MotoGP: Less is more
This year’s MotoGP bikes have been slashed from 990cc to 800 and lap times are tumbling, while young Spaniard Toni Elias’ star is shining bright. Could the two be linked? Castrol.com finds out.
The idea was simple. By the middle of the 2005 season almost the entire MotoGP field was regularly breaking the 200mph barrier; and with the fastest bikes going over 210 the sport's governing body decided that speeds had to be cut in the interests of rider safety. The vehicle for this change would be a switch from the four-stroke 990cc engines introduced in 2002 to 800cc powerplants.The swap called for a substantial redesign of both chassis and engines from all the manufacturers and some lateral thinking when it came to keeping the bikes as quick as possible.
Top speed down, corner speed up
A reduction in top-end, straight-line speed was inevitable following the drop in engine capacity, so as work began on the RC212V the Honda technicians concentrated on making their new bike as drivable as possible to maximise corner speeds, making some fundamental changes along the way.“For the newly reduced engine capacity of 800cc, we decided a V4 was the most efficient engine layout,” says RC212V project leader Takanori Okuma. “Rather than focusing solely on top-end power, we also concentrated on producing good power delivery characteristics, which can have a significant effect on lap times. Using enhanced control systems, the result is an engine with good drivability in the low and mid ranges, and excellent power under acceleration when the engine is at the top of its range.”
"On the chassis side, we further enhanced the ‘mass concentration’ package developed for the RC211V to improve the agility and quick-handling characteristics of the bike," explains Okuma. "The outward appearance is aggressive and appropriately innovative for a new generation of bike, affording both drivability and aerodynamic efficiency.”
The lower power and shifted weight allows for more speed to be carried through certain corners as the MotoGP riders hold the throttle fully open in a higher gear, where they would have had to feather it on the 990. Being in a higher gear drops the revs slightly making the bike more stable and easier to ride mid-corner, while also providing better drive on the exit.
Nimble is good
For Elias this ducking, diving, good natured bike is a gift that suits well the aggressive cornering style that brought him so many podiums through the 125 and 250 classes."The RC212V is small and more agile than the old bike. In particular I like the riding position that is more like a 250 position on the bike than MotoGP," explains Elias. "It’s definitely easier to ride than the 990cc. It’s more like a 250 and has a higher corner speed and you can get on the gas hard and very early with this bike.
“The 800 is better for safety. With the 990, the problem was so much energy. If the tyre was cold you could lose the rear end and crash. Big riders had this problem. For a smaller rider [like me] it was even worse.”
Watch Elias closely and the unique demands that he puts on his MotoGP bike quickly become apparent. On his way into a bend the young Spaniard brakes very aggressively before releasing for a fast corner entry.
So Elias and his Gresini technicians went back to tyre suppliers Bridgestone (who began their partnership with Gresini at the start of the season) and poured over the data. The Japanese manufacturer had already begun work on a bespoke set of tyres for the young Spaniard who now runs a harder, more resilient front boot, while a softer compound rear allows the temperature to build up.
With the right bike underneath him and the right tyres keeping it on the track Elias has already secured one second place and one fourth in his three finishes this season. And with at least five years of 800cc bikes to come in MotoGP, great things may be on the horizon for the dashing young Gresini rider from Barcelona.
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