FIM Safety Officer, Tome Alfonso, has been talking about the latest updates regarding the Grand Prix of India and the Buddh International Circuit. Read the full interview below:
Explain how the homologation process went
The first thing to mention is that Buddh International Circuit is an existing racetrack where Formula One raced for three years, and was initially built taking into consideration motorcycle racing as well, as it originally applied for FIM Homologation.
What conversations took place with the Buddh International Circuit regarding the modifications?
The first visit to India was in November. As I mentioned we were quite prepared for the visit already, but when you’re on-site you always see more things. The primary attention initially always goes to run-off areas. In general we have asked to reduce the amount of asphalt and increase the amount of gravel run-off area in various points, namely Turn 1, 2, 3, 4, 5, 7, 13, 14.
We also agreed further changes to a Turns 3, 13 and 14 where we worked closely with the circuit to modify the track in order to maximize run-off areas. We also introduced homologated protective devices, both air fences and foam, depending on the possible angles of impact. After this we worked a bit on the kerbs because some of the kerbs were more targeted at car racing, so for us they were a little bit too aggressive and then we did some fine-tuning. The layout is basically the same as it was before, with minor modifications. Anyway, although the works must be completed before, the official final approval is only awarded the day before the GP starts.
How is the process different for a track built for a different series, compared to a circuit purpose-built for MotoGP™?
Working with an existing track is in some ways different to working on a track that has not been built yet, and has advantages and disadvantages. Of course with an existing track you have more experience, you can do laps, both driving or riding, and by foot, but on the other hand it is generally more challenging to make changes as there is normally infrastructure around the track, like service-roads, grandstands, buildings, as well as land limitations and so-on.
How important is the collaboration with the riders?
Safety is paramount. Absolutely paramount. I mean, it’s an absolute luxury to have the 22 fastest riders on Earth, being with them every Friday, sitting with them, exchanging information. It’s also extremely important the work that Loris Capirossi is doing, his experience is amazing. I mean, although professionally he stopped racing a few years ago, he’s still very fast on a bike. He understands the evolution of the bike and he’s also an incredible asset for us. But with the riders, the collaboration, it’s an absolute luxury.
What exactly is the process involving the riders?
Well, what we try to do because they are busy and they have to be concentrating and all the things is basically we bring precise situations or examples. When we have this situation at a circuit, we are going to request an upgrade to the racetrack. We are going to request the racetrack to do a modification on that. This is the modification that we want to propose, and in some other cases it’s coming from the riders requesting ‘Listen, in this turn, when we approach, when we brake, on the acceleration, on the exit of the curb, we find this, we find that,’ and then we interpret and we get this feedback that started from them. And then we try to analyse, to study. And then from that point is where we make a proposal to the racetrack in order to do this change, this modification, this upgrade or whatever it is.