‘Hubris, Molasses and Viñales – a story of little momentum’
Among things denied to 55,000 fans in the British GP stands – aside from comfort, entertainment, value for money, and a proper explanation – was a chance to see if Yamaha is any closer to breaking the trap that has led one-time title favourite Maverick Viñales into a state of melt-down, and even the ebullient Rossi into frequent episodes of gloom.
It would have been interesting, had they raced, because former Silverstone winner Viñales was quickest in FP1 and race morning warm-up when it was dry; but he and Rossi qualified 11th and 12th (out of 12) when it was wet. That’s when the wheelspin that has plagued them all year was at its worst.
This after the shame of Austria, where straights follow low-gear corners. With exit grip key, Yamaha were left floundering and apologising for their worst results for years. I’m indebted to tech scribe Neil Spalding for isolating the probable cause; Yamaha have revealed little. It seems this year they have chosen a lighter crankshaft for a better throttle response. But they went too far. Consequently, at first throttle opening the engine snaps, the back wheel spins, and their rivals accelerate away. Most demoralising. And they’re stuck with it, thanks to the engine design freeze that afflicts all factory teams.
Honda had the same problem in 2015, and it cost Marquez the title. He did win five races, because of his riding genius; while Honda would not get caught like that again. As soon as possible, they introduced the ability to adjust crankshaft mass by adding an outside flywheel.
This followed a solution Ducati used for years. The desmos have long had (and still have) differentmass flywheels to suit different circuits and circumstances. Honda probably likewise.
Why don’t Yamaha adopt the same sticking-plaster solution?
It’s another drawback of their heretical refusal to switch to the V4 configuration used by all the rest. As long-standing Rossi mechanic Alex Briggs told me with a grin: “If you stick an outside flywheel on the end of an in-line four’s crankshaft, it’ll scrape on the ground.”
Thus has Viñales been ambushed by a combination of technical hubris and regulatory molasses. And nor he nor us can expect much to change until next year.
‘That’s when wheelspin was at its worst’