The height variator has become an important element in MotoGP. Find out how it works and in which phases it is used by pilots.
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The holeshot device has been one of the main developments in MotoGP in recent years. And as with many elements that have appeared over the last decade, especially all those relating to aerodynamics, Ducati was the first to integrate it into its motorcycles.
What could literally be translated as “holeshot device” refers to the term used when a driver takes first place at the start. The device makes it possible to lower the motorcycle to limit the wheelie, which is sometimes worth the device being translated into “height variator” or “trim corrector”.
What is the holeshot device?
The first version of the holeshot device, launched by Ducati at the 2018 Japanese GP, only allowed the rear of the bike to be lowered in the starting phases. The aim was to lower the center of gravity to improve traction, in order to direct the energy of the acceleration as much forward as possible and avoiding the bike pitching up, which causes you to lose speed.
The pilot activates the system before the start and it deactivates on the first braking, the bike returning to its initial position. The idea was quickly copied by other brands and applied to the front of the bike, inspired by what is done in motocross.
Subsequently, the holeshot device was no longer limited to the start phases and the riders were able to lower the rear of their motorcycle when exiting a curve, to obtain the benefits at the start of the longest straights.
In 2022, Ducati started lowering the front of its Desmosedici as well when exiting corners, but this system was less successful and Johann Zarco was quickly the only one to keep it on his motorcycle. Ducati did not pursue its development since this variation was banned for 2023the holeshot device remaining permitted at the front and rear at the start, and at the rear on exiting the curve.
How is the height variator activated?
To take advantage of the holeshot device, the pilot does not just press a button, but must engage it by following a precise procedure so that the system is correctly activated at the front and at the rear.
“The regulations only allow a system operated by the pilot”explained Paolo Bonora, Aprilia competition director, to the official MotoGP website. “It’s a mechanical and hydraulic system. At the front there’s a lever. In the grid lap, the rider lowers the front with harder braking. He pushes the lever and there’s a ‘hook’ which holds the motorcycle in this position.”
“The rear is easier to understand because the rider doesn’t have to do any complicated operation. When the bike is stopped on the grid, […]there is a second lever that the rider engages and the bike lowers taking advantage of the weight of the rider. At the first corner, you need a lot of braking and this allows you to disengage [le système] front and back.”
Without this heavy braking, the system can remain engaged, a mishap known by Jack Miller at the start of the 2019 British GP. The Copse corner, then the first on the track (this will no longer be the case in 2023), does not offer heavy braking and some drivers were reluctant to use the holeshot device at the departure on this circuit.
Will the system last?
The holeshot device has many detractors, especially among pilots. Some see it as a danger, forcing riders to take additional action and increasing top speed, but others, like Johann Zarco, believe the opposite is that the device helps stabilize motorcycles.
The relevance of the height variator is also debated. The system imposes a certain cost but now that it has become widespread on the grid, it no longer really makes a difference, and some believe that the championship would benefit from doing without it.
System reliability has been an issue at times, surpassing Miller’s concern at Silverstone in 2019. During the 2022 season, Miguel Oliveira was limited by a motorcycle remained in the down position during qualifying for the Spanish GP, a problem also encountered par Maverick Vinales et Alex Marquez racing at the German GP.