Technology In Motogp
Technology In Motogp – If you’ve paid even a cursory attention to MotoGP over the past few years, you’ve noticed something of an aerodynamic revolution going on for motorcycles.
And some of that work is trickling down to road bikes, with virtually all of the latest superbikes having fenders, and now the focus is on other areas where progress needs to be made. New Yamaha patents show that they are focusing on forks and ways to improve airflow around them.
Technology In Motogp
Yamaha has already tested its new aerodynamic fork covers, launching them at the Jerez test last November, but the patent explains how they work and why fork covers could be a fertile area for future development.
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The Ducati GP machines also use their own variation of this idea this year, although only covering the top part, while the Aprilia and Suzuki bikes completely cover the lower part of the fork.
The problem they all try to solve is that forks are inherently circular in cross-section. In addition to creating a blunt leading edge facing the wind, they also create turbulence as air rushes in to fill the space behind them.
It’s not just about pushing the forks themselves through the air: this turbulence has a direct effect on everything behind the forks, including the radiator and oil cooler on a MotoGP bike or a modern sports bike.
By making the air pass through the fork more smoothly, the motorcycle’s cooling system will work more efficiently, potentially allowing for smaller, lighter radiators and a smaller cooling system.
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There are also potential benefits along the way. You might not see a fractional improvement in aero performance on a superbike, but as firms turn to electric bikes with a huge focus on range, anything that allows them to cut through the air better will be a welcome move.
Ideally, the fork shrouds would be fully enclosed, tapering all the way at the rear to create a classic ‘teardrop’ cross-section, but it’s not that simple.
Yamaha’s patent indicates that the forks should pivot, and the extended fairing would act more like a vertical handlebar, with a potentially destabilizing effect when the rods pivot or if there is a crosswind.
As a result, Yamaha designs cut off the rear taper of this “teardrop”—a well-known aero trick called the “Kamm tail”—named after 1930s German aerodynamicist Wunibald Kamm, who discovered that cutting the tail off the teardrop’s aerodynamic shape leaves a trail. which mimics the effect of the original long tail. Recently dethroned MotoGP world champion Fabio Quartararo tested not only new engine specs, but also new aero parts. Note that the YZR-M1 has camouflaged tail stabilizer keels and aerodynamic elements on the side of the prototype fairing. Photo by Michael Googis.
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MotoGP’s traditional post-Valencia test tends to showcase new technology and developments, and there was plenty to see coming out of the garages on Tuesday morning and throughout the rest of the day.
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Six-time MotoGP world champion Marc Marquez said the chassis he is trialling is Honda’s first step in a new direction to solve the car’s braking problems. And KTM said it used the test to introduce a “modular” testing concept that allowed the team to change one part of the bike without requiring modifications to the rest of the machine.
LCR Honda’s Alex Rins (42) with stabilizing tail fins, a new three-piece front wing and no ground effects that have air ducting at the bottom of the fairing. Photo by Michael Googis.
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The RNF MotoGP Aprilia team, ridden by new recruit Miguel Oliveira. The convex lower fairing is thicker in cross-section (when viewed from above) at the front and narrower at the rear. When the bike is at full lean, it’s essentially an inverted wing shape that creates downforce. Photo by Michael Googis.
Ducati tested this unique fairing below on the Prima Pramac machines ridden by Johann Zarco and Jorge Martin. Heavily camouflaged, the bottom has no ventilation or ducts. It appears to be a copy of the Aprilia fairing design. Clearly, Ducati wants to experience the concept first-hand. Photo by Michael Googis.
Marc Marquez tested an improved version of Honda’s air ducts, designed to remove high-pressure air from the lower fairing at maximum lean angle. Photo by Michael Googis.
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Motogp In 2023
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As we head into the summer break and are halfway through the 2021™ season, we thought it would be a good idea to recap the technical developments we’ve seen at each plant.
Technical upgrades are now an important part of the World Championship™ campaign as each factory works tirelessly to create the fastest bike possible. Some things brought to the track don’t work, other parts go to waste. But what are the main things we saw this season? Let’s take a look at the six factories in order of their current position in the championship.
This year, Iwata factory riders Fabio Quartararo, Monster Energy Yamaha teammate Maverick Viñales and Valentino Rossi (Petronas Yamaha SRT) ride the new YZR-M1. Yamaha has taken a step back to move forward after a difficult 2020, with a 2021 chassis that looks more like the 2019 bike.
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Aside from the chassis, we haven’t seen many new technical innovations or updates from Yamaha. Chief among these was the front holeshot, first seen – and used to great effect by Quartararo – at the Italian Grand Prix, which gave the Yamaha riders the same advantage as Aprilia, Ducati, Honda and KTM on the start line.
In addition, Yamaha used a new front wing for air cooling and tire cooling to stop excessive tire pressure.
Ducati guru Gigi Dall’Igna and his team, rightly called the Kings of Technical Innovation at ™, are consistently at the forefront of technical innovation.
Visually, however, the 2021 Ducati GP21 isn’t too different from their 2020 bike. The “salad bowl” in the rear of the motorcycle, where the mass damper is located, has changed its shape a little. In addition, the Bologna factory introduced some new aerodynamic elements at the bottom of the side fairings, which are believed to have been created to explore the possibility of ground effect in ™ to help turn the bike.
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Ducati have been running a front holeshot all season, and the Italians also have a very, very slightly different air intake that we’ve seen a few riders try. When we say very slightly different, these are really minimal changes.
Always keeping a close eye on the Ducatis, Pitlane Reporter ™ Simon Crafar is always on hand to bring you the latest technical updates from the field.
The current world champions are the only team not to have both front and rear holeshot devices until 2021. Reigning King™ Joan Mir (Team Suzuki Ecstar) admitted that he and the team have been pushing the factory all the time to try and bring the rear holeshot to the track as it costs him his title defence.
Suzuki’s Mir and Alex Rins tested the new chassis before the season but didn’t have enough time to properly assess whether it was better or not. Sticking with the 2020 bike that did so well last season has caused them a bit more trouble than expected as other factories, namely Yamaha, Ducati, Aprilia and now KTM, make big strides in 2021. A slightly updated aero package is also seen on the GSX-RR, but there is minimal difference compared to the previous one.
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Some of the biggest news surrounding Suzuki during pre-season and in-season testing this year was the 2022 engine trials. Mir and Rins tried it at the Qatar test and test rider Sylvain Guintoli said at the Catalan test that Suzuki had made a decision on which engine they were going to use next season as they and Yamaha look to overcome the top speed deficit.
It’s no secret that KTM’s fortunes changed dramatically in 2021 when they introduced a new chassis at Mugello that helped Miguel Oliveira and Red Bull KTM Factory Racing teammate Brad Binder stop and turn the bike better. Pete Behrer called it the “next generation” of the RC16, and since then the results have certainly returned to what we’re used to seeing in