This, race fans, is Danilo Petrucci, one of the brave souls trying his luck on the future of MotoGP hardware, in his case the doggedly underpowered Came IodaRacing Project machine. Not on a (relatively) zippy Aprilia ART, or a Honda-powered FTR, Petrucci qualifies on the same grid as Casey Stoner and Jorge Lorenzo, and brings to this gunfight a knife that packs a whopping 185 bhp, compared to the factory prototype engines that are rumored to be around 260 bhp. As I photograph a race, I see a much different version of the event than TV viewers. I watch the recorded TV broadcast later, and can tell you that there is a lot going on with the Claiming Rule Team bikes that doesn’t make in onto TV.
We are now purely a “suck, squeeze, bang, blow” society, and while that suits many motorists just fine, there are some who enjoy the smell of pre-mix in the morning — you know who you are. You enjoy the sound of angry bees following you from apex to off-camber. You think a displacement for “serious riders” starts at around 250cc. You like your engine compression low, and your powerbands narrow. You sir (or madam), are a two-stroke junky, and we have just the fix you need. Having a bevy of intriguing two-wheeled projects within its walls, the Swiss bike that catches our eye today is the Suter 500 Factory V4: a two-stroke, 500cc, V4, track weapon that puts out over 200 hp and weighs 284 lbs ready to race — no, that is not a typo.
Blurred to protect against spoilers, we’ll just leave things simply by saying that World Superbike’s Race 2 at Donington Park is well worth a watching if you haven’t already seen it. Decided right down to the last few turns, race pundits surely will be discussing the race and its outcome over the next week. Unsurprisingly, geography is playing a major a role in how things are being viewed. Though in a race where a number of questionable passes occurred, it is hard to single out this one event from the plethora of others that occurred during the race, but of course this one had the biggest effect on the race outcome. Click past the jump for the he said, she said, and of course for some slightly sharper photos.
More news from Norton, as the British firm has begun track-testing its V4 road race bike, in preparation of the 2012 Isle of Man TT. Focusing on the bike’s handling, Norton has been working hand-in-hand with Öhlins and Dunlop developing the bike’s chassis. The trio has devised the highly sophisticated “165 mph no hands” test, which supposedly checks the stability of the bike, though we imagine Health & Safety would frown upon it. With the bike’s Aprilia RSV4 motor putting out 195hp at the crank, and with the total race package weighing 419 lbs (195 kg) when it is sopping wet, the Spondon-framed Norton may not be exactly what fans of the famous marques were hoping for after seeing the very appealing Norton NRV 588, though it does seem to be a potent package.
Launching in downtown Los Angeles, the 2012 Brammo Empulse R & 2013 Brammo Empulse broke their cover and officially debuted. Right off the bat from the designations, you can see that Brammo intends for the Empulse R to be a 2012 model, with the base model Emuplse coming out next year (more on that further down). As we expected, the Brammo Empulse R got quite the price bump after its 22-month marination, and will be $18,995 MSRP. Meanwhile when the Brammo Empulse becomes available next year, it will have a slightly more palatable $16,995 price tag.
While the EBR 1190RS race bikes were on the track, their $40,000+ street-legal counterparts were on display outside of the Erik Buell Racing garage. Rocking an American flag livery, I naturally took pictures of this show bike. Eye catching to say the least, nothing says “Made in ‘merica” better than a red, white, and blue color scheme, especially when it is laid over carbon fiber. And while I want to love this bike because of its nuances and outside-of-the-box technical design, I don’t.
If there’s one lesson we can take from Sunday’s race at Estoril, it’s this: “I’ve always said we know Casey’s the guy that’s the fastest guy in the world. Maybe over the seasons he hasn’t put the championships together, but by far he’s the best guy in the world.” Cal Crutchlow is not known for mincing his words, and his description of Casey Stoner pulls no punches. But given the fact that Stoner only managed to win the Portuguese round of MotoGP by a second and a bit, is that not a little exaggerated?
Brammo is back for electric motorcycle racing in the North American TTXGP series, as the Ashland-based company is set to defend it’s #1 plate this year with Steve Atlas on board ( Shelina Moreda is slated to join the team later in the season). Gaining a title sponsorship from Icon, Brammo arrived at Sears Point with some edgy graphics on the 2012 Brammo Empulse RR. Dropping roughly 35 lbs in weight, and gaining roughly 50hp over the bike they ran at last year’s season opener, Brammo is making most of those gains in its revised motor and power inverter for the newest Empulse RR.
As you can imagine, the bulk of the commentary, both from readers and from professional journalists, has centered around the absurdity of the claim, with even jokes being offered about how an aged BMW rider should be thanking the German motorcycle brand for saving him money on Viagra, etc. The situation reminds me of the McDonald’s hot coffee lawsuit. You know the story, right?. A woman buys a cup of coffee at McDonald’s, spills it on herself while in the car, and sues the bastards for her incompetence. True to litigious American form, the unthinkable happened, and a jury awarded this gold-digging woman millions of dollars. It is repudiating, and it stands for everything that is wrong with the legal system, or so we would be lead to believe — especially by the media.
Never say never, but few are expecting Valentino Rossi to hang up his spurs at the end of the 2012 MotoGP Championship. Going out on a career low-point is certainly not the Italian’s style, especially as it casts a particularly dark shadow on a career that has enjoyed the bright-light superlative of “Greatest of All Time” from some of motorcycling’s most knowledgeable sources. Hoping to cast that phrase with an underlined typeface, and not with an interrogatory question mark, there is sufficient evidence to believe that Rossi will want to end his career in a way that will leave no doubt about the nine-time World Champion’s abilities. The question of course is how those final seasons will play out, and who they will be with.
I say yes to streamlining…look at the Ecosse Spirit and the V8 Guzzi – it can work!
Forgive my ignorance, but how would you have the room inside a dustbin to physcially move the bike from left to right? I’m with Czysz on this one.
Leave the option for streamlining open. Let’s give the advocates of streamlining the opportunity to perfect their work.
There are ways to overcome the problems Michael Czysz describes. He may soon see them on the track.
The rest of the motorcycle world is full of anti-streamlining rules. Let’s be allowed to experiment in this one small area, as Electric motorcycle’s could greatly benefit from the added efficiency streamlining brings to motorcycle design.
Rather than advocate rule changes before the races have even begun, lets give streamlining an opportunity to prove itself on the track.
If Michael Czysz doesn’t want to race against stream liners there are ample opportunities in racing throughout the rest of the motorcycle world. He does not have to spoil the opportunity for innovation for those in the electric field.
I have to wonder if this is a preemptive attack on streamlining is because of the rumors that the Agni bike will be streamlined?
Agni won last time.
“Sean Mitchell says:
03/09/2010 at 7:04 PM
Forgive my ignorance, but how would you have the room inside a dustbin to physcially move the bike from left to right?”
It depends on the design. Take a look at this picture:
http://www.vf750fd.com/Joep_Kortekaas/ubiali.jpg
Here’s an interesting simulation studying the Lift/Drag ratio of a rider and motorcycle that suggests the fairing of a conventionally-faired race bike acts as a lifting body at high lean angles. With today’s lean angles exceeding 55 – 60 degrees from vertical could it be that, in addition to Michael Czysz’ concern about cross winds, that an enclosed dustbin, at that flat angle could act as a highly effective lifting body (i.e., reduce grip and traction)? Tests would tell. Nobody leans at Bonneville.
To quote from “Aerodynamic Analysis of a Motorcycle and Rider on a high speed corner”
Giorgio Pagliara and Giuseppe Ganio © CD-adapco 2009
“The results of the simulation predicted that at a straight line speed of 120 Km/h, the motorcycle is well balanced with neither excessive lift or down force experienced. During a turn, however, the rider and bike are at an angle to the ground, generating large amounts of lift and a rolling moment that acts to straighten the bike.
Plots of pressure coefficient show that, during cornering, the rider produces aerodynamic downforce while the bike produces lift. The L/D ratio (lift over drag) ratio of the bike and rider is around 0.4 which may be compared to a typical value of between -3.5 to -2.5 of an F1 car, a difference which is largely accounted for by the lack of any lifting surfaces (front and rear wings) and the effect of rider on the overall aerodynamic performance.”
Czysz: Just Say No to Dustbin Fairings – http://bit.ly/a8fzWn #motorcycle
RT @Asphalt_Rubber Czysz: Just Say No to Dustbin Fairings – http://bit.ly/a8fzWn #motorcycle == I agree with him. FF ain't the way fwd..
[moto] Interesting… RT @Asphalt_Rubber: Czysz: Just Say No to Dustbin Fairings – http://bit.ly/a8fzWn #motorcycle
Didn’t the Red Bull Yamaha team try something along the lines of streamlining a few years ago when John Hopkins was racing for them? If I recall correctly it made very little difference to the lap times (hence it never being raced).
I wondered about aerodynamics last year after talking to a few of the teams at the TTXGP launch. A few were talking about using Hayabusas as a base ‘because it’s the most aerodynamic bike’ but these things were barely reaching 80mph. Surely working on reducing weight would reap more benefits than a dustbin fairing at these speeds. Ok things hav emoved on in a year and the bikes will be faster, but theres a world of difference between 200mph+ at Bonneville and a lap of the island.
Its not so much an increase in speed that the streamliner’s are proposing, although there may be a minor benefit here, but a reduction in the energy/force required to attain it.
In electric racing circles, where the available power reserve is limited (and was the main factor in the final positions of the race last year) any reduction in used energy reserve is greatly appreciated.
I distinctly remember reading about how “dustbin” fairings were banned from prototype (now motoGp) motorcycle racing due to the dangerous handling characteristics that they brought with them. I think the people who are advocating the return of dustbins are ignorant of racing history.
@Scatterbrained – Some students of (and participants in) racing history might tell you that the “dangerous handling characteristics” was the reason given for the banning, but that you should consider all possibilities. Could it have been that the streamlined cycles handled just fine and raced faster, but that the manufacturers behind the racing organizations did not like their use because they looked nothing like what they were selling in the motorcycle shops? An inquiring mind won’t venture calling other people “ignorant” based merely on something he or she “distinctly remember[s]” reading. This is a complex issue and there are strong viewpoints on each side. Frankly, I hope someone (oh… Agni?!) brings an odd-looking bird or two to the races and puts the others to shame. That’s the kind of drama this sport needs.
Scientific advancement requires just that – the application of the scientific method – rather than using 50+ year old rumors – why don’t we open up the rules so that the technology can advance. As to those who say there is very little speed or efficiency advantage to the ‘dustbin’ design – those people are woefully ignorant of the tremendous influence of aerodynamic drag as THE principal power requirement in the motive force of a motorcycle, rolling resistance and vehicle weight are essentially only an afterthought. As to turning ability, I invented something better as a solution, which can be viewed at toytotransportation.com ,
With respect, Someone who has ACTUALLY RIDDEN A DUSTBIN.
I vote for the dustbin too–they handle well if the bike has enough weight forward, and there is no question they work aerodynamically, In 1982 I built a motorcycle that got about 192 mpg in naked form…when we put a dustbin fairing on it mileage leaped to 300+