Repsol Universe: Patrick Isacco, Dani Pedrosa`s Michelin
Technician
 “TODAY`S
TYRES HAVE NOTHING TO DO WITH THOSE USED YEARS AGO, BECAUSE
MOTORBIKES HAVE EVOLVED AND MANUFACTURERS ARE OBLIGED TO DO
THE SAME”
Patrick Isaaco has been working in the World Motorcycling
Championship for over 15 years and has collaborated with top-class
riders like Mick Doohan, Wayne Gardner and Alex Crivillé.
He began to work in GP races in 1989, as Michelin co-ordinator
in the three categories. He managed the team`s complete logistics
organisation, from the plane tickets to the transport of the
material.
In 1991 Michelin did not participate in the World Motorcycling
Championship and so he went to Germany to work with the Mercedes
DTM technicians. In 1992 he returned to the World Motorcycling
Championship and joined the official HRC team which had Mick
Doohan and Wayne Gardner as team members, in addition to running
the official 250cc team, with Luca Cadalora, as well as the
125cc team. He is now Dani Pedrosa`s Michelin technician,
the man from the French team in the Repsol Honda Team pits
that he can trust.
To begin with could you explain the main parts that
make up a tyre?
“I won't go into great detail, but basically a tyre
is made up of a carcass – the internal structure of
the tyre - and the external rubber part, that is to say the
tread and walls that make contact with the floor. All of these
parts can vary their rigidity depending on the desired level
of traction or grip. Whatever happens, research never stops
so that all parts are improved and modified. Riders are always
asking for more, so we constantly work on developing tyres.
And the dimensions can also be changed, although once the
season has started they do not usually vary too much. Tests
can be made, but in general during a single season everything
stays the same; and this year all riders are using 16 inch
tyres at the front and 16.5” on the rear.”
Last year was a tough one for Michelin, but now all
that has been forgotten and this season nobody mentions tyres
like they did before. From your point of view how is the 2008
season working out?
“Competition racing is very demanding and there is never
anything that is perfect. As I said there is always work to
be done and improvements to be made. This year is also being
very difficult since the championship is very tight and it
is not easy to create any big differences. That is why we
are constantly seeking new solutions. If you look at the championship
the battle is very tough between Stoner, Rossi, Dani Pedrosa,
and even Jorge Lorenzo, who is still there. All the riders
can do a good job, and we have to carry on working. Nothing
is ever decided before the start.”
What do you think about the current regulations,
with a limit on the number of tyres? Because now tyre selection
on a Thursday is, without a doubt, a crucial moment for the
outcome of the race…
“It´s not easy and the truth is that the regulations
have made our job a little more complicated, but at the same
time it is true that we have more tyres this year than last.
Back then everybody criticised them because they were new
regulations and it was not easy. Now everybody has got used
to them and the work is done keeping them in mind. This is
how the rules are and we have to respect them. So far this
year things have not gone too badly, although the truth is
that the work needs a better level of anticipation and a good
co-ordination between the team, the rider and Michelin so
that the right decision can be made on the Thursday before
a race”
The specific selection that is made at that moment
is almost a state secret, but could you give us a general
description of the tyre selection procedure, why some and
not others for a race?
“We take quite a few tyres with different carcasses
and rubber compounds, and what we attempt to do is to make
the decision according to the weather forecast, knowing whether
we are going to have a very hot weekend, or with rain, etc.
Moreover, the Michelin tyre engineers and developers in France
prepare a preliminary selection of suitable tyre for the circuit
in question.”
Where do you think competition tyre evolution for
the World Championship is heading?
“Evidently nowadays tyres don't have anything to do
with those used years ago because there is continuous research
and improvements. Because motorbikes evolve tyre makers have
also been forced to evolve. I believe that grip and adherence
on corners has improved a lot, things that are totally different
from when I began. The motorbikes are completely different,
they also have very different demands, so the material evolves
in at the same time.”
The electronics on a bike have improved the rider
control, especially in difficult conditions such as when they
are worn. Do these electronic systems make greater demands
on the tyres or do they allow the rider to take better advantage
of them during a race?
“I would say that they help, since they help the rider
to control the machine and therefore less is required from
the tyre than when all the power was applied directly to them.
Before it was the tyre that received all the power from the
engine when the rider used the throttle, but now the power
arrives in a more controlled way thanks to the electronics.”
Which are the two or three most critical and demanding
circuits for tyres, and why?
“The most critical is Phillip Island, since it is very
demanding on the left part of the tyre and requires very rigid
tyres on that side. It is something that is very specific
for this track, just like in Germany. They also become a critical
factor at circuits that have been resurfaced, since we don't
know what we will find; and the completely new circuits, this
will be the case of Indianápolis this year.”
Who is the rider that has most impressed you, because
of their riding style, or because of how they understood and
felt the way that tyres work, down the years?
“It is difficult to say, but for me the ones that have
given me the most information, those that have best transmitted
the sensations that they get when out on the track, have been
Valentino Rossi and Dani Pedrosa. They have a different way
of working from many of the others, this is because they are
more sensitive. This doesn't mean that the others don't have
sensitivity, but it is a fact that they provide much more
information.”
Could you briefly explain the evolution of competition
tyres in the top category, from the wild 500cc to the sophisticated
“electronic types” used in MotoGP 800cc?
“The exact evolution would be difficult to explain,
but to begin with the motorbikes are completely different
regarding the power. The demands made by the engine when changing
from 500cc to the four strokes, and then to 800cc. In 500cc
we changed size to move up to 990cc, since everything evolved
depending on the engines. But the truth is that since then
every year has seen very big developments.”
What are Dani Pedrosa`s tyre preferences, with his
riding style and weight? What is his style referring to tyres?
“Dani Pedrosa has a fluid riding style, although contrary
to what people think about his weight, he always requests
quite hard tyres since he has a tendency to request tyres
that last. This is because he likes to maintain stability
and he doesn't only think of the ease. Even if the tyre is
a little hard, he is aware that if it can give him a better
race performance he should use it. Contrary to what many people
think we do not use the softest tyres.”
If Dani opted to ride the motorbike with pneumatic
valves are you ready to offer him the tyres that are necessary
after the change? What would be the main differences between
the two types of tyres?
“Nicky Hayden is already using the new bike and he doesn't
use different tyres since at this moment in time I don't believe
that there is a big difference. At this level the two engines
are very similar, and with the miles that Nicky has ridden
we have not made any special developments.”
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