EBR in GP
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buellxb9rs
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Traction control may or may not make it to these bikes. Considering how Geoff rides I don't think he needs and or wants it, he likes to throw that back end around in a corner.
From what I've read/ heard, Geoff and Danny would REALLY like wheelie control, not necc. the full traction package, but, it still doesn't answer the top end speed issue, I know we can make ground in the twisties no problem, but will it be enough to be competitive at the top tier?
buellxb9rs
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I'm sure they can do it, but it would cost too much and be a completly differnet bike. Biggest problem is the restrictions, as the 1190rs has a 106mm bore and moto gp only allows up to an 81mm bore.
MotoGP™ - As of the 2012 season, the maximum engine displacement permitted is 1000cc with a maximum of four cylinders and maximum bore of 81 mm - 2-stroke engines are not allowed. A maximum of 6 engines may be used by each permanent contracted rider for all the scheduled races of the season. Penalty for infringement of this means the rider will start from the pit lane 10 seconds after the start of the race.
From 2012, teams not entered by one of the major manufacturers may seek CRT status. Teams entered as CRT will benefit from less restrictive rules on the number of engines that may be used in a season, and the fuel allowance during a race is larger. Under the "Claiming Rule", teams operating under CRT status agree to allow up to four of their engines per season to be claimed, after a race, by one of the major manufacturer teams at a cost of €20,000 each including transmission, or €15,000 each for the engine alone.
Moto2™ - Moto2 Official Engine, currently supplied by Honda. This is a 600cc 4-stroke engine.
Moto3™- 250cc four-stroke, one cylinder machines.
Apart from the displacement and number of cylinders for each class, engine type is restricted to reciprocating piston engines with no super or turbo charging, while the bike may have no more than six gears.
The following are the minimum weights permitted:
MotoGP™
Up to 800cc – 150 kg
801 - 1000cc - 153 kg
Moto2™ motorcycle 140 kg
Moto3™ motorcycle + rider 148 kg
The teams may add ballast to their bikes to achieve the minimum weights and the weight may be checked at the initial technical control, but the main control of weight is made at the end of practice sessions or at the end of the race. For the Moto3 class the weight checked is the total of the rider with full protective clothing plus the weight of the motorcycle.
In normal circumstances each MotoGP team has two bikes prepared for racing for each rider, so that there is no delay should a problematic bike need to be replaced before a race or before or during a practice or qualifying session. The 2006 season saw the first instance of ‘flag-to-flag’ racing at the Australian Grand Prix at Phillip Island, during which the MotoGP riders changed machinery mid-race to use bikes with wet tyres.
SHOWCASE DESIGN
Grand Prix bikes are produced to win races and to showcase the design and technological capabilities of their manufacturers. The machines are therefore constructed from expensive, hardwearing and extremely light materials such as titanium and reinforced carbon fibre and benefit from the sort of advanced technology (carbon disk brakes, engine management systems, traction control) which does not feature on regular road bikes.
With millions of fans watching each round of the World Championship, when the bikes are on track they are also showcases for the numerous big brands involved in sponsoring MotoGP teams. Each bike displays a race number at the front and back, and usually features the colours and logos of the respective teams’ main sponsor as well as numerous other logos displaying the names of teams’ sub-sponsors.
For more information on bike specifications and technical aspects involved in bike construction, visit Engines, Teams and Manufacturers.
MotoGP™ - As of the 2012 season, the maximum engine displacement permitted is 1000cc with a maximum of four cylinders and maximum bore of 81 mm - 2-stroke engines are not allowed. A maximum of 6 engines may be used by each permanent contracted rider for all the scheduled races of the season. Penalty for infringement of this means the rider will start from the pit lane 10 seconds after the start of the race.
From 2012, teams not entered by one of the major manufacturers may seek CRT status. Teams entered as CRT will benefit from less restrictive rules on the number of engines that may be used in a season, and the fuel allowance during a race is larger. Under the "Claiming Rule", teams operating under CRT status agree to allow up to four of their engines per season to be claimed, after a race, by one of the major manufacturer teams at a cost of €20,000 each including transmission, or €15,000 each for the engine alone.
Moto2™ - Moto2 Official Engine, currently supplied by Honda. This is a 600cc 4-stroke engine.
Moto3™- 250cc four-stroke, one cylinder machines.
Apart from the displacement and number of cylinders for each class, engine type is restricted to reciprocating piston engines with no super or turbo charging, while the bike may have no more than six gears.
The following are the minimum weights permitted:
MotoGP™
Up to 800cc – 150 kg
801 - 1000cc - 153 kg
Moto2™ motorcycle 140 kg
Moto3™ motorcycle + rider 148 kg
The teams may add ballast to their bikes to achieve the minimum weights and the weight may be checked at the initial technical control, but the main control of weight is made at the end of practice sessions or at the end of the race. For the Moto3 class the weight checked is the total of the rider with full protective clothing plus the weight of the motorcycle.
In normal circumstances each MotoGP team has two bikes prepared for racing for each rider, so that there is no delay should a problematic bike need to be replaced before a race or before or during a practice or qualifying session. The 2006 season saw the first instance of ‘flag-to-flag’ racing at the Australian Grand Prix at Phillip Island, during which the MotoGP riders changed machinery mid-race to use bikes with wet tyres.
SHOWCASE DESIGN
Grand Prix bikes are produced to win races and to showcase the design and technological capabilities of their manufacturers. The machines are therefore constructed from expensive, hardwearing and extremely light materials such as titanium and reinforced carbon fibre and benefit from the sort of advanced technology (carbon disk brakes, engine management systems, traction control) which does not feature on regular road bikes.
With millions of fans watching each round of the World Championship, when the bikes are on track they are also showcases for the numerous big brands involved in sponsoring MotoGP teams. Each bike displays a race number at the front and back, and usually features the colours and logos of the respective teams’ main sponsor as well as numerous other logos displaying the names of teams’ sub-sponsors.
For more information on bike specifications and technical aspects involved in bike construction, visit Engines, Teams and Manufacturers.
expatriate00
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EBR currently only races in AMA, i haven't heard any plans for a MotoGP team. That would involve a whole new level of commitment to advancing the engineering of the Vtwin engine to a competative level with the current MotoGP teams. Ducati has campaigned in this niche with Vtwins but their engine is based on a 90' Vtwin with 4 valves per cylinder not a 45'. This would require EBR to make major changes to their engine design, I believe that EBR is still campaigning the Rotax engine in the 1190R, but they will have to do some serious R&D to squeeze 200+ mph out of their engine. They are giving up 5-10 mph in topend as it is, squeezing out that much more on the topend may be difficult. Many of those in the know consider the Vtwin to have reached its engineering limits and see it as outdated technology, but if Ducati can squeeze more out of their engines there is no reason EBR can't wring out more top end out of a 45' Vtwin. Maybe a more advanced valve design could help.
Read somewhere that he's said himself that they have no near future plans of going gp.
$$$ factor for one.
Second, they need much much more development.
Personally, Im glad it's not currently on the radar for them. I want to see them develop and master their bike before they get in over their heads. Those gp teams have years and years of trial and error and a lot of $ to back it up.
Maybe someday, but i wouldn't expect it within the next three years.
My thoughts (; [up]
$$$ factor for one.
Second, they need much much more development.
Personally, Im glad it's not currently on the radar for them. I want to see them develop and master their bike before they get in over their heads. Those gp teams have years and years of trial and error and a lot of $ to back it up.
Maybe someday, but i wouldn't expect it within the next three years.
My thoughts (; [up]
expatriate00
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mowgoli84 I think I read that somewhere too and you are correct, EBR is waaaaaay too far behind the curve on development. A bike without any traction or launch control simply can't compete with the kind of R&D money the big manufacturers can throw at their programs. At this point I'd bet the big manufacturers R&D budgets are bigger than EBR's whole program.
Last year I would have agreed that EBR couldn't be competitive. But After this AMA season, I wouldn't bet against them. With their tiny budget and no frills (i.e. Traction control) the EBR teams did fairly well. I mean EBR ran against the big three Jap bikes (that almost have an unlimited budget for R&D) and the exotic Euro bikes , and they stayed in the top 7-8 in most races. Plus all this on a bike platform that this was its only full season, a company that is only two years old. And Least we not forget, a brand that has never really gotten its just credit as a real race bike company. I in no way would bet against the EBR Bikes! But that's just me!
But I dont expect to see them in MotoGP any time soon. But WSBK better be on notice.
But I dont expect to see them in MotoGP any time soon. But WSBK better be on notice.
exactly. I myself really admire and enjoy the fact that EBR AMA bikes are currently not using any electronic additives. To me, it makes it much more pure and fun to watch (especially knowing that its all rider no electronics) I love finding clips of races back in the day before all the electronic stuff and when bikes were downright scary
Aren't they talking about removing TC and Wheelie control from AMA Superbike next year? Or am I mistaken? That would give EBR a good jump on the competition next year and in my opinion bring back some purity to the sport.
Just my two cents [up]
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