Interview with the Mediaset MotoGP team: Dennis Noyes
Interview with the Mediaset MotoGP team: Dennis Noyes
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Dennis Noyes was one of the great signings that Telecinco pulled out of his sleeve when he took over the broadcast of Superbikes for two seasons with Keko Ochoa. Noyes brought freshness, knowledge, curiosities and anecdotes that very few characters in the paddock can tell. At RTVE they found out and took over their services for MotoGP, where their impact has been even greater, becoming one of the pillars of programming on two wheels.

He has been missed when he has missed a Grand Prix, and his attendance has been appreciated when he has been. You may or may not agree with his ideas, which are nothing more than those of an engine lover, but you will have a difficult time showing your arguments. Because that is what is left over. its experience as a driver, GP organizer, journalist, tester and commentator during the last years they make him an inexhaustible source of information. The truth is that there are not many people who arouse the sympathy of so many. The American stuck to the cap of the Cubs will have an important role in Mediaset. One more reason to send you a handful of topical questions. Without further ado, after the jump we leave you with his own words.

Ducati, protagonist in 2012

Motorpasión Moto: There are years that have been marked by a motorcycle, or by a technical advance, what would be that advance or motorcycle that would define 2011? And what do you think, now that we still know little, which will be in 2012? Dennis Noyes: In 2011 Honda, untitled in the 800cc era, finally got the ball rolling with subtle electronics upgrades and a major step up with the new “seamless” gearbox. The 2012 season will be marked by Ducati … by its success or its failure as they introduce a series of drastic changes.

MPM: Practically all the changes made in the categories of competition motorcycling have sought to equalize forces while lowering the cost. Proof of this is the BSB regulations or the arrival of Moto3 and CRTs. Is this the way to go or is it just a temporary measure? DN: It has to be the way to go when it comes to engines and electronics since, if it weren't for the limit of 21 liters of gasoline, we would be at 260-odd CV, an aberrant power level that requires more electronic strategies. typical of a hunting than a motorcycle. As we have seen in F1 and NASCAR, you have to control the parameters and materials of the engines and, eventually, eliminate electronic aids that "make decisions" that must be from the drivers. But, after 10 years of constant electronic evolution in traction control and anti-wheelie, you cannot, at least you should not, eliminate these aids at once. It is expected that the power delivery characteristics of larger displacement engines (up to 1000cc) will make electronics somewhat less important, but electronics will continue to be very important in 2012, both to dose power and to control consumption.

MPM: Years ago, tobacco and alcohol could be seen everywhere, on fairings and equipment. Large companies and sponsors that helped advance motorcycles. How did you see those seasons and how do you see them now that the years have passed? Do you know approximate figures for the budget of Honda or Yamaha from a decade ago? D.N: In 1992 Kenny Roberts' Marlboro Yamaha team was collecting about $ 18 million from Marlboro … this according to Roberts himself … plus secondary endorsements. Considering the level of inflation, this money today would be about 28 million dollars or 20, 280, 000 Euros. The leasing of a pair of official Yamaha 500s was, in 1992, a third of what it is today, but the World Championship was 13 races instead of 18. In 1992 there were three official teams with tobacco sponsorship and satellite teams like the of Sito Pons, he had enough means to be competitive (proof of this, Crivillé's victory in Assen).

MPM: Without large investors it is clear that some factories cannot bear the cost of the competition (Suzuki, Kawasaki…). Can a championship like MotoGP afford so few variables on the grid? D.N: No. Dorna is currently drafting regulations to reduce not only costs but also maximum benefits. It will be a pulse with the factories, but if there are no RPM limits and control of basic parameters in 2013, MotoGP will be totally in the hands of the manufacturers … and, as we have seen through history … the factories can abandon at any time to Despite the agreements signed, as Kawasaki and Suzuki have already done.

Electronics in MotoGP

MPM: Are you in favor of the mono brand of motors or tires? Why?

DN: No strong asphalt racing championship, not F1, not NASCAR, not MotoGP, not SBK, not BSB, not AMA can go back to the old “tire wars” because it is putting the results in the hands of a manufacturer of a component yet. more important than engines. I am not in favor in MotoGP of the use of a single engine brand because the engine is the soul of the motorcycle and the identity of the manufacturer, but we must limit the measures, materials, speed of rotation and electronic strategies to avoid large costs and the possibility of abysmal superiority.

MPM: What do you miss the most when you watch a current MotoGP race? What would you do to get it back? What you miss, is it still present in other championships? D.N: You have to accept that with the current level of tires and with the four-stroke engines, the big skids of the 80s and 90s will not return. The two-stroke engine, without traction control (although there was something in the 90s, but nothing like today) was a monster when it came to delivering power, especially before the Big Bang engine introduced by Honda (inspired perhaps by the Harley-Davidson XR750 “twingle” engine on Dirt Track USA I'm not nostalgic for these times because high-sider falls ended many sports races, but I do miss the “ease” with four-stroke drifts (long but more dosable) from the first year, 2002, of MotoGP. I have seen this type of skidding in the EVO category of the BSB and I hope to see it in the BSB Superbike Cto. The SBK World Championship is close to MotoGP today in electronics but, unlike Dorna, the promoters of SBK do not seem to have clear ideas for the future … although I say this without having followed closely SBK since 2008.

MPM: There are categories and styles of motorcycling for all tastes, which is Dennis Noyes' favorite? Why not another? D.N: For me the beautiful 250cc / 350cc era of the 70's was fantastic because of the real possibilities of private teams and private drivers. Jarno Saarinen earned a place on the official Yamaha team by beating the officials with his twin-cylinder engines from the Swedish importer. Jon Ekerold, so “private” that his sponsor was “Solitude” (German circuit near Stuttgart) won the 350cc World Championship. And in 1969 and 1970 the small OSSA factory with Santi Herrero, was at the level of the best with a prototype single-cylinder monocoque. I did not like the five years of MotoGP 800cc at all due to the lack of overtaking and the dominance of electronics.

CEV Albacete 2011

MPM: There has been talk in 2011 about the quality of the different national championships, AMA, BSB, CEV, All Japan… which one do you prefer and why? D.N: Complicated question… the CEV has safe circuits, the safest of all the national championships in the world. It is a championship done a bit backwards, with more emphasis on 125cc and Moto2 than on what it should be and is in ALL other countries in the world. Until Spain has a "queen category" based on fat bikes, the best national championships for the public will be those that put Superbike-type motorcycles in the foreground on television. The CEV Superstock Extreme category is very good, but it doesn't get the importance it deserves. Perhaps, as has been the case with Moto2 and now Moto3, there will be a CEV MotoGP-CRT championship in the future. If so, the CEV (but with at least 10 races) would be the best national in the world at the level not only of the quality of the drivers but also at the level of entertainment. But even so, without "queen" the CEV produces the best pilots, Spanish and of other nationalities. I like what they are doing at the BSB, but, although it is not perfect yet, I am staying with the CEV.

MPM: In recent seasons we have lived too hard moments, have you ever thought that we are crazy or that it makes no sense to do what we do? D.N: I have lived, as a child, 100 km from the Indianapolis oval where the death of pilots and even spectators was something of every summer. My first hero, Don Branson, was one of the many who lost his life in IndyCar racing. I met him when I was racing stock cars in Illinois and his death shook me very much. When I arrived in Europe and learned to love speed, the Spanish Championship circuits were "seedy circuits" and the World Cup circuits were worse. I went in BSA from Barcelona to the Isle of Man to see Santi Herrero and I saw him for the last time. Six pilots died that weekend and I met three of them. From the late 80's until now we have seen incredible improvements in security. We are living in a time of security never dreamed of in the time of Ángel Nieto. Death when one pilot falls in front of another is inevitable, although hand and helmet markings can still increase the level of protection. Does it make sense to ride a motorcycle? I don't know what the question means, but what I have clear is that the drivers are not crazy. A madman could never be a great pilot.

MPM: You have traveled the world, from Grand Prix to Grand Prix. Has something happened to you that now makes you smile? D.N: Many things, but the anecdotes that come to mind most now are from Calafat's post-world race, the long-awaited Superprestigio. Above all I remember John Kocinski at a rally (camping) on ​​the eve of the 1990 Solo Moto Superprestige at the end of the world championship season. “Little John” with microphone in hand and at night in front of many Carlos Cardús fans (second to John in the 250 World Cup and at that time in hospital with a broken knee after a fall during training sessions in Calafat the day before He thought, perhaps, that he had the audience in his pocket and said things like "I have gone around the world kicking Carlos in the ass but he still thinks he can with me. So I have come here to kick him more but he has gone to hide in a hospital. "It was my turn to translate and, as you can imagine, I made a very, very different translation, praising Cardús and ending with the phrase" and what tastes bad is that he is not here with us to enjoy this great atmosphere, but in the hospital.”I cheated 99% (John's American accent left those who understood English a bit off the game) but we escaped that with luck and when we got to the hotel John He said, "You see how right I was! (I had told him that be cautious with his words). They applauded me!

The previous year I remember that I saw Roberts detailed directions on how to get to Calafat from El Prat … and he ended up pissed off in Gerona looking for the circuit. He did something similar in Dirt Track when in 1972 he appreciated in De Moines (Iowa) instead of De Quoin (Illinois), 700 km away. Without GPS Roberts was at the limit, and Kocinski without a special translator would have left the Calafat campsite badly.

MPM: In the same way, you will have met a huge number of people, who has been the character that has marked you the most? Why? D.N: The ill-fated Australian pilot Jack Findlay. I admired him as a rider and as a person, for his courage and for his humanity … and his sense of humor … I met him when he was a pilot and I was lucky enough to work with him in MotoGP during Dorna's early days when he was director technical.

MPM: Of all the motorcycles and roads you've been through, what is the combination of motorcycles and roads that you like the most? D.N: Moto, the MV Agusta 3 500cc from 1972, for its sound … and because I was something "new" in the motorcycle world. The best races… Transatlantic Trophy 1974 USA against GP. 1972 Spanish GP at Jarama (when Nieto won his first 125cc title), and 2006 Portugal MotoGP.

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