Woopa!! Cbr1000rr Riders

HelmetBOX1605198525 · February 22, 2005

hi hi guys..

can i ask a ques?

wat is the differ between the 04 and 05 model?

and does the 05 respol design more EX?

Ken · February 22, 2005

Originally posted by HelmetBOX!@Feb 22 2005, 09:00 PM
hi hi guys..
can i ask a ques?
wat is the differ between the 04 and 05 model?
and does the 05 respol design more EX?

Think only the design is different and the repsol cost more.

jerryGSR · February 22, 2005

LATEST CHANGE!!!!

Hey people, slight change of plans....... we go in on Friday 25 Feb. Meeting time will be 8.30 pm at Esso GP. Sorry about this... hope you guys can still make it.

The cook will like to know how many people are expected so that he can go marketing. I told him I will confirm the numbers by Thursday noon. Plus minus 2 or 3 should not be a problem. So can you guys re-confirm?

Iranian Food Run Part II (The Empire Strikes Back)

FRIDAY 25 Feb 05

Meet at Esso GP 8.30 pm.

Confirm can go:

1. Raptor aka Musang. (Keluar malam, cari ayam.)

2. Tashi + 1 SYT

3. Ideal

4. 5 pax (1 car)

5. Ken (thanks for changing the date.)

Confirm later due work commitments or some stupid piss poor pathetic reason:

1. Mike the Worm ZX 10 (Need to check work schedule)

2. Agustina (Need to break a date)

Cant make it..... cos i workin late on fri....... :cry:

jerryGSR · February 22, 2005

Originally posted by Ken@Feb 22 2005, 04:19 PM
Since we are blowing some 'Track wind' here, this article might be interesting.

CBR1000RR Track Review

2004 has turned out to be the year of the Liter bike. Up until now, the Suzuki has been the benchmark that everyone has been shooting for. Now for 2004, there is pretty stiff competition from all of the manufactures. Over the years, I have been fortunate enough to have raced a variety of different motorcycles. With Honda I have raced an F4 and a VTR-1000, with Kawasaki it has been ZX6Rs and a ZX9R, and with Suzuki it has been a GSXR-750 and my current race bike, a 2004 GSXR-1000. There have also been a few exotics thrown in with an Aprilia Mille R and a Ducati 998R. I always enjoyed riding my Hondas. They always gave me the feeling of the bike being truly “mine”. They always seem to have great ergonomics, and best of all never seemed to break.
I was able to ride the CBR along with the ZX-10 and the GSXR at California Speedway earlier this year. I wasn’t able to spend much time on the bikes, but I was fastest on the Honda, and to me it was the easiest bike to ride. So I was pretty exited when I was able to get an all black CBR1000RR and I would get to spend some time doing trackdays on it. I was able to take the CBR to Laguna for a trackday for some practice for the upcoming AMA national. I don’t have a lot of track time at Laguna, and I wanted to ride something that would be easy to ride and not hard to get set up. The bike I had was completely stock with 80 miles on it. The only addition was a set of Michelin 17” slicks. The weather wasn’t all that great with cool temps and the wind really blowing. The wind was so strong that I was afraid to wheelie out of 11 with fear of being blown over! The track wasn’t very grippy because of the cool temps and turn 3 certainly confirmed that with plenty of crashes there that day.

Suspension/Geometry

I did some initial suspension set up but I didn’t vary too far from stock. My first impression was that the front and rear were very imbalanced. The front was very soft and the rear of the bike felt tall. I added quite a bit of preload and raised the front along with some compression and this helped quite a bit. Throughout the day I kept adjusted the clickers and sags to get the bikes balance where I liked it. After a couple of sessions of getting the bike and myself up to speed, I could tell I was going to like this bike. Initial turn in is slightly slow and feels heavy, but once over in the turn, the bike would hold its line superbly and if needed to go wherever you wanted pointed it. I found myself planning my turn in points slightly early and to not rush the corner. This plan seemed to work the best, as I could use the excellent feedback from the rear suspension to get an early drive out. Feedback from the front was excellent as well. Grip levels from both the front and rear were excellent except when the rear tire started to go off in the last sessions. The rear tire would burn up pretty good, but the bikes feedback allowed me to stay on the throttle hard and keep driving. The CBR could be trailbraked into a turn pretty well, but I felt it could have been better. I’m sure that the stock fork springs and valving had plenty to do with that, allowing the front end to be too low in the travel going into some of the turns. The stock steering damper worked pretty well except at higher speeds. Coming over turn one flat out in forth gear the bike felt like it was going ridged because the damper was tightening up so much. I think a regular Scotts or Ohlins would be the choice to put on.
The stock suspension components work pretty well but there is a huge amount of potential locked up in the bike and it’s just waiting for an Ohlins shock and fork revalve to turn it into an even better machine. I think that there may also be something in the HRC linkage that would allow even better traction from the rear as the tire started to go off. I also believe the long swingarm has quite a bit to do with how the bike works. The CBR has great front end feedback and doesn’t want to wheelie all that bad, which I feel is due to the swingarm length. Overall a pretty easy bike to setup and if I ever raced one I know which direction I would want to take the chassis. That says quite a bit for the Honda as I still haven’t quite figured out which way my Suzuki wants to go!

Ergonomics:

Typical Honda, excellent. The bike was easy to ride and not tiring at all.
Ground clearance was a big issue though, as I was touching down both footpegs pretty easily. Time for some rearsets that would incorporate GP shifting.

Brakes:

I did have to bleed out the stock brake fluid but after that they worked excellent. Very little lever fade and after bleeding stayed very powerful. Surprisingly, the stock pads did not wear very well. After one trackday (granted very hard braking) they were pretty much worn out. Time for some HRC pads!

Gearing:

The stock gearing was waaay too tall. Both the front and rear Michelin’s I put were quite a bit taller so that didn’t help the situation. Even so, I only used second and third gear all the way around the track except for fourth gear on the front straight. Stock gearing is 16/41 and depending on what tires you are using I am going to go with a 15/42. This would allow you to use the rest of the gearbox to its full potential. 520 would also help save some big weight.

Motor:

Here I was somewhat disappointed. While of course the CBR is by no means a slow motorcycle I feel somewhat cheated. The bike does not seem to want to accelerate very quickly. Some of this can be contributed to the gearing, but I had a hard time pulling away from an AMA prepped 600 supersport bike. It feels like the bike has a heavy flywheel or crankshaft. Obviously there is some serious motor in there somewhere as witnessed by the AMA boys, but in stock form it’s lacking. I believe that it’s choked up with both the exhaust and the intake. Probably equal on both parts. I’m sure a good exhaust, power commander and some intake changes will wake it up. Dan Kyle help us! The stock fuel mapping seemed pretty good with no annoying on/off throttle problems like my Suzuki had. I also got tagged for going over the 90 db. Sound limit that Laguna has. This was a little surprising again considering how corked up the bike is.

Overall a great motorcycle with some serious untapped potential. Amazing to be able to take stock motorcycle in less than perfect weather conditions and be able to run into the 1:34’s. And to do it easily. I never felt like the bikes weight was a problem except when it was time to push it into the back of my truck. I can only image how much better the bike could be if it weighed 50 lbs less. The CBR1000RR has some serious potential tucked in there somewhere.

I also got a chance to take a ride for a few laps on another CBR1000RR that had some prep work done by Dan Kyle. It had the forks revalved, an Ohlins shock and A HRC rear link. I rode the bike at the beginning of the day and after getting back on mine the changes made a HUGE difference. I could easily tell the bike worked better. I didn’t want to make any changes to his bike as I needed to understand the Honda’s characteristics first, but after spending a day on mine and seeing what they like, I know I can make his even better.

Ken Hill

Here's the link anyway, with some debatings going on.
http://www.motorush.com/forums/messageview...&threadid=32528

:thumb:

Raptor · February 22, 2005

Originally posted by Ken@Feb 22 2005, 03:35 PM
LATEST CHANGE!!!!

Hey people, slight change of plans....... we go in on Friday 25 Feb. Meeting time will be 8.30 pm at Esso GP. Sorry about this... hope you guys can still make it.
The cook will like to know how many people are expected so that he can go marketing. I told him I will confirm the numbers by Thursday noon. Plus minus 2 or 3 should not be a problem. So can you guys re-confirm?

Iranian Food Run Part II (The Cook Strikes Back)
FRIDAY 25 Feb 05
Meet at Esso GP 8.30 pm.

Confirm can go:

1. Raptor aka Musang. (Keluar malam, cari ayam.)
2. Tashi + 1 SYT
3. Ideal
4. 5 pax (1 car)
5. Ken (thanks for changing the date.)

Confirm later due work commitments or some stupid piss poor pathetic reason:

1. Mike the Worm ZX 10 (Need to check work schedule)
2. jerry7007 + SYT (subjected to SYT approval 1st)
3. Agustina (Need to break a date)

Eh Ken... you plan to go Pasir Gudang on Friday afternoon for the 3 pm session, then you staying back there for the Iranian dinner?? Or you coming back after the session than go over again??

I quite tempted to join you for the session...tomorrow I go check if I can take leave on Friday.

Me very sick of work these few days. Big bosses very kanchong about some upcoming assessment so they getting their knickers all twisted in knots, getting all excited over small issues and all so hyped up. To me it is all still just the same old sh*t, only the days are different.

When the going gets rough... the smart ones take leave and go play on the track.

Ken · February 22, 2005

Originally posted by Raptor@Feb 22 2005, 11:57 PM
Eh Ken... you plan to go Pasir Gudang on Friday afternoon for the 3 pm session, then you staying back there for the Iranian dinner?? Or you coming back after the session than go over again??

I quite tempted to join you for the session...tomorrow I go check if I can take leave on Friday.

Me very sick of work these few days. Big bosses very kanchong about some upcoming assessment so they getting their knickers all twisted in knots, getting all excited over small issues and all so hyped up. To me it is all still just the same old sh*t, only the days are different.

When the going gets rough... the smart ones take leave and go play on the track.

Will be going back home, take a good bath and enjoy the dinner fresh.

If i go to the restaurant straight, all the flies will be joining us for dinner too!!

Given the weather, its going to be stinkier than normal.

Haha, it's always good to get away from work and relax.

So that u can come back afresh to give them ur best.

Jerry, think we got 1 more blader hook on track. hehehe.

henRRy · February 22, 2005

HEREBY I DECLARE THIS THREAD AS A THREAD WITH MANY USEULL ARTICLES RELATED TO BIKES. (EXCEPT MAMASAN TASHI'S SYT'S TALK)

:cheer:

Ken · February 22, 2005

Originally posted by henRRy@Feb 23 2005, 01:34 AM
HEREBY I DECLARE THIS THREAD AS A THREAD WITH MANY USEULL ARTICLES RELATED TO BIKES. (EXCEPT MAMASAN TASHI'S SYT'S TALK)

:cheer:

But the SYTs are the main course of this thread.

3ddy · February 22, 2005

LATEST CHANGE!!!!

Hey people, slight change of plans....... we go in on Friday 25 Feb. Meeting time will be 8.30 pm at Esso GP. Sorry about this... hope you guys can still make it.

The cook will like to know how many people are expected so that he can go marketing. I told him I will confirm the numbers by Thursday noon. Plus minus 2 or 3 should not be a problem. So can you guys re-confirm?

Iranian Food Run Part II (The Empire Strikes Back)

FRIDAY 25 Feb 05

Meet at Esso GP 8.30 pm.

Confirm can go:

1. Raptor aka Musang. (Keluar malam, cari ayam.)

2. Tashi + 1 SYT

3. Ideal

4. 5 pax (1 car)

5. Ken (thanks for changing the date.)

6. Eddy (may leave earlier.)

Confirm later due work commitments or some stupid piss poor pathetic reason:

1. Mike the Worm ZX 10 (Need to check work schedule)

2. Agustina (Need to break a date)

Raptor · February 22, 2005

LATEST CHANGE!!!!

Hey people, slight change of plans....... we go in on Friday 25 Feb. Meeting time will be 8.30 pm at Esso GP. Sorry about this... hope you guys can still make it.

The cook will like to know how many people are expected so that he can go marketing. I told him I will confirm the numbers by Thursday noon. Plus minus 2 or 3 should not be a problem. So can you guys re-confirm?

Iranian Food Run Part II (The Kwali Strikes Back)

FRIDAY 25 Feb 05

Meet at Esso GP 8.30 pm

Confirm can go:

1. Raptor aka Musang. (Keluar malam, cari ayam.)

2. Tashi + 1 SYT

3. Ideal

4. 5 pax (1 car)

5. Ken (thanks for changing the date.)

6. Eddy (may leave earlier.)

Confirm later due to unknown 'don't ask, don't tell' reasons:

1. Mike the Worm ZX 10 (Need to check work schedule)

2. Agustina (Need to break a date)

Eddy - I count you as having the dinner too, but not staying around to chitchat till late? Or you not having dinner??

Tashi, I curious about S/No 4.........the 5 pax in one car.

PYTs or SSCs?

Raptor · February 22, 2005

Originally posted by henRRy@Feb 23 2005, 01:34 AM
HEREBY I DECLARE THIS THREAD AS A THREAD WITH MANY USEULL ARTICLES RELATED TO BIKES. (EXCEPT MAMASAN TASHI'S SYT'S TALK)

:cheer:

If we start talking about guys........would it make this thread started by Tashi more useful?

Tashi · February 22, 2005

Originally posted by henRRy@Feb 23 2005, 01:34 AM
HEREBY I DECLARE THIS THREAD AS A THREAD WITH MANY USEULL ARTICLES RELATED TO BIKES. (EXCEPT MAMASAN TASHI'S SYT'S TALK)

:cheer:

You joining for makan or not? Find one CWD for you.

Raptor, what's PYT and SSC?

Tashi · February 22, 2005

An Analysis of MotoGP Engine Configurations

By Alex Edge

I've just finished reading two interesting papers published by the Society of Automotive Engineers (SAE), an international organization that publishes papers written by it's members covering everything from seatbelt tensioner technology to analysis of Formula 1 cylinder head design. The particular papers I read, however, were concerned with motorcycle racing: "Similarity Rules and Parametric Design of Four Stroke MotoGP Engines" (SAE 2004-01-3560) and "Comparison of Four Stroke MotoGP Engines" (SAE 2004-01-3559), both by G. Cantore and E. Mattarelli. If you are interested, you can order copies yourself from the SAE web site.

These papers provide a detailed analysis of the probable design of modern MotoGP powerplants. Obviously, the exact details are unknown to those outside each company's racing department, but a lot of information can be found both in the media and in press materials released by the teams themselves, while the rest can be extrapolated from known data regarding current Formula 1 engines (from which MotoGP draws much of it's technology). The second paper ("Comparison of..."), however, is the most interesting. It contains a detailed analysis of the advantages and disadvantages of each possible engine configuration, ranging from the inline 3-cylinder to the V-6. This covers all configurations currently in use, as well as the V-6 which will be fielded by Blata and WCM next season.

Before I get into an actual comparison of the different configurations, let's recap the MotoGP engine rules as well as the necessary ingredients for a successful MotoGP engine. MotoGP engines cannot use parts from any production model, making them full prototype racing powerplants. They must be normally aspirated (no turbo- or super-charging), with a maximum capacity of 990cc. Weight limits are set at 135kg (297.6lbs) for three-cylinders, 145kg (319.6lbs) for four- or five-cylinders, and 155kg (341.7lbs) for six-cylinders and up. Also having an effect on the choice of engine configuration is the limited fuel tank capacity - the bike cannot carry more than 22 litres (5.8 gallons).

To be competitive in MotoGP, these engines should produce in excess of 235 wheel horsepower, and should have a broad spread of power from 9,000rpm up to 16,000-17,000rpm. It is important for the engine to run smoothly at part-throttle - that is, the transition from off-throttle to on-throttle should be as smooth as possible, and acceleration should increase linearly with throttle input. Engine configuration also has an effect on aerodynamics, as a wider motor means a larger frontal area and therefore increased drag at high speeds. All of the engines currently competing in MotoGP likely have a very short stroke compared to the bore - in "Comparison of..." the authors used a theoretical stroke of 44.6mm, which produced bore sizes ranging from 97mm for the three-cylinder to 68.6mm for the six-cylinder.

Now to the conclusions. After careful analysis of all factors, the engineers determined the three-cylinder configuration to be the least advantageous for a number of reasons. First, the lesser number of cylinders will mean larger and heavier moving components (rods, pistons, valves), which limits the maximum rpm range which the motor can reliably reach. This in turn makes it difficult for the motor to produce an equal amount of horsepower to the other configurations. Another problem comes from the comparitively large bore of the three-cylinder - a larger bore means that the combustion process takes longer and is more difficult to properly manage, which makes it difficult to achieve the necessary part-throttle rideability mentioned above, and also has a negative affect on fuel consumption.

The main advantage of the three-cylinder configuration is the lower weight limit it allows, but in practice this has proved to be not much of an advantage at all. Rumors say that last year's Aprilia three-cylinder was far from the 135kg weight limit, and indeed was likely to be only five to ten pounds lighter than its four- and five-cylinder competitors. The difficulty in bringing these bikes down to minimum weight comes not from the motor, but from the chassis - the MotoGP rules restrict the use of titanium and other exotic, lightweight metals, prohibiting their use on many areas of the bike. The inline three-cylinder configuration also offers little aerodynamic advantage, since it is only a little bit narrower than an inline four-cylinder and much wider than a V-four or V-five.

The inline four-cylinder engine is the most traditional configuration currently in use, and it has many advantages. It can produce the required amounts of power fairly easily, and its smaller cylinders allow more efficient combustion, aiding rideability and fuel consumption. However, the inline four is the widest of the possible motor configurations, and this increases the bike's frontal area - creating drag which reduces top speed and slows acceleration at high speeds. The inline four also uses a very long crankshaft, which can produce excessive torsional vibrations, leading to reduced reliability of some components.

The V-four configuration seems at first glance to be ideal. It can produce the same power as the inline four, but will be approximately 35% narrower, aiding aerodynamics. It also uses a much shorter (and consequently stiffer) crankshaft than the inline four. The typical firing interval of the V-four has also been theorized to give an advantage in traction and rideability over the traditional firing intervals of an inline four-cylinder, but this advantage seems to have been negated by the modified firing intervals of Kawasaki and Yamaha's inline fours, which mimic that of a V-four. Nevertheless, it is no surprise that Ducati and Suzuki both chose the V-four configuration for their MotoGP race machines.

How, then, did Honda arrive at its unique V-five layout? When compared to the V-four configuration (with which it shares an identical weight limit), the V-five must have smaller and lighter pistons, rods, and valves - thus allowing a higher rev ceiling and therefore more peak horsepower. The V-five also has a comparitively smaller bore, giving the aforementioned advantages in rideability and fuel consumption. The tradeoff is a slightly larger frontal area, but it is still narrower than all but the V-four. Honda obviously felt that these advantages outweighed the obstacles in developing this unusual engine configuration.

What about the V-six? A six-cylinder has the potential to rev higher and produce more power than any of the configurations currently in use, but it is questionable whether this additional power would overcome the extra 20 pounds the bike would have to carry. At this point, it seems that the power output of the current engines is close to the limit of the currently available tires. Also, it is likely that with more developement the manufacturers can extract additional power from their current engines. Therefore, it seems unlikely that a six-cylinder engine will give any advantage at this point. This may change in a few years, when the four- and five-cylinder engines are closer to their maximum output, and tire technology has advanced to the point that another 20 or so horsepower would actually be useable.

I hope this article has helped give everyone a better understanding of the theories behind engine choice in MotoGP. If any of our readers, particularly those with a motorsports engineering background, would like to comment, I'd love to hear it.

jerryGSR · February 23, 2005

Originally posted by Tashi@Feb 23 2005, 07:51 AM
An Analysis of MotoGP Engine Configurations
By Alex Edge

I've just finished reading two interesting papers published by the Society of Automotive Engineers (SAE), an international organization that publishes papers written by it's members covering everything from seatbelt tensioner technology to analysis of Formula 1 cylinder head design. The particular papers I read, however, were concerned with motorcycle racing: "Similarity Rules and Parametric Design of Four Stroke MotoGP Engines" (SAE 2004-01-3560) and "Comparison of Four Stroke MotoGP Engines" (SAE 2004-01-3559), both by G. Cantore and E. Mattarelli. If you are interested, you can order copies yourself from the SAE web site.

These papers provide a detailed analysis of the probable design of modern MotoGP powerplants. Obviously, the exact details are unknown to those outside each company's racing department, but a lot of information can be found both in the media and in press materials released by the teams themselves, while the rest can be extrapolated from known data regarding current Formula 1 engines (from which MotoGP draws much of it's technology). The second paper ("Comparison of..."), however, is the most interesting. It contains a detailed analysis of the advantages and disadvantages of each possible engine configuration, ranging from the inline 3-cylinder to the V-6. This covers all configurations currently in use, as well as the V-6 which will be fielded by Blata and WCM next season.

Before I get into an actual comparison of the different configurations, let's recap the MotoGP engine rules as well as the necessary ingredients for a successful MotoGP engine. MotoGP engines cannot use parts from any production model, making them full prototype racing powerplants. They must be normally aspirated (no turbo- or super-charging), with a maximum capacity of 990cc. Weight limits are set at 135kg (297.6lbs) for three-cylinders, 145kg (319.6lbs) for four- or five-cylinders, and 155kg (341.7lbs) for six-cylinders and up. Also having an effect on the choice of engine configuration is the limited fuel tank capacity - the bike cannot carry more than 22 litres (5.8 gallons).

To be competitive in MotoGP, these engines should produce in excess of 235 wheel horsepower, and should have a broad spread of power from 9,000rpm up to 16,000-17,000rpm. It is important for the engine to run smoothly at part-throttle - that is, the transition from off-throttle to on-throttle should be as smooth as possible, and acceleration should increase linearly with throttle input. Engine configuration also has an effect on aerodynamics, as a wider motor means a larger frontal area and therefore increased drag at high speeds. All of the engines currently competing in MotoGP likely have a very short stroke compared to the bore - in "Comparison of..." the authors used a theoretical stroke of 44.6mm, which produced bore sizes ranging from 97mm for the three-cylinder to 68.6mm for the six-cylinder.

Now to the conclusions. After careful analysis of all factors, the engineers determined the three-cylinder configuration to be the least advantageous for a number of reasons. First, the lesser number of cylinders will mean larger and heavier moving components (rods, pistons, valves), which limits the maximum rpm range which the motor can reliably reach. This in turn makes it difficult for the motor to produce an equal amount of horsepower to the other configurations. Another problem comes from the comparitively large bore of the three-cylinder - a larger bore means that the combustion process takes longer and is more difficult to properly manage, which makes it difficult to achieve the necessary part-throttle rideability mentioned above, and also has a negative affect on fuel consumption.

The main advantage of the three-cylinder configuration is the lower weight limit it allows, but in practice this has proved to be not much of an advantage at all. Rumors say that last year's Aprilia three-cylinder was far from the 135kg weight limit, and indeed was likely to be only five to ten pounds lighter than its four- and five-cylinder competitors. The difficulty in bringing these bikes down to minimum weight comes not from the motor, but from the chassis - the MotoGP rules restrict the use of titanium and other exotic, lightweight metals, prohibiting their use on many areas of the bike. The inline three-cylinder configuration also offers little aerodynamic advantage, since it is only a little bit narrower than an inline four-cylinder and much wider than a V-four or V-five.

The inline four-cylinder engine is the most traditional configuration currently in use, and it has many advantages. It can produce the required amounts of power fairly easily, and its smaller cylinders allow more efficient combustion, aiding rideability and fuel consumption. However, the inline four is the widest of the possible motor configurations, and this increases the bike's frontal area - creating drag which reduces top speed and slows acceleration at high speeds. The inline four also uses a very long crankshaft, which can produce excessive torsional vibrations, leading to reduced reliability of some components.

The V-four configuration seems at first glance to be ideal. It can produce the same power as the inline four, but will be approximately 35% narrower, aiding aerodynamics. It also uses a much shorter (and consequently stiffer) crankshaft than the inline four. The typical firing interval of the V-four has also been theorized to give an advantage in traction and rideability over the traditional firing intervals of an inline four-cylinder, but this advantage seems to have been negated by the modified firing intervals of Kawasaki and Yamaha's inline fours, which mimic that of a V-four. Nevertheless, it is no surprise that Ducati and Suzuki both chose the V-four configuration for their MotoGP race machines.

How, then, did Honda arrive at its unique V-five layout? When compared to the V-four configuration (with which it shares an identical weight limit), the V-five must have smaller and lighter pistons, rods, and valves - thus allowing a higher rev ceiling and therefore more peak horsepower. The V-five also has a comparitively smaller bore, giving the aforementioned advantages in rideability and fuel consumption. The tradeoff is a slightly larger frontal area, but it is still narrower than all but the V-four. Honda obviously felt that these advantages outweighed the obstacles in developing this unusual engine configuration.

What about the V-six? A six-cylinder has the potential to rev higher and produce more power than any of the configurations currently in use, but it is questionable whether this additional power would overcome the extra 20 pounds the bike would have to carry. At this point, it seems that the power output of the current engines is close to the limit of the currently available tires. Also, it is likely that with more developement the manufacturers can extract additional power from their current engines. Therefore, it seems unlikely that a six-cylinder engine will give any advantage at this point. This may change in a few years, when the four- and five-cylinder engines are closer to their maximum output, and tire technology has advanced to the point that another 20 or so horsepower would actually be useable.

I hope this article has helped give everyone a better understanding of the theories behind engine choice in MotoGP. If any of our readers, particularly those with a motorsports engineering background, would like to comment, I'd love to hear it.

more enlightenment........

jerryGSR · February 23, 2005

Originally posted by Ken@Feb 23 2005, 01:22 AM
Jerry, think we got 1 more blader hook on track. hehehe.

gentlemen.... start ur engines....

Tashi · February 23, 2005

Raptor, can you arrange to get some fireworks. About RM150 to RM200 should be fine.

Tashi · February 23, 2005

For this Friday after makan of course, not to bring back to S'pore.

HelmetBOX1605198525 · February 23, 2005

hi guys how is the power of the balde?

was told by my friend it too stable?

with pillion riding a 150 is like riding 80 oni?

how is the power compare to 04R1?

jerryGSR · February 23, 2005

Originally posted by HelmetBOX!@Feb 23 2005, 12:59 PM
hi guys how is the power of the balde?
was told by my friend it too stable?
with pillion riding a 150 is like riding 80 oni?

how is the power compare to 04R1?

power delivery is smooth n predictable......

the damper works like a gem..... u dun noe its even there.....

very stable..... even at 300km/hr (touch n go)

track oriented position...... very good handling n brakes......

as compare to R1.... hmmmm.... cant comment cos i onli my frien's R1 for one round moto world.....

HelmetBOX1605198525 · February 23, 2005

Originally posted by Jerry7007@Feb 23 2005, 01:12 PM
power delivery is smooth n predictable......

the damper works like a gem..... u dun noe its even there.....

very stable..... even at 300km/hr (touch n go)

track oriented position...... very good handling n brakes......

as compare to R1.... hmmmm.... cant comment cos i onli my frien's R1 for one round moto world.....

i see...

thanks...

cause i am considersing to get a Blade or a R..

if i can afford 1000cc

if not i will go for 600cbr....

Raptor · February 23, 2005

Originally posted by Tashi@Feb 23 2005, 11:25 AM
Raptor, can you arrange to get some fireworks. About RM150 to RM200 should be fine.

Walau!!!

That is like asking to be arrested by the Malyasian police!!

Anyway I did check with my friend already.... he said not easy to find or buy for that matter.

Raptor · February 23, 2005

Originally posted by Tashi@Feb 23 2005, 07:50 AM
You joining for makan or not? Find one CWD for you.

Raptor, what's PYT and SSC?

Pretty Young Things or Sexy Senior Citizens.

Or in local language which sounds abit unrefined....chio bu or lau chio bu??

And what is a CWD? China White Doll or Cannot walk damsel?? Must carry here and there one ah??

Speedpass · February 23, 2005

Originally posted by Raptor@Feb 23 2005, 01:58 PM
Walau!!!
That is like asking to be arrested by the Malyasian police!!

Anyway I did check with my friend already.... he said not easy to find or buy for that matter.

i played wif the rockets when i visited Kg Pendas a few yrs back , the police nvr do anything . Maybe can try playing at remote areas ?

Tebing runtoh sounds like a good place , but quite far from either tuas or woodlands .

Raptor · February 23, 2005

Originally posted by Ken@Feb 23 2005, 01:22 AM
Will be going back home, take a good bath and enjoy the dinner fresh.
If i go to the restaurant straight, all the flies will be joining us for dinner too!!
Given the weather, its going to be stinkier than normal.

Haha, it's always good to get away from work and relax.
So that u can come back afresh to give them ur best.

Jerry, think we got 1 more blader hook on track. hehehe.

Wahahahhahah!!!!!!!!!

Managed to get my leave for this Friday approved!!! :cheer:

Ken, I join you at the track this Friday. Even if you last minute cancel and don't go..... I will go alone.

Suddenly got withdrawal symptoms liao.... I need to get my fix.

jerryGSR · February 23, 2005

Originally posted by Raptor@Feb 23 2005, 02:10 PM
Wahahahhahah!!!!!!!!!

Managed to get my leave for this Friday approved!!! :cheer:

Ken, I join you at the track this Friday. Even if you last minute cancel and don't go..... I will go alone.

Suddenly got withdrawal symptoms liao.... I need to get my fix.

then how abt next sat track session? got makan session after tat oso......

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