MotoGP 2022: “Dovizioso is the one who impressed us the most when braking”

hthere are very few brands that are in F1 and MotoGP and even less that they are collaborators of all the teams and teams. That's why, Brembo it i

hthere are very few brands that are in F1 and MotoGP and even less that they are collaborators of all the teams and teams. That’s why, Brembo it is a unique case. Always win. Being at the forefront of the world of brakes costs. MARK spoke to Mattia Tombolanengineer of the Italian firm in MotoGP to learn more about a basic process in the motor world.

F1 and MotoGP.

“Let’s say that the braking system of both cars is very similar because they are aluminum calipers and highly resistant materials. We also use carbon a lot, although there are substantial differences. In F1, you can work more aerodynamically in the air than to the disc. This allows you to play more with different configurations. Teams are good at developing unique solutions. It’s hard to say that anything can be carried over to MotoGP because there is a disc on which it is difficult to get delicate airflow. During the last year, there has been an evolution in aerodynamics and part of it is the way to achieve less heat on the discs. What is best combined is the work on the hydraulic part: the caliper and the pump. Although they are two worlds different, it is seen that by braking with his finger and not his foot, the pilot has much more ‘feeling’ and can apply lower pressures. The pilot feels the slightest variation. On the one hand, they are very close, but, on the other, are opposite, to Although the way to build a caliper is also used in MotoGP. Our two technical teams talk about this.”

F1 and MotoGP, to the street.

“The luck of MotoGP, in quotes, is to have lower categories, Moto2 and Moto3. The step from the circuit to the street is carbon. On the street it is not possible to use full carbon materials because they have a range of operation with very high temperatures “But having these championships allows you to bring innovations sooner. F1 innovations require a lot of time. Carbon ceramics have taken many years to be used on the street. Of course, it has a very sporty look and that helps.”

Aerodynamics in MotoGP.

“There is a factor that has now become more important for us, which is the tow. In the past, it had an effect, but it was lower; now, thanks to the ‘wings’, a large part of the braking, if it goes alone, it comes from the aerodynamic ‘drag’ (air resistance). And when a pilot is behind the previous one, that effect drops a lot compared to previous years. This contributes to less energy in what reaches the brake. There is another factor , which is when you go behind, run out of drag and go long. That changed a lot. Also, now, the driver can brake harder than in the past.”

Future on the brakes.

“At the level of discs and pads, I don’t see a material that can supplant carbon for now. It has unique characteristics: lightness, ability to transmit heat… that are almost impossible to replicate. I see a future with carbon for many years. It will change the way it is built or elaborated, but it is the perfect material”.


“At the regulation level, it is not mandatory to ride the Brembos, but having the whole ‘paddock’ is an honor, a sign that we are working correctly. We must maintain a high level of quality to maintain them. It is important to receive as much data as possible to make estimates. They are different motorcycles that react differently to our material. Each team has particular requests. It is part of our professionalism to keep secret what happens in one team or another. But the motorcycles are in plain sight on which discs they mount. When one team sees that another is riding, they ask us and we tell them that each specification is designed for each bike and rider. We don’t share data with the teams. If we did, we would lose credibility, we never will.”

Easier factory to work.

“For a purely language issue, with those who have Italian-speaking mechanics, we are more direct, it’s easier. But apart from this, we try to be transparent with everyone. We don’t speak more often with one in particular.”

Pilot that impressed the most.

would say. Not only because of his ability to brake effectively, hard, repeatedly throughout the race, but, above all, because of the sensitivity he had in the corner entry phase and his ability to respond to us in a very precise. For us, it is very difficult to translate science, the numbers, with what the pilot says. It is essential to translate what the pilot says into numbers. We are engineers, we work with that. Dovi was almost a tester, he gave us very precise indications, being very sensitive. You changed the slightest thing and I perceived it. That was very useful for us by allowing us to anticipate.”

The best braking.

“Braking harder is not synonymous with the bike stopping sooner. If I brake too much, it rises from behind… it’s understanding the bike you’re riding and seeing the maximum force you have to transmit to the ground. That’s great braking , not only that it brakes hard. It may be that someone who doesn’t take so many risks, transmits the right force. Or who doesn’t need so much heat, but, with his style, manages to decelerate more effectively”.

Discs larger than 355mm.

“For sure we will see them in Thailand and Japan. It went well and gives us confidence. Last year Yamaha used the ventilated 340mm in Aragon. It is not one of the most demanding races, but they chose that way.”