have been sponsored by the government of Equatorial Guinea due to a building project on site but then the project turned out to be smoky (the famous “Empresas Zombi” of Pocero) and it would have been necessary to remove the logo of the country of reference.
The motorbikes, without logo, would then take the colors of the flag (white red and green for the fairings and blue in the front) and then return to the original classic version (white and black) with the manufacturer’s name as sponsor instead of that of the project.
In short, something critical. After a few races on a Desmosedici, the shutdown, and Gibernau on foot forever until his return to MotoE in 2019. These are the beginnings of Pablo Nieto as team manager, reported not to define his responsibilities or abilities (he also obtained important results with Vinales and VR46) as well as to circumscribe his proximity to Dorna and Ezpeleta also by virtue of his illustrious descent.
Nieto is one of those who knows what to do in mangy situations and who, above all, knows what to say. One who does not take dangerous initiatives, indeed he does not take any at all and who, for this reason, can be trusted.
Waves 2000 1
Waves 2000 2
The bad rumors popping up
In the last few days the rumors that see VR46 MotoGP not with Ducati but with Yamaha or at least in close negotiations with the Japanese and Jarvis, whose son, after having worked for years in VR46 now manages what will be the future Yamaha Mastercamp team Moto2, are on.
The matter, surprising as it may be, does not necessarily have to do with the agreement signed some time ago, the one in which Dall’Igna, Ezpeleta and Salucci appeared in the photo. Ducati has a 3-year contract with VR46 for motorcycles and the agreement requires Bologna to be paid for those.
If there were not the money they needed, in Bologna they would be forced, in spite of themselves, to give the bikes (one of which is a factory, moreover) to other interlocutors but in Ducati on the financial theme they are still guaranteed and for this reason, that whether they are or not, they say they are secured. On Thursday there was a technical meeting that clarified some organizational details and referred to the mechanics staff, but not which sponsor will be. It is curious but this is the case. Ducati does not care who will pay them for the bikes and where they will find the money.
Also for this reason, however, rumors of a support for Bastianini would have emerged that he would find himself deserving more, the bike of Marini, if things did not go. Although Ducati reiterates that Basstianini will not have a 2022, the rumors remain. They are just rumors, it is clear, but if it is true that Don Carmelo takes everything in hand, they find meaning.
I pay, I decide
This is what anyone would say, including Carmelo Ezpeleta, called to relive, once again, the dejavu of having someone to help every year.
If previously the fact of having 8 Ducatis on the track would have been a matter to suffer (each customer chooses the bikes he prefers, if he pays them), with a different situation, perhaps it is better to try to rebalance the grid.
Two Yamahas instead of two Ducatis would be a perfect rebalancing of the forces on the field and would cost even less.
To Dovizioso an official bike, and for Binder who cares, and the Marini-Bezzecchi duo, the current bikes of Razali’s team which, among other things, according to other rumors, has a future, beyond 2022, which is anything but guaranteed. All at a much lower cost than two reds, one of which is factory ’22.
Giving it to Bastianini would make everyone happy. And having two trusted Yamaha customers in case Razali jumped would make everyone more relaxed.
When could all this happen? Most likely from 2023 but some say even earlier.
Under these conditions, perhaps it is true that Aramco is “back” in the game and at this point nobody lies.
They don’t lie in VR46 and those of Aramco don’t lie either.
The first, starting with the spokesman Pablo Nieto, would be reassured by Don Carmelo. And the oilmen would have recently been triggered by the latter.
But more than getting back into the game, it’s about getting into the game, for the first time.
Because it is one thing if you are put in the game without your knowledge by a fake architect or a bankrupted team manager from Terni and then you have to talk to someone in shorts, another thing is if the contact comes from Dorna in person, perhaps through Stefano Domenicali, a friend of Ezpeleta and great boss of Formula 1, a championship in which Aramco already has a role.
The fact that Aramco enters as a sponsor of the championship and also ends up saving the a team is a separate matter.
What you have to look at is not what Aramco decides to do but the door through which he chooses to enter.
It is one thing to enter with the Dorna endorsement, it is quite another to go and do the sponsor on two motorbikes that risk being nothing more than Cinderellas.
Aramco can buy MotoGP with money coming from employee meal vouchers. Nobody believes that as an unfulfilled dream it has to end up on the fairing of the most “recommended” rider in the history of motorcycles.
Fortunately, these are just blogger arguments. Which are already something, since the professional sector press is busy pretending nothing is happening.
The truth, whatever it happens, will come out in Valencia, but we are already in overtime.
Need a summary of the Telenovela? Here it is,!
August 6th 2021
Wheeler-dealers, princes, oilmen and suspicious companies: is someone exploiting VR46 and Valentino without their knowledge?
https://www.misterhelmet.com/wp-admin/post-new.php
August 14th 2021
Team VR46: Ducati rumors worried about a possible scam. A rescue press conference on Wednesday?
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