It’s not fair. One make doing all the winning. Worse than that, it’s predictable, so it’s not entertaining. Something must be done!

For once, this column isn’t about MotoGP, or not directly. The premier series is currently off on holiday.

We’re looking at WorldSBK and British Superbikes – BSB. Production-based racing, where the different makes take part because of the shared mantra – win on Sunday, sell on Monday – and where Ducati’s Panigale V4 is making mincemeat of the opposition. Ducatis have won every race so far in WorldSBK this season, and every race bar one in the British series.

One-make domination is nothing new. I mean… MV Agusta pretty much owned GP racing from the mid-1950s to the mid-1970s, and thereafter domination was batted back and forth between Honda and Yamaha, well into the new century. Then Ducati took a turn, though currently threatened by Aprilia.

MSEG (formerly Dorna) have striven for parity; dumbed-down tech regs, one-for-all tyres and electronics and so on, fine-tuned by a concessions system to help the strugglers.

But MotoGP bikes are prototypes and so you can tamper with development. Superbikes are based on existing models. You must deal with what you’ve got. You can’t speed up the slow. So you have to slow down the winners. Rather the antithesis of what racing is about.

There are three basic ways of doing this: add weight, restrict fuelling or cut revs. Adding ballast is controversial, potentially dangerous. Fuelling also has problems, whether done electronically or (more old-fashioned) by physical inlet restrictions. It can upset the fine-tuning balance of a high-performance engine, spoiling throttle response, making a bike not only more difficult to ride but potentially even dangerous.

WorldSBK use fuelling anyway, with a sophisticated system that possibly sidesteps the problems. This controls flow rate, measured in kilograms an hour, changed in half-kilogram steps. Introduced last year, this year already Ducati and bimota have both been hit by reductions, Ducati twice; while Yamaha has been granted extra. All without making any discernible difference to the results.

BSB use revs for the Superbike class and fuelling for the support classes. So far this year, Ducati’s V4 R Panigale has been docked from 16,000rpm to 15,750rpm. Still keeps winning though.

But for Supersport ‘Next Generation’, the rules offer a completely different path to parity. Instead of traditional cubic capacity boundaries, the class runs a wide variety of bikes, from 600cc fours to 955cc twins, via 765cc triples. They are further manipulated by throttle controls – Ducati currently on 80 per cent of full opening. And it works. For example, at the most recent British Brands Hatch race, the top six finished inside 1.5 seconds and spanned the range: Triumph triple, Honda and Yamaha fours, and Ducati twin.

It’s intriguing to consider that new thinking might add variety to Superbikes, both grids and results. Making it less predictable and more fun for riders and fans, and more commercially attractive for the manufacturers.

But there are philosophical questions here, about the meaning and value of racing. Is it just entertainment, making it fair game to slow the fast ones down? Or is it a genuine sport, giving the participants – engineers and riders – a chance to achieve and then demonstrate excellence?

Then there’s the matter of riders. The very best of them can overcome machine weaknesses – even use them to display exceptional talent. For example, Ducati are dominant in WorldSBK, but Toprak Razgatlioglu was able to beat them, riding both Yamaha and BMW.

Racing is different for every stakeholder. For the manufacturers it’s a high-pressure showroom. They race to sell more motorcycles. For the riders it’s personal. For promoters and circuit owners, it needs to make money. And for the fans, it must be entertaining.

But when you have to slow racing down for the lowest common denominator, it feels as though something is wrong.