New allocation process from Bridgestone for 2010

The organisation and hard work that goes into ensuring that the 17 MotoGP riders have their specific tyre requirements taken care of at each round of the World Championship is an operation carried out by the official tyre supplier to the premier class, Bridgestone.

In 2010 the firm has entered its second season as the sole provider of tyres to MotoGP, and Chief Coordinator of the Bridgestone MotoGP project Thomas Scholz explained the new tyre allocation process for this season to motogp.com.

“Using our data from 2009 we could clearly see that six rear tyres for each specification was far too much, so the riders accepted our proposal to reduce the number of rear tyres to five for each specification – five of spec A and five of B,” said Scholz.

“For the front tyre they were not so happy for a couple of races about the total number of tyres they had available, especially when one compound tends to be much better than the other and the allocation is four and four. For this reason our proposal was that at the beginning (of the GP weekend) we give them three tyres of both specs. Then on Friday after the first free practice session the teams and riders have two hours in which to inform us which additional tyre they want to have. So it can be whatever combination of A and B they want if they are not quite sure which tyre will be the final choice for the race.”

It is not just the allocation process which has changed this season, as there are some distinct differences between the compounds on offer this season, as was displayed in the opening round at Losail.

Scholz explained: “The 2010 tyres, soft and medium, are different from 2009. The two different rear tyre specs are a single tyre compound and an asymmetric one. We have soft, medium and hard of the single compound tyre, and we have medium, hard and extra hard of the asymmetric.”

“The normal front tyres we are using in the MotoGP class are single compound tyres in a range of soft, medium, hard and extra hard. We don’t use multi compound or asymmetric compound tyres. It’s easier for the riders to use single compound front tyres because this is a very important factor – to be able to trust the front tyre and how it works, and the rider can understand it better. If we offer an asymmetric compound on the front this can take too long for a rider to adjust to, so we leave them,” concluded Scholz.