Data recording

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Data recording

Data recording
On a knife edge

When MOTORRAD and the knives from 2D are involved, it’s only about one thing: data, data, data. Because the sensors dissect a sports motorcycle slice by slice. And show how much of the potential is really being used.

Stefan Kaschel

12/19/2000

Do you know that? Six bikers sit at the regulars’ table and no one is showing off! Or to put it another way: Why does a leisurely coffee trip often turn into heroic prose in retrospect? There is inevitably a wide gap between subjective perception and actual circumstances?
As is so often the case, the answers can only be found on the slopes. This time even in black and white. Because specialists like Dirk Debus and Rainer Diebold (2D) in the GP circus have been collecting and evaluating data for years and are not too bad for the country road either.
The task is simple: One Yamaha YZF-R6, a Suzuki GSX-R 750, a Honda CBR 900 RR and a Kawasaki ZX-12R should be wired in such a way that the positive and negative acceleration (colloquially accelerating and braking), engine speed, speed and throttle position are recorded. In addition, on the Honda, the surface temperature of the tire shoulders is determined on a representative basis (see box on page 24).
After two days all the strings are pulled, all sensors installed and all loggers ?? these are the data stores ?? in place on the tanks. Let’s go to the south of France. Destination: the dreamy village of Ledenon, located in a wonderful landscape with wonderfully curved asphalt strips, which also has an angled and very selective racing course. For reference. But first the sport-tourist variant applies. 32 kilometers each, peppered with the tightest corners, fast curves, short and long straights. Every rider on every motorcycle. On the lively Yamaha YZF-R6. On the formidable Suzuki GSX-R 750, on the balanced Honda CBR 900 RR and on the brute Kawasaki ZX-12R.
Stop stop We have it again. All right. But all sensations, feelings! Very important. When cycling and otherwise. And what do the incorruptible sensors say? Is the Kawa really pushing so relentlessly? She does. Even on the country road. At peak times with up to 8.3 m / s2. Expressed physically correctly. In common sizes: from zero to one hundred in 3.3 seconds. Or figuratively: a little more, namely 9.81 m / s2 ?? that is the acceleration of gravity, the free fall. Specifically, this means: even this chunk will lift the front wheel. In second gear. In the third, she pushes hardly less. And not in the fourth either. Everyone notices. Do you need sensors for that?
Not really. But for that: On average, the acceleration of the Kawa levels off at around three m / s2 (see graphic on page 19). The Honda lands just behind. Likewise Suzuki and Yamaha. Actually everything is one level. Will displacement be here, PS ?? Prestige is leveled here?
No certainly not. After all, it’s also about speed and shifting (see graphic). But first things first: The peak speed of the ZX-12R is a good 6500 rpm, driven in third gear. Assuming the throttle valve is fully open, 109 HP is available. On average, however, the speed is clearly at the lower end of the available band at a moral 3700 rpm. That corresponds to around 50 hp? and not even 30 percent of the possible performance. But also a whopping 100 Newton meters. A value that the R6 does not even achieve in its peak torque (67 Nm).
The performance, on the other hand, does. She even tops them. The sensors register 12200 rpm. Ride in second gear with the front wheel raised. More is not possible, because the performance zenith of the small 600 is already 50 rpm beforehand. 113 hp are then mobilized. On average, however, the R6 also left it at around 5600 rpm, despite the goodwill of all the pilots. Then there are around 41 hp and 52 Nm. That’s enough for the country road.
The GSX-R and the CBR are even less enough when it comes to top revs. 10500 rpm for the Suzuki, 9000 rpm for the Honda. Makes over 120 hp each with a torque of 83 or 99 Nm. In the short term, very short term. The average speed levels off at 5300 rpm (GSX-R) and 4500 rpm (CBR). And the requested output at 48 and 53 hp, which means that Kawa and Yamaha are in good company. Namely, pretty much at the performance level of a mid-range motorcycle that is pushed to the limit on the engine side. End of the announcement?
No, after all there is the Circuit de Ledenon. If life is a roller coaster, this course compresses years into seconds. Up, down, right, left, crest, curve, uuiiiiiiuiui. Driving at the limit, there’s really something going on here. Man and machine are fully challenged here. Subjective. And what do the sensors say? Really accelerating is not so easy here either. Once, at the lowest point of the route towards the start / finish, otherwise it is rather slow because you are constantly on the wrong path. Good for the surface temperature of the tires, bad for acceleration. One hardly dares to say: On average, the values ​​achieved are even below the values ​​for country roads. But ?? phew ?? there are excuses: you can only turn the whisk correctly if you go straight ahead. Regardless of whether it is a country road or a racetrack. And on the country road it’s just more straight ahead. In addition: Since you are on average significantly faster on the winding course than in the wild, the acceleration inevitably does not turn out to be so strong. Because with increasing speed the acceleration decreases due to the disproportionately increasing air resistance.
Nevertheless: Another factor has to be used to save one’s honor. In short: something is turning here. Example R6: Still on the idle gas nozzle on the country road, the Yamaha has to get down to business on the Circuit de Ledenon. On average 10500 rpm. At this speed, the small four-wheeler mobilizes 100 of its 113 hp. There is not much room left.
The situation is different with GSX-R and CBR. Not in terms of the average horsepower used (around 90 at 8200 rpm for the Suzuki, around 108 at 7700 for the CBR), but for top performance. In the short term, both storm their performance zenith. This also applies to the Kawa, which uses its enormous 171 hp on the home straight at 10,000 rpm? but fits neatly into the field at 5800 rpm and 95 hp on average. So: in relation to the statistical strolling on the country roads Sturm und Drang.
That in turn also wants to be slowed down. On the road and on the slopes ?? but much more energetic on the latter in view of the power used. Even if you can get there properly on the country road with maximum deceleration values ​​between six and seven m / s2, the following applies: The average values ​​are significantly lower at 3.0 to 3.2 m / s2. The comparison to the racetrack makes it clear: There is much more possible. Values ​​of up to 12.1 m / s2 can be achieved here, with an average of between 4.5 and 4.7 m / s2.
And what do we learn from this? That it is a scandal to demand more, given the average throttle position, the average engine speed and the average deceleration. Because: Regardless of the class, on the country road, not even what is offered is even close to being exhausted. Only the racetrack shows what is possible. But also that even here there would still be power reserves. And that it’s up to the driver to make the most of them. Hugh, the sensors have spoken.
Well, now those drivers have the floor. Talk about the incredible thrust of a ZX-12R even at low revs. 22 percent interpret the average throttle valve opening as sovereign. The finely adjustable brakes of the Honda CBR 900 RR are considered comfort equipment and not a technical feature and the revving of a Yamaha R6 is not essential, but a pleasant kick in between. And everyone agrees: Demanding more would be presumptuous, but having more is definitely satisfactory. Using more, however, would in fact be a dance on the knife edge.

Tire temperature

The tire, the unknown being. What does he do, what can he do? and where are its limits? In this respect, too, data recording can help. At least when it comes to determining the surface temperature. In the case of the CBR 900, infrared sensors were attached to the left and right of the swing arm to monitor the side temperature of the Pilot Sport. Result: With the same external conditions (approx. 10 degrees outside temperature), far higher values ​​are achieved in racing. An example of this is the temperature development on the left flank. On the country road. And on the racetrack that ?? because drove counterclockwise ?? has significantly more left-hand turns than right-hand turns. Temperatures range from 27 to 40 degrees on the country road and from 38 to 68 degrees on the racetrack. According to Michelin, they are almost entirely in the range in which this tire works without restrictions. At the bottom, even single-digit temperature ranges would be air, but at the top at 68 degrees it is slowly getting tight for the Pilot Sport road tire.

Data recording

Data recording: These are colored lines on a black background. Abstract art, black magic, which can only be interpreted by the initiated. Conceived to verify what can otherwise only be assumed. Because sensors are objective. Always register, never comment. But never sort them either. They deliver a flood of data. Every curve, every chicane, every straight – this has to be saved and evaluated. Erich Schobel is there after every turn. Our 2D man on site transfers the data from the logger to his notebook. Checks whether all sensors are working. If everything fits, it goes on. 2D delivered 50 printouts alone (examples on the right) for this story, and there could have been many more. Even the smallest section of the route, every curve, every driver could have been analyzed down to the smallest detail. Not just according to the criteria set out here. Which throttle position in which gear in which curve? No problem. Which gear ratio fits best where? But please! But that would go beyond the scope. Because it’s about the difference between country roads and racetracks. About how much potential is used where. And comparability is only guaranteed after many kilometers, many laps and many drivers. Average values ​​are needed. After many hours of analysis.

acceleration

When it comes to positive acceleration, the values ​​for country roads and racetracks are head to head. Example Honda: The average acceleration is 3 m / s2. Nevertheless, at 9 m / s2 it marks the absolute top value on the racetrack. But only in one place where the second gear ratio fits perfectly. The ZX-12R is different: the power of the engine pushes the green one forward in every gear, while the R6 drives at its performance limit, especially on the circuit. When braking, things are wrong. At least when it comes to the top value on the country road. Here the R6 is ahead with 6.9 m / s2, followed by the CBR, ZX-12R and GSX-R. On average, they all decelerate almost equally at 3.0 to 3.3 m / s2. All values ​​are significantly higher on the racetrack. The Kawa with a long wheelbase and favorable weight distribution delivers 12.1 m / s2, the CBR at least 10 m / s2, while the drivers leave it at just 8.5 m / s2 with the poorly metered system of the GSX-R. So the Suzuki also loses the mean value, which at 4.5 m / s2 is still well above the country road value.

Gear and speed

From Honda to Yamaha: There are six gears each. And they are used in very different ways. example YZF-R6 and ZX-12R: While the Yamaha rider needs every gear and turns the gears down a long way, the first is not used on Honda, Kawa and Suzuki. There are also differences when it comes to shifting timing: the Kawa driver shifts into the next gear before it really starts. Because even the steam between 2000 / min and 6000 / min is completely sufficient. The result: the Kawa driver only switches 49 times, the Yamaha driver 58 times. In this regard, the Honda and Suzuki meet in the middle with 52 gear changes. Aisles two to six are also used there. The difference: in spite of a comparable top performance, the smaller-displacement Suzuki generally runs at higher engine speeds, and that applies to the racetrack anyway. This reduces the number of gears used. The sixth doesn’t even need the R6 here, the first does, while the CBR and GSX-R get by with gears two to five. The strong and longest geared ZX-12R is enough even on the home stretch of fourth.

Speed ​​and throttle position

Unsurprisingly: The R6 cheers on average in the highest tones, the ZX-12R with twice the displacement turns the lowest. GSX-R 750 and CBR are neatly sorted according to displacement in the middle. The speed level on the country road is well below that on the racetrack, but the ranking is maintained in any case – much more surprising because here subjective perception and objective measured values ​​diverge widely: the percentage at which the throttle valves are open on average. And this value does not refer to the entire turn, but only to the acceleration phases. There are two reasons why the racetrack values ​​are below the country road values ​​across the board. First: Apart from the home straight, full throttle is practically not possible on the narrow course, because you are either in an inclined position or are already starting the next. Second: Due to the significantly higher speed level, there is always more power when the throttle valve is opened, while on the country road in high gear, even a courageous pull on the cable means relatively little propulsion.

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