Report: 200 hp limit

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Report: 200 hp limit

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Report: 200 hp limit

Report: 200 hp limit
Either way?

It seems certain that it will fall. When ?? one can speculate about this. And what kind of motorcycle will tear down the 200 hp wall for the first time? who knows? But the list of candidates is growing rapidly. Already in 2006 it will be the 200? And then what?

Stefan Kaschel

08/16/2005

the Vmax we almost forgot. Honestly! Wasn’t on our note at all. It should have been there from the start, if you think about 200 hp. And when there is so much talk about the engine configuration that is so typical for them. V4! Didn’t she just invent the Vmax? Okay, actually it was Honda, but they struggled with engine damage for a long time. And we just don’t think about the Vmax!
Although there is an excuse: V4 and 200 hp ?? you think of Ducati by now. MotoGP, red racers and indomitable performance. Of hot replicas. Or to the V5. The question must be allowed: what is Honda doing?
They could bring a real burner. One that the whole world is waiting for.
Instead, we are now speculating about a new Vmax, although everyone thinks of MotoGP when it comes to the brand with the tuning forks. On M1, on four cylinders in line. Here the 200 hp should tumble easily.
As a “tribute to Valentino” so to speak. It is no less powerful than its machine. And terribly popular. There is no better selling point.
But still a lot of reasons for a Vmax. Especially when it comes to 200 hp. Round 1800 cubic centimeters
for example, divided into four bold V-shaped cylinders. Good for at least 200 hp. At least they usually speculate
well-informed colleagues at the British weekly MCN. Because one thing seems clear in all the Inline Four, V5 or Desmo V4 discussions in super sports circles: With a displacement of 1800 cm3 and a few ingredients from the technician’s witch kitchen, the 200 hp should only be a finger exercise.
And another thing speaks for the Vmax: It is a tradition that this indefinable mixture of cruiser and power bike tears down boundaries. As early as 1985 ?? So in a year when Suzuki invented the super sports car with the GSX-R 750 and its full 100 hp ran under the heading of “gigantic high performance” (MOTORRAD 3/1985) ?? she came out of the box like Kai. 70-degree V4, 1200 cubic centimeters, 145 hp. “Rocky Horror Picture Show” was the headline for MOTORRAD at the time. And spoke of a bomb on two wheels, which unfortunately could not be bought from us.
Of course, there can be no more talk of a bomb today. When she comes (probably not in 2006, but more likely for the 2007 season) she will undoubtedly be one of the strongest in the country. However, it will not be very tricky to drive like in the future.
On the contrary: instead of twisting-
A composite frame made of sturdy cast aluminum parts and solidly dimensioned tubes could be used in a happy frame made of dry steel tubes. A massive upside-down fork replaces the telescopic fork with thin stanchions. And above all: In addition to the unquestionably increased stability, the Vmax is likely to have electronic controls that make the performance manageable and limit the speed.
To recapture the concentrated power at the right moment in a well-dosed manner? That is also the big task that the developers of the next generation of super sports cars are facing. Because at the latest when one kilo of weight is really offset by one horsepower on the clutch, dealing with the immense power in the compact athletes is a much greater game than in a long and heavy Vmax. No wonder then that next Yamaha (see box on page 19) BMW and Honda are also working flat out on such systems, which are, however, much more difficult to master than in the automotive sector.
Still, these systems will come. After all, that’s more than can be said about the Japanese MotoGP replicas. A Yamaha M1, as MOTORRAD imagines it to be, is still a bold dream at the moment. It is no secret which ingredients are required. With a measured 203 kilograms full tank, the current R1 is not far from the 200 kilogram limit, but with almost 170 hp on the clutch, it is still a large piece of 200 hp.
In order to achieve this, higher engine speeds have to be achieved with the same displacement, even in view of the breathtaking 13,800 rpm. A tried and tested means of achieving this is a larger bore with a shorter stroke. This results in larger valve diameters, which have an effec-
allow more dynamic gas exchange. However, usually only at very high speeds. The trick is to train a 200 HP power plant with the most predictable manners possible in the lower and medium speed range despite the short-stroke design (see interview on page 18). Of course, this applies all the more, the more restrictive noise and emissions regulations are designed (keyword Euro 3).
The rest is then relatively simple: the finest chassis ingredients, the final solution to the tiresome exhaust issue with the relocation of the silencer under the engine and the consequent abandonment of the passenger seat ?? and we’re all little Rossis.
2007 at the earliest, however? if any. The chance of feeling like a little Capirossi beforehand is far greater. Namely in the coming year. Still in August, at the World Ducati Meeting, the Bolognese want to present what the red fan base has been waiting for for a long time. As reported several times in MOTORRAD, the Desmosedici V4 is already being tested. Ducati’s Technical Director Claudio Domenicali does not shy away from this when
The only thing to say openly what others are only whispering behind closed doors: that you are clearly aiming for the 200 mark. How seriously he means this becomes clear when you know that a unit with a huge 88 millimeter bore already produces 202 hp on the test bench. But the strong 1000 will be a very expensive and therefore exclusive pleasure (50,000 to 60,000 euros). And how Ducati solves the sticking point with the power delivery remains to be seen. What the MotoGP engine offers in this regard leaves nothing to be desired
suspect that there is still a lot of work ahead of the Italians. After all, despite their abundant top performance, they are clearly lagging behind in the World Championship.
In view of these difficulties, it quickly becomes clear that another group of motorcycles is much more suitable for jumping the 200 hurdle quickly and easily. Since BMW heralded the Bavarian modern era with the K 1200 S, the large-displacement sports tourers have been in focus again. Not without side effects. Suzuki, where at the turn of the millennium, the performance spiral was given the last clear boost with the Hayabusa, will probably soon be a thoroughbred for its great sports tourer
renovate. And of course make it stronger. The new one in 2006 will most likely not come yet.
But where the Bavarians get 167 hp from 1200 cubic centimeters, it shouldn’t be rocket science for the tinkerers from Hamamatsu, given the current 178 hp of a GSX-R 1000, to mobilize around 200 hp from 1300 cubic centimeters. There is currently talk of 195 hp. And of the fact that the Hayabusa will continue to be trimmed towards sports tourers. With improved wind protection, a more relaxed seating position and ABS ?? and thus has all the ingredients that qualify this class for so much performance. Long wheelbase, significantly more weight, plus a good windbreak ?? purely rational actually speaks more in favor of cracking the 200 mark with a large sports tourer than with a power cruiser, which can at best use its performance in a sprint. Or a super athlete whose power and glory must be sealed off at every opportunity.
Which inevitably leads you back to Honda. If not a MotoGP replica with a V5 engine, then a classy sports tourer and VFR successor with at least 1200 cubic centimeters? that is at the top of the wish list. But he will probably stand there for a while. Friends of the brand have also been waiting in vain for a successor to the still famous sports tourer CBR 1100 XX. The K 1200 S challenge is ready and awaiting an answer from the Honda headquarters in Tokyo.
Of Kawasaki comes one, that’s for sure. And largely what it looks like. Because although the Greens already have an iron in the fire with the ZX-12R, they are now going one better with the ZZR 1300. More comfort, more safety and, logically, more power were in the specifications for the new performance queen, which should end up in the same target corridor as the Hayabusa, i.e. just below the 200 hp mark. In addition, ABS, good wind protection, a stable chassis: In such an environment, the enormous power is easily imaginable, 200 hp lose their horror.
Unfortunately also from their fascination. In this respect, a Vmax, a Yamaha M1, a Honda RCV 1000 or a Ducati Desmosedici have more to offer. Precisely because they are so refreshingly unreasonable. And that’s why the 200 hp limit is guaranteed to fall at some point. Either way.

Interview with Dirk Debus, data recording expert

Dirk Debus, 43, is a data recording pioneer and
with his company 2D (www.2d-datarecording.com)
Has been involved in GP sports for years. He doesn’t look after
only the official Yamaha Gauloises team
Superstar Valentino Rossi, but also has in
in the past few years with practically everyone
well-known MotoGP riders worked together.

Performances over 200 hp are part of everyday life for you. So are the difficulties involved. What are the biggest problems in MotoGP??
Basically, of course, it is not the performance alone that is a problem, but the framework conditions that we find with a motorcycle. It starts with the tires and ends with the dynamic wheel load distribution, which plays a special role in a light and compact motorcycle. Of course, the MotoGP bikes could handle a lot more power at the top. In the lower speed range, however, either the tires spin or the motorcycle rolls over.
But nowadays there are enough electronic helpers who intervene in good time at the points where the driver is exaggerating and prevent the worst?
Nevertheless, the motorcycle-specific difficulties remain, and they should not be underestimated. Example traction control: The GP riders need the rear wheel to slip? to a certain degree. However, it must not become too strong, otherwise the rear wheel will overtake the front wheel. Neither can it suddenly be turned away, because then the rear wheel suddenly has traction again. And what happens then, everyone who has had a highsider knows. That is
a real tightrope walk that is not easy to master. Another example: the slope stronger, more compact and
easier motorcycles to roll over backwards. To prevent this, you can measure the travel on the front wheel. The principle is simple. If the suspension travel is completely used up, power is lost. If negative spring travel is available again, it is made available again. You can imagine what the result is: I’ve seen motorcycles hopping across the racetrack in the truest sense of the word.
According to this, the MotoGP cars get by without any electronic aids?
No, of course not. Still that remains
Problem that regulations ??? like traction control, which reacts to a specific driving condition? have to work very, very quickly and precisely on the motorcycle, while controls do not react to specific situations
can and take away so much of the potential ?? for example
the precautionary capping of performance in the lower gears in order to prevent excessive wheelies. This problem is exacerbated in the case of series-production motorcycles, since the driving skills of the drivers are very different and the operating conditions have to cover an extremely wide range. Just think of the tires, which, unlike on the racetrack, have to work in the rain and in the dry. Under these difficult conditions, manage to ensure that the slip on the rear wheel does not suddenly increase through fast control? that’s the big trick.
So over 200 hp doesn’t make sense for a production motorcycle?
You can never have enough performance? but only if the performance is also right. It has to be as linear as possible. Then it is also controllable. Each time the throttle valve is opened, it must release exactly as much power as the driver expects. A good MotoGP bike has such a linear, absolutely predictable power delivery. If there is a torque dent somewhere on the test bench that cannot be corrected upwards, the areas before and afterwards are adjusted downwards in order to iron out this dent. Only in this way is it possible for the driver to practically circle such a device through the curve with the rear wheel.
Consequently, the discussion about the magical 200 hp is nonsense?
If it’s only about the bare number and the associated image, certainly. At least when the performance is not right. Subjectively, a motorcycle with excellent performance characteristics feels very strong? even if it has objectively less horsepower than one with linear power delivery. I keep seeing that even top pilots are fooled. But the second variant is permanently much more fun? and it is much faster too.
Finally, one more question: How often do the MotoGP riders really go full throttle with their bullets?
Of course, that depends on the route. Sometimes the full throttle is really low. At the Sachsenring it is six seconds per lap, at Phillip Island it is only five.

Technical tricks at 200 hp – everything under control

Only vigilant electronics will make the 200 hp machines submissive to humans.

A nominal 200 hp maximum output will play a role in marketing, but technically they are already feasible without any problems. The top priority for the engineers will be less top performance than a homogeneous, extremely wide torque range. It remains to be seen whether the current 1000 series sports engines are suitable for this, or whether increasing the displacement to 1200 or more cubic centimeters will enable sheer power. In order to be able to convert the power effectively and controllably into the corresponding driving performance, electronic management will be used in the future in
the power output intervene. After all, we’re talking about an acceleration from 0 to 200 km / h in around 6.5 seconds and a theoretical top speed of 320 km / h.
There are several ways to control a spinning rear wheel. The simplest: to limit the maximum torque depending on the gear ratio. Some time ago, Honda designed an electromechanical power limiter for MotoGP bikes by closing the throttle valves in the lower gears against the movement of the throttle using the servomotor. Thus, from the original 250, more than 50 hp in some cases disappeared.
It would be better to reduce the maximum power that can be called up, depending on the speed, gear and driving condition, so that optimal acceleration is possible. The most complex variant is a real traction control, which is currently being experimented with on MotoGP bikes. To do this, the slip must be measured so that the control unit can not only limit the current torque, but regulate it. A difficult undertaking, because a more or less large slip is desirable in racing.
Yoskikazu Koike, project manager of the Yamaha R1 series, is also considering a wheelie control for a 200 hp R1, which uses a spring deflection detection and an electronic protractor to cut the power as soon as the motorcycle exceeds a certain pitch angle.
When it comes to top speed, the tire manufacturers will also have a say and set a limit that guarantees that the tire does not dissolve. Another variant: A sensor system determines the air pressure and tire temperature and adjusts the maximum speed accordingly via the electronic control unit.
So that the sportsman can enjoy the immense performance safely and with a lot of driving pleasure, not only at Yamaha are tinkering with an active suspension system that guarantees optimal suspension / damping depending on the rider’s weight, road conditions and speed. This also includes a variable geometry and balance of the machine via electrohydraulic elements that hold the motorcycle in the desired position when braking and accelerating. wk

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