Honda Road Racerhead #50

December 11, 2009 by CJ
Filed under Road Racerhead

Sorry we’re late again this week, but another doctor appointment today (stress fracture in my knee) put me behind the eight-ball right off the bat. It didn’t help that we had a pretty big announcement from the FIM today, with details on the Moto2 spec motors and—particularly interesting—the much-discussed 2012 MotoGP regulations.

Win the 2010 MotoGP Matters calendar by getting this week’s trivia question right.

Before we get onto that, though, we’ve got a trivia contest. Scott Jones and journalist David Emmett have once again teamed up for a beautiful 2010 motorcycle racing calendar. It’s bigger and better than last year, and 10 percent of the purchase price goes to Riders for Health. Details are available here.

Scott and David have agreed to give away two calendars to Road Racerhead readers, and they’ve even supplied a good trivia question: In light of Ben Spies and Colin Edwards paring up at Tech3 next year, when was the last time two Americans were in the same team in MotoGP? Put your answer in an email and send it to letters@roadracerx.com (be sure to include your full name and mailing address, and to put “American MotoGP” in the subject line). We’ll select two correct answers at random, and the winners will get the calendar.

Okay, on to today’s news: Details on the new platform are still sparse, with the main points being a maximum displacement of 1000cc, a maximum number of cylinders of four, and a maximum bore of 81mm. Those first two were pretty much expected, but the precise bore number is news.

Why limit bore? Dennis Noyes and David Emmett do a thorough job of explaining here and here,respectively, but the bottom line is the rule indirectly limits high revs, thus cutting costs. In a search for maximum power, MotoGP engineers have been building engines with radically over-square layouts, in which the very short strokes allow stratospheric rev ceilings. That, in turn, has necessitated complex and expensive pneumatic valves (except in the case of the Ducati, which uses the desmodromic system) and—because high-revving engines tend to have peaky power spreads—expensive electronic rider aids like traction control. By limiting bore, the rule forces manufacturers to use a longer stroke (48.5mm for an 81mm bore), which in turn makes for a slower-revving engine that should last longer, have no need for pneumatic valves, and be easier to control without prodigious use of electronics.

The FIM confirmed today that 2012 will see a return to 1000cc MotoGP racing. –Andrew Northcott photo

For comparison’s sake, an 81mm bore is larger than any of the current batch of production liter bikes upon which these future engines will presumably be loosely based (a Suzuki GSX-R1000 has bore x stroke numbers of 74.5 mm x 57.3 mm), but smaller than the old, 990cc MotoGP bikes (the Ducati Desmosedici had 86mm x 42.56mm measurements).

I’ve seen guesses that the 2012 MotoGP configuration should result in a rev ceiling approaching 16,000rpm. Comparing again, Aprilia’s RSV4—a highly advanced machine, but still a street bike—revs to around 14,000rpm, while Ducati’s 990cc Desmosedici MotoGP machine approached 18,000 rpm, with the 800cc version going even higher.

The move seems logical, although as both Noyes and Emmett point out, there’s at least one potential problem area: with radically over-square configurations no longer possible, engineers might turn to other means of pursuing higher revs—like lightweight (and expensive) materials.

One other area that’s somewhat opaque is the whole question of prototype versus production-based. Obviously, one would have to modify a production engine pretty extensively to end up with something that was right at the rule’s limits, and Dorna and the FIM seem to be satisfied that this modification will essentially transform it into a prototype (a change of attitude since the days of the banned WCM). World Superbike promoter InFront Sports no doubt disagrees, and it will be interesting to see how strenuously they protest. And even if InFront opts not to make a fuss, there’s still the problem of a nebulous rule making it difficult for manufacturers to know exactly what they can and can’t get away with.

Since Ducati doesn’t produce a 1,000cc sport bike, what will their answer be to the 2012 MotoGP rule platform? –Matteo Cavadini/Alexphoto

In addition, Ducati doesn’t produce a 1,000cc four (apart from the limited-edition Desmosedici RR, whose bore x stroke numbers match those of the MotoGP bike on which it was based), so they would apparently be forced to come up with something new from the ground up.

Talented RRX contributing photographer Andrew Wheeler is putting together his 2009 yearbook (now in its fifth year), and once again, it’s a 10”x10” 50-page coffee-table-style, hardback, varnish-finished tome covering all of the MotoGP, World Superbike and AMA Pro races he covered this year (nineteen in total!). Email Andrew at booksale@automotophoto.com for more information.

All this 1000cc MotoGP stuff is still two years in the future (unless the rule begins being phased-in in 2011, as some have speculated), whereas the new Moto2 class is right around the corner. Some of the teams tested this week in Valencia, but the fact that they weren’t running transponders means it’s difficult to nail down reliable information. Also confusing matters is the fact that Aspar riders Julian Simón (the reigning 125cc champion) and Mike di Meglio (the former 125cc champion) were riding a variety of bikes (BQR, Kalex, Suter, and RSV) as they deal with the recent news that Aprilia will not be participating in the class after all.

Andrew Wheeler’s 2009 photo yearbook is coming out soon.

I checked in with my friend Dennis Noyes (a respected journalist and father of American Moto2 contender Kenny Noyes, who wasn’t present at the test but will be riding next week in Almeria), who explained that the other two chassis—the Harris and the Moriwaki—were not present, as the former is doing its development in Japan and the latter will be at the aforementioned Almeria outing.

“The fastest after the third day was Simón in 1´37.3, but that was after three days and around 140 laps,” Dennis wrote in an email. “On day two Simon did 1:37.7 on the BQR and the quick time on day three was, according to [Italian website] www.gpone.com, on the RSV. According to Spanish sources, the times were Simon 1:37,3 (RSV), Jose De Gea 1:37.7 (Suter), Di Meglio, 39.9 (RSV), Roberto Rolfo 38.4 (Suter) Axel Pons 38.7 (Kalex) Sergio Gadea 39.2 (Kalex). Italian sources agree except to give Di Meglio a 1:37.4 and Rolfo a 37.7.”

Noyes told me that Anthony West was present, but riding a CBR600RR in Supersport trim, and that he was also in the mid-37s. (It’s not clear whether or not MZ will have a bike for the Aussie or even if they have an entry. “Dorna, for the moment, says there will be no new teams in addition to those already selected,” Noyes explains. “MZ was second reserve, but only the first-reserve Promoracing-Harris made the cut.” MZ belongs to a group led by German former 250cc stars Martin Wimmer and Ralf Waldman.

“What also makes it hard to evaluate these times is the state of tune of the engines,” Dennis pointed out in his email. “The engines are kitted CBR600RRs, but they’re in a much lower state of tune than true World Supersport engines; if a top Honda Supersport engine makes around 140+ horsepower at the rear wheel, the Honda engines used in these Moto2 bikes are probably making at least 20 horsepower less.”

How will World Superbike react to the new MotoGP rules? –Matteo Cavadini/Alex Photo

At the earlier Moto2 tests just after the Valencia MotoGP finale, the fastest time was the 1:37.2 attributed (without transponder) to Moriwaki rider Toni Elias a half-second quicker than the best Harris time set (with transponder) by Kenny Noyes, a 1:37.7

“The bikes are still very raw, and the frame technicians are confused by the input from the 125 and 250 riders who have never raced four-strokes,” Dennis told me. “Former World Supersport Champion (with Ten Kate Honda) Kenan Sofuoglu had a quick go on the Kalex on Wednesday and said it was set up way, way too hard.

“On Monday and Tuesday, the Kalex team (Pons and Di Meglio) and the Harris team (Noyes and Joan Olivé) will begin two days of testing at Almeria. The Pons technicians will be digesting input from the two team riders plus several other riders who had a brief run on their German chassis. The British Harris team will have the new MK3 frame that was built back in Blighty on the basis of the input from Noyes and Olivé after the tests on November 9, 10, and 11.

“Meanwhile, Jorge ‘Aspar’ Martinez has to decide which of the chassis tested by his riders will be the one to replace the Aprilia chassis—if there’s no last-minute deal-saver with Aprilia. Aspar said in a radio interview that it’s not just a matter of Aprilia changing their minds; it’s a matter of changing their minds after signing a contract to supply his team with frames and technical support.”

Thanks very much for the inside dope, Dennis.

Are you a World Endurance nut? Here’s your book.

More book news: French shooter David Reygondeau emailed me this week that the World Endurance yearbook will be published at year’s end. Called Endurance 2009, it’s 175 pages long, with photos by Reygondeau and words by Valerie Moreno, and is available by reservation only for 45 euros (about $66) plus shipping. For more info, email Reygondeau at david@reygondeau.com.

Mat Mladin sent the road racing world a-twitter on Wednesday when he Tweeted the following: “a couple of world superbike offers have come my way in the past month. 1 of them very good in regards to machinery. decisions decisions ”

According to British weekly Motorcycle News, the new private BMW team run by Alfred Inzingher is the most likely World Superbike home for the Aussie, who is rumored to have a test with the German bike coming up at Eastern Creek. It’s exciting to think about—and considering how well Ben Spies did this year, I’m sure Mladin would have absolutely no problem being very competitive. On the other hand, I just don’t buy it. In light of the way Mladin has disparaged the series in the past—and especially how much he values a relatively tranquil home life—I think it’s safe to say he’s just having a laugh while messing with AMA Pro. Then again, I’ve been wrong before.

The WMF’s Sue Slate and Progressive’s Jim Burgett and Doug Quinn present Melissa Paris with the On Track for a Cure award for raising $5,000 in the fight against breast cancer. – Allison & Partners photo

Jordan Shelton from Allison & Partners sent me this email this week: “I wanted to send this image over to you of Melissa Paris accepting an award from the Women’s Motorcyclist Foundation to thank her for raising money through the Progressive Insurance On Track for the Cure.”

I had hoped that we in the motorcycle world would manage to avoid the perfect storm that is the Tiger Woods mistress drama. Apparently not.

We got an email this week from Brad Greenwood, director of a company called Synergy that’s trying to promote a new 125cc road racing series called the German PreGP Cup. “The series runs mainly in Germany, and we’re trying to attract young talents from the likes of USA, Oz, NZ, South Africa, etc. to come over and ride the series,” Greenwood wrote, “in preparation to them hopefully starting a solid road race career and even moving on to Moto GP 125. We’re offering a whole team package for any international riders, so all they need to do is turn up and race—everything else will be arranged. This package is subsidized by some sponsors.”

Click here for more information.

Honda Road Racerhead #50

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