pritch
5th April 2008, 23:23
“MotoGP Technology” by Neil Spalding
Technology in MotoGP is somewhat topical. In recent months Rossi has been quoted as saying the latest technological “improvements” make it difficult for a superior rider to gain time against lesser riders by virtue of skill.
BIKE magazine recently quoted Davizioso (I think it was from memory) as saying that his 800 was easier to ride than the 250 he rode last year.
Again in BIKE, Kevin Schwanz tested all of last years crop of Moto GP bikes, and also the winning 250. Schwanz's reported impression was that of all the bikes the 250 felt the most like a racebike.
Then, of course, some of the recent technological developments are increasingly finding their way on to road bikes: slipper clutches, ride by wire, and switchable power levels as per Suzuki.
So what is all this technology and how do we find out about it? That's where this book comes in.
The book covers the period of the 990 MotoGP machines. The first chapter briefly covers the history of the sport, then there is a short chapter on the rules. Successive chapters then look at each manufacturer in turn, the design decisions they made, and the compromises those decisions required. There are then chapters dealing with engine, electronics, chassis, suspension, and brakes etc.
If you recently graduated with a BE there may not be much here you don't already know. Likewise if you understand what Young's Modulus is, and why that's relevant, you probably won't gain much from reading this. Otherwise this book won't qualify you to work in the pits, but it should give you a degree of understanding as to what is happening to the bikes from a technical perspective.
The book is profusely illustrated with full colour photographs. Some of the diagrams look a bit simple perhaps but then there are some others that take some effort on the part of the reader. Nadroj was looking at the book one day recently and commented that the explanation of the “Big Bang” engines and the effect of that engine layout on traction was the clearest he had seen.
Pneumatic valves are in the news. Several times during the commentary of last weekends GP at Jerez it was mentioned that Honda were hoping to have their new engine (complete with pneumatic valves), at Estoril.
Apparently the upper rev limit possible with conventional springs is in the order of 17,000 RPM. Ducati long since adopted the desmodromic system formerly used by Mercedes, but the rest of the paddock seems increasingly to be going the way of pneumatic valves. This is not with out risk it appears. Seemingly seals cannot currently be guaranteed to keep the gas within the system so a remote reservoir containing enough gas for one hour is concealed on the bike. If the reservoir becomes depleted to the point the system cannot function properly the electronics shut the engine down. Certainly a cheaper and safer option that the alternative...
These and many other topics: traction control, ride by wire, are explained in the book.
One does wonder if MotoGP is heading in the right direction with all this technology. Formula 1 appears to be heading in the opposite direction in some respects currently. For example the cars no longer have traction control, drivers are free to spin out should they lack the required finesse to stay on the track.
Oh, and Young's Modulus? Young's Modulus defines the stiffness of materials and the rules stipulate a minimum value for some parts. There is a more comprehensive explanation in the book should you be really interested.
“MotoGP Technology” is currently available from amazon.co.uk and anywhere else you can find it.
Technology in MotoGP is somewhat topical. In recent months Rossi has been quoted as saying the latest technological “improvements” make it difficult for a superior rider to gain time against lesser riders by virtue of skill.
BIKE magazine recently quoted Davizioso (I think it was from memory) as saying that his 800 was easier to ride than the 250 he rode last year.
Again in BIKE, Kevin Schwanz tested all of last years crop of Moto GP bikes, and also the winning 250. Schwanz's reported impression was that of all the bikes the 250 felt the most like a racebike.
Then, of course, some of the recent technological developments are increasingly finding their way on to road bikes: slipper clutches, ride by wire, and switchable power levels as per Suzuki.
So what is all this technology and how do we find out about it? That's where this book comes in.
The book covers the period of the 990 MotoGP machines. The first chapter briefly covers the history of the sport, then there is a short chapter on the rules. Successive chapters then look at each manufacturer in turn, the design decisions they made, and the compromises those decisions required. There are then chapters dealing with engine, electronics, chassis, suspension, and brakes etc.
If you recently graduated with a BE there may not be much here you don't already know. Likewise if you understand what Young's Modulus is, and why that's relevant, you probably won't gain much from reading this. Otherwise this book won't qualify you to work in the pits, but it should give you a degree of understanding as to what is happening to the bikes from a technical perspective.
The book is profusely illustrated with full colour photographs. Some of the diagrams look a bit simple perhaps but then there are some others that take some effort on the part of the reader. Nadroj was looking at the book one day recently and commented that the explanation of the “Big Bang” engines and the effect of that engine layout on traction was the clearest he had seen.
Pneumatic valves are in the news. Several times during the commentary of last weekends GP at Jerez it was mentioned that Honda were hoping to have their new engine (complete with pneumatic valves), at Estoril.
Apparently the upper rev limit possible with conventional springs is in the order of 17,000 RPM. Ducati long since adopted the desmodromic system formerly used by Mercedes, but the rest of the paddock seems increasingly to be going the way of pneumatic valves. This is not with out risk it appears. Seemingly seals cannot currently be guaranteed to keep the gas within the system so a remote reservoir containing enough gas for one hour is concealed on the bike. If the reservoir becomes depleted to the point the system cannot function properly the electronics shut the engine down. Certainly a cheaper and safer option that the alternative...
These and many other topics: traction control, ride by wire, are explained in the book.
One does wonder if MotoGP is heading in the right direction with all this technology. Formula 1 appears to be heading in the opposite direction in some respects currently. For example the cars no longer have traction control, drivers are free to spin out should they lack the required finesse to stay on the track.
Oh, and Young's Modulus? Young's Modulus defines the stiffness of materials and the rules stipulate a minimum value for some parts. There is a more comprehensive explanation in the book should you be really interested.
“MotoGP Technology” is currently available from amazon.co.uk and anywhere else you can find it.