An Analysis of MotoGP Engine Configurations
02-22-2005 | 04:31 PM
#1
Thread Starter
Super Moderator
Back Marker
Joined: Jun 2004
Posts: 213
From: Deer Park, NY
An Analysis of MotoGP Engine Configurations
Great article written about the pros and cons of each MotoGP engine configuration.
An Analysis of MotoGP Engine Configurations
An Analysis of MotoGP Engine Configurations
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).
03-04-2005 | 08:44 AM
#2
Senior Member
Back Marker
Joined: Oct 2004
Posts: 205
Re: An Analysis of MotoGP Engine Configurations
Suzuki has revised their second generation GSV-R to a 65 degree V and it makes over 220hp . Rumour has it more HP is to come . Pretty sweet even though a few years behind Honda .
Part of the bike hobby for me is the reading about the engine designs and iffin or not they turn out to be reliable ect . Although not GP bikes I was saddened to learn there will be no 200 miler at Daytona this year for the Superbikes .
1 sprint race only
Part of the bike hobby for me is the reading about the engine designs and iffin or not they turn out to be reliable ect . Although not GP bikes I was saddened to learn there will be no 200 miler at Daytona this year for the Superbikes .
1 sprint race only
10-16-2005 | 08:18 AM
#3
Senior Member
Back Marker
Joined: Oct 2004
Posts: 205
Re: An Analysis of MotoGP Engine Configurations
Of note , talking of the inline 4 MotoGp engines , they take and revise the firing order so to have a longer firing pulse closer to what type power a V-Twin engine might lay to the ground but not exact .
We see that Rossi's Yamaha does not use a conventional 180 degree header nor does it sound anything like the typical 4 cylinder .
The gyroscopic effects of crankshaft inertia and or long/short power pulses are a neat topic and deserves a thread of it's own .
We see that Rossi's Yamaha does not use a conventional 180 degree header nor does it sound anything like the typical 4 cylinder .
The gyroscopic effects of crankshaft inertia and or long/short power pulses are a neat topic and deserves a thread of it's own .
Thread
Thread Starter
Forum
Replies
Last Post
mootsmadness
Technical Discussion
11
09-11-2011 11:51 AM
REDVTR1000
General Discussion
8
04-25-2008 01:14 PM
