Motogp And Electronic Aids – With a long history of providing the most powerful technologies and solutions to MotoGP, contributing to the success of the championship in terms of efficiency, safety and entertainment, Motorsport is proud to introduce the new electronic control unit BAZ-340 ECU.
Such a unit comes as a complete redesign to prevent the natural obsolescence of the electronics of its predecessor and to give the evolution of its main features.
Motogp And Electronic Aids
This device sets a new state-of-the-art among high performance ECUs, boosting up to four times (4x) computational power and up to ten times (10x) data management increase against previous standard ECUs, thus making it the perfect Solution to fully support the introduction of sustainable fuels along the road to carbon neutrality set by MotoGP.
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, together with Dorna and all the stakeholders, is committed to contribute to creating a more sustainable sport and future reducing the carbon footprint of each event.
BAZ-340 ECU is designed to allow an extremely high control of the race by the MotoGP Race Direction, through its real-time data collection, computation, analysis and transmission capabilities.
Equipped with a powerful integrated data logger and a wide range of input/output lines and protocols, it opens the way for unrivaled results in data acquisition and analysis, efficiency and safety.
A concrete example of the improvements is the introduction of danger light: when a rider is falling, a “crash” signal is immediately sent to the race direction, which can react to turn on board lights and take any other action to ensure safety.
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On the efficiency side, the new ECU offers a customizable dual voltage supply, 12 and 24V, which provide the exact right power to every single device. This means a reduction of energy dissipation and an increase of the global system efficiency far beyond the ECU itself.
This website uses technologies such as cookies to analyze and improve our website to give you the best experience possible. Click to accept or decline the use of this technology on our site. There is no doubt that Brad Binder is one of the most talented riders on the MotoGP grid. KTM’s RC16 hasn’t been quite right for a while, but last season the 27-year-old South African was the only rider able to squeeze the maximum out of the RC16 in the dry, twice coming within three tenths of a Second of winning a race, in Qatar and in Valencia.
The former Moto3 world champion and Moto2 runner-up has a super-aggressive style, because that’s what the RC16 demands. Attacking corners he has the front tire locked and the rear tire in the air, modulating the front brake to keep the show on the road.
Last season Binder made more overtakes than any other MotoGP rider, firstly because the RC16 was not great in qualifying, secondly because he is an all-attack Sunday man.
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KTM is currently working hard with the Red Bull Formula 1 team to get the best of the latest aerodynamic concepts and if the aerodynamicists are successful, we can see Binder working at its maximum in 2023.
Mat Oxley: The photo above shows you heading into Misano Turn 1, at over 100 miles per hour, rear wheel in the air, front tire probably locked, so please tell us what you’re doing at the moment…
Binder: One of the key things about my riding style, which is not always ideal, is that when I go for the first grab of the front brake I always grab a lot of brake pressure. I don’t build in it, which makes the weight transfer really aggressive, so I lift the rear wheel and lose rear contact.
It looks pretty cool in photos but unfortunately it’s not always the perfect way to brake. This is the way I always brake – super-late – so my initial deceleration is really big, but sometimes in long braking zones I lose a little because I have to release the front brake to get the rear contact and then stop again.
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Binder and crew celebrate their best weekend of 2022: a front-row start and second-place finish at Motegi in September
The one thing that I found that helps is this – you know where your marker is and instead of turning your body the second you sit up, you start lifting your head slower, so you do everything a little more relaxed and you don’t. Snap at the brake lever so much. That’s what I try to do when I need to be less aggressive with the first grab of the brake.
The biggest struggle we have with the Michelin front is locking the tire on the brakes. You brake to the point where the front locks, rather than to the point when you lift the rear. Of course, the rear lifts but it’s even worse when you start to get consistent front lock because it just pushes you into the corner.
At first it was a real shock, because you don’t expect it. The thing is, it’s almost like a controlled lock – it’s not one of those wipeouts. Well, you get those, but more than that when you’re braking really hard you lock the front and you’re holding the handlebars and forcing them, so that you can almost decide which way the bike goes. You want to make sure you go straight. You don’t want to drift left or right.
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When you grab the brake you almost flatten the front tire, then it locks and you kind of get used to it. When I came from Moto 2 I was looking at the data and I was like, ‘F**k, this is ridiculous!’. In the beginning I could never do it and feel safe but after a while you tend to do it and not worry about it anymore.
Flicking the RC16 on its side at Sepang, chased by Marco Bezzecchi, Aleix Espargaró and younger brother Darryn
Yes, it also has a lot to do with the amount of nurturing contacts you have. If you have contact in the rear you can pull the front brake a little harder, but if you do not have any rear contact you have to get off the front brake, let the bike settle and you can throw it in the corner. Of course, if the rear is in the air the bike will not turn!
All riders stand on the rear brake now! I still use a foot lever – I have small feet, so I don’t have a problem with scraping my toes on the ground.
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Can you explain to everyday road riders the difference between a MotoGP bike and a stock road bike?
When I’m at a track and I’m riding a normal superbike I feel like I can’t ride it because it has so many electronic aids that work all the time. The TC [traction control] is so aggressive that you can’t ride the bike properly. The wheelie control is the same – the bike barely wheels and then the anti-wheelie cuts in immediately and quite aggressively, whereas with a MotoGP bike you have the front wheel quite high before the anti-wheelie comes in and you can stop the wheelie. went
Five years ago Dorna introduced low-tech traction control to make MotoGP closer and more spectacular, but now there’s no more sideways action and less overtaking, so is it time to turn down the electronics again?
What people don’t realize or understand is that they think, ‘Oh, the MotoGP guys have traction control on their bikes’. But to go as fast as we possibly can, we run the lowest TC we can.
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You get to point where you just spin and if you spin too much you don’t go forward. So, we try to have the tire driving, rather than going absolutely flat with the throttle and going over the cam and into the TC, because then you’re not going anywhere.
The goal is to use the TC as little as possible, because even with the TC, if you really break traction on the edge of the tire, it won’t stop spinning. If you keep traction on the edge, you can pick up the bike, get onto the larger contact patch and get the benefit of the ride.
It’s funny because when I first rode the MotoGP bike I used to think, ‘f**k I’ve got to try to turn this stuff off and give it a go’. You can ride the bike like that and you can go fast, but you end up absolutely freezing your rear tire, so you don’t get any advantage.
I also use the rear brake in the wheelie zones as I prefer to use the rear brake than roll off the gas.
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You can do this with or without the dangle. But I find, especially in places where you’re not really straight braking, or you’re braking coming out of the center of the track and then you need to get into the next corner, that if I chuck my leg it makes the bike fall over a little bit Quicker, because I have to lean more on my inside hand, which gives me more leverage to counter-attack. It just helps me flick the bike in the corner