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Moto2 gaining ground on 250

Initial concerns over Moto2's lack of pace are slowly being put to bed thanks to the development and refinement of the hybrid production/prototype recipe...
By Matt Zollo

While the imminent CRT sub-category of MotoGP is splitting opinion, it is worth remembering that feelings toward a similar rulebook revolution, Moto2, were equally divided ahead of its first season.

Moto2 was created for 2010 to replace the increasingly elite 250cc World Championship, with the thoroughbred racers of the two-stroke class giving way to 600cc four-strokes, all powered by production-based (Honda) engines housed within prototype chassis designs.

Two years on and Moto2 has more than justified its existence; it has often been the most eagerly anticipated race of a motorcycle grand prix weekend. In addition, initial concerns over Moto2's lack of pace are slowly being put to bed thanks to the development and refinement of the hybrid production/prototype recipe and control Dunlop tyres.

But the main vindication of the introduction of the category is the quality and closeness of the racing. Over the course of the final 250cc season, which was hardly a dull one, the average gap from 1st to 3rd was 8.667s. For Moto2's first season, that figure was 4.452s, and 2011's was only slightly higher, at 4.997s.

Heading into a 250cc race only a handful of riders stood a good chance of a podium appearance. In fact, eleven 250cc riders stepped on the podium in 2009, but only seven did so more than once.

Now, however, you'd be hard pushed to rule out almost half the Moto2 grid from bagging a surprise result, with 17 riders tasting champagne in 2010 and 16 in 2011, with ten doing so more than once during both seasons.

And it's not just the variety of top riders that has improved with the move away from the Aprilia lock-down in 250. In 2010 eight of the 14 different chassis makes on that year's Moto2 entry list scored a podium; in 2011, all of the seven makes (MZ ran FTRs for most of the year) that entered achieved a podium.

Development attrition is inevitable, but despite that there are still seven makes so far confirmed for Moto2's third season in 2012.

All important grid numbers were a success right from the start, with an oversubscription for the first season and only one off the maximum of 40 for 2011. Compare that with 28 entries for World Supersport's 2011 season and 23 for the 2009 250cc season and it's easy to appreciate just how successful Moto2 has been from a commercial perspective.

Related Pictures

Click on relevant pic to enlarge
Bradl leads start, Moto2, San Marino MotoGP 2011
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Edgar Pons, Moto2 race, Qatar MotoGP 2017
Isaac Vinales, Moto2 race, Qatar MotoGP 2017
Schrotter, Moto2 race, Qatar MotoGP 2017
Cortese, Moto2 race, Qatar MotoGP 2017
Quartararo, Moto2 race, Qatar MotoGP 2017
Pawi, Moto2 race, Qatar MotoGP 2017
Isaac Vinales, Moto2 race, Qatar MotoGP 2017
Quartararo, Moto2 race, Qatar MotoGP 2017
Aegerter, Moto2 race, Qatar MotoGP 2017
Kent, Moto2 race, Qatar MotoGP 2017
Luthi, Moto2 race, Qatar MotoGP 2017
Morbidelli, Luthi, Moto2 race, Qatar MotoGP 2017
Morbidelli leads start, Moto2 race, Qatar MotoGP 2017
Vinales overtakes Dovizioso, Qatar MotoGP Race 2017
Rossi, Qatar MotoGP 2017
Smith, Qatar MotoGP 2017

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G.O.M. - Unregistered

January 06, 2012 10:45 AM

Mick: The reason Moto2 engines have a longer service life than WSS engines is pretty obvious, the GeoTech engines push out 120bhp for 2000kms whereas a good WSS engine will give 145 bhp for around 700kms. Personally I'd like to see Moto2 have a free choice of 600cc production engine from any of the main manufacturers with tuning limited to blue-printing. Keep the electronics out of this class and let the riders learn how to adapt to situations where tyre grip drops, power delivery is too aggressive, or engine braking is a little too harsh. Riders who learn how to ride/control a machine without electronic aid, can then move on to the higher spec machine and will need less electronic control, (interference) to assist them. (Make no mistake, if a rider requires a lot of traction control, spin control, engine brake control, wheelie control, then less horse power, less machine response, and slower acceleration results). Casey Stoner is a good example, a talented rider with great feeling fo

Mick - Unregistered

January 06, 2012 9:39 AM

Nate this will come. The engine which I was against at the time was one area where Dorna have been absolutley right. At a time of economic meltdown it gave teams one huge less headache. It also gave the chassis manufacturers an opportunity to see how they could compete on a level playing field. I am sure once the class is fully stabilized which it pretty much is, things will start to change regards engine. Remember Honda's contract is up at the end of the year, Geo technology have done a great job those engines have to last 3 meetings, WSS engines are lucky to make 1.

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