Motogp Engine Development – During the ongoing Coronavirus outbreak, MotoGP™ continues to work hard on measures designed to mitigate the impact of this global pandemic on our sport.
A very positive and productive e-meeting was recently held between MotoGP™ Manufacturers and representatives of the organization in order to exchange views and discuss a range of topics, from calendar revisions to proposed changes to the technical regulations for the 2020 and 2021 seasons.
Motogp Engine Development
Following approval by all teams across the three categories, a majority of manufacturers and no votes against, the following proposals for changes to the technical regulations were submitted to the Grand Prix Committee and subsequently accepted.
The Science That’s Improving Motogp
These changes are designed to reduce costs incurred due to the ongoing Coronavirus (COVID-19) crisis while maintaining fairness and equality in order to maintain the entertainment value of the sport and the integrity of competition.
– Engine and aero body specifications for the MotoGP™ class will be frozen until the first event of the 2021 season. After that, current upgrade regulations will apply for the remainder of the 2021 season.
The FIM, IRTA and Dorna would like to thank all manufacturers for their continued support of the Championship.
Please see below the decisions of the Grand Prix Committee in relation to these changes in full, as well as details on the ban on ride height devices in both Moto2™ and Moto3™.
The Secrets Behind Motogp Aerodynamics
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A press release is not an article written by employees. When a post is labeled “press release,” it means that the company is not responsible for its content and does not guarantee its accuracy. Not all press releases are published, and press releases may be rejected if the content is too heavy-handed for commercial promotion with little or no news value or if the press release contains obvious errors. An interesting technology battle will unfold in MotoGP this year as new constructors battle it out in the strange field of 4-strokes to challenge for the title after 25 years of two-stroke dominance.
MotoGP fans will enjoy the technological feast in 2002 due to rule changes encouraging the return of 4-strokes to the premier class. Allowing 990cc four-strokes to compete against 500cc two-strokes led to a rich variety of machines joining the grid: Honda, Yamaha, Suzuki, Aprilia and MZ had dedicated four-stroke teams in addition to the existing two-stroke teams. Kawasaki and Ducati will compete in later rounds to prepare for next year. When the season starts next month, there will be a new sound and an interesting array of new instruments to add flavor to this most grappling sport.
Although the majority of the field will be two-strokes, all three manufacturers competing for the title have elected to run their best racers on their new four-strokes. The favorite for the title – based partly on the presence of a top rider in Valentino Rossi, and partly on its vast experience in four-stroke racing – is Honda, which has built a V5 machine for the task.
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Honda is the only motorcycle manufacturer competing at the pinnacle of high-performance four-stroke competition – Formula One. Honda also made a valiant attempt to bring four-strokes back into racing in the early 1980s with the NR500. Although many people felt the machine was a failure, it should be remembered that it competed equally well with two-strokes and at the end of its development, it was producing 135 horsepower from 500 20 years ago.
It’s pretty clear that Honda could put 300 horsepower at the RC211V’s rear wheel if it so desired. Rossi set the fastest laps in pre-season testing and Honda has reportedly cut its power below 200bhp to make it more rideable and easier on the tires – and lap times have dropped accordingly. This begs the question of what will be necessary to win in 2002. Most automakers can produce upwards of 250 horsepower from 990cc, so power delivery and tires will likely play a role.
For those who don’t know, a 500 degree bike has enough horsepower to spin the wheels at will. Riding successfully means feeding horses on the ground better. Very few riders have what it takes to ride a 500 at this level and Tohru Okawa is certainly Honda’s No. 2 rider. Okawa’s first season in the 500s last year was very impressive and he could easily take the title if Rossi is injured.
Just to make sure they cover the bases, Honda offers an updated 190-hp NSR500 V4 two-stroke engine to the Team West Pons of Alex Barros and Loris Capirossi, two of last year’s top 500cc riders. The official Yamaha four-stroke team will also be fitted with Max Biaggi and Carlos Checa aboard the V4 which has turned in competitive times wherever it has been tested. Like Honda, Yamaha is focused on winning the ultimate MotoGP crown and has hedged its bets by supplying several of its latest V4 2-st racers to privateer teams, most notably Red Bull’s Gary McCoy, Norik Abe and Repsol’s Alex Crivel. Aussie McCoy’s sideshow antics on the 500 never fail to provide a spectacle. Although many doubt that his tire-shredding style will make him a regular winner, he could become the perfect rider for one of the four-stroke GP motorcycles.
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Ironically, Gary broke his leg in pre-season testing, and Alex Crevel pulled out of the team due to a host of problems accumulated over years of racing, giving Pere Ripa a huge opportunity. Riba is a gun on the Supersport 600 machine, but will find the 500cc of a two-stroke GP bike to be much more than the 600cc of a four-stroke modified street bike.
The third manufacturer with the knowledge, experience and riding talent to challenge for the crown is Suzuki, which started its testing late and is unlikely to match Honda and Yamaha in the early rounds. 2000 World Champion Kenny Roberts has the talent to exploit a 200+ horsepower machine, but his career will not withstand another year of lackluster finishes. His father, Kenny Senior, is a gold-plated legend, having won three 500cc world titles in 1978-79-80.
The last of the potential serious contenders in 2002 will be Aprilia which has made a habit of surprising everyone on the race track since winning its first GP just a decade ago. Since then, it has won a host of 125 and 250 titles, swamping the top ten finishes in smaller classes and producing a world-winning supermoto motorcycle from scratch in less than a full season. It would be foolish to dismiss Aprilia’s chances this early, but like Suzuki, it has started the business a long way behind the leaders.
The ‘Cube’ as it was called contained a lot of F1 technology such as pneumatic valve actuation (hence fully variable valve timing) and was the first motorcycle with ride-by-wire technology – the throttle communicated with the engine via a computer. Not a throttle cable.
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Aprilia would find its legs in the later rounds, around the same time that the Lime Green Kawasaki and Italian Racing Red Ducati factory machines would join the fray. Kawasaki is said to be loosely based on the four-cylinder superbike, while Ducati has opted for a desmodromic V4 with synchronized firing in each bank of cylinders, essentially making it a twin twin. We can’t wait to hear it.
The Ducati machine will certainly be competitive as well. As we go to press comes the news that Troy Bayliss has cut less than a tenth of a second off the full lap record in Valencia, Spain on his 999cc superbike. Several other teams will compete with new quad bikes including German manufacturer MZ which claims its V4 engine produces around 220bhp at 17,200rpm. Veteran Ralph Waldman will be tasked with using those horses when the bike makes its mid-season debut.
The season has never promised so much – all these bikes will be together on the same track from the second week of March and the season will go from there. gizmo.com.au will maintain a full list of reference links to fighter sites, the best news services and bookmakers offering betting on this great sport. We’ll also have a reference guide to news sources on the more than 30 Australians competing in international motorcycle racing this year.
As a photojournalist, Mike’s work has been published in dozens of languages and in over 20 countries. He has edited or managed over 75 different print publications, each with a different target audience: sports, automotive, advertising, marketing, design, ad infinitum. Mike has been in the Internet business for over 25 years and was a veteran of five Internet startups before founding New Atlas in 2002. For beginners just starting to watch MotoGP, it’s important to understand not only what the engine is capable of but also how it works. Regulations for racing championships are being developed.
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Let’s first take a look at the capacity of engines used in MotoGP, who makes them and the cost that goes into developing them.
MotoGP engines are unlike any other racing