330 kmph feat or tall bike tale?

[Nathan]

I am not sure if the Honda V-5s are using traction control at all. I think they have just developed a powerband that is extremely usable. The Ducs like you said are developing some insane hp and their trap speeds show it. But as everyone knows, if you can't put it to the pavement and keep it there, then it's useless. This is the strategy that Honda's engineers are going with. It's hard to believe that they can develop that much hp and still keep it usable. The other thing they are going with is long-ass swingarms with that new suspension. Their GP bikes as well as their streetbikes have the longest swingarms in their class. Also, you notice how thin the swingarms are getting? As you know, the more you lean a bike over, the less the suspension can physically work. It is rumoured that the thin swingarm is allowing flex at extreme lean angles and acting like a spring-based shock absorber. Ingenious if true. Most manufacturers are doing this"supposedly". The GSXR-750 is a good example. Hella bike there. Awesome power and razor handling.

It's not just the swingarm. The frames are also getting the treatment. There was talk of Honda trying out ovalized forks to increase lateral flex, but I think they've shelved it in favour of having the frame flex. We'll be back to the 70's style of motorbike design soon, with monstrous engines in puny frames.

 

[PC-Engine]

According to Yamaha, their factory GP bikes are rated at over 240ps. The Yamahas use traction control btw.


Edit: Fixed the link.

http://www.yamaha-racing.com/motogp/bikes.asp

Engine
Engine type: Liquid-cooled, in-line, 4-cylinder, 4-stroke with 20-valve DOHC

Displacement: 990cc

Ignition: Yamaha CDI with adjustable mapping - NGK spark plugs

Carburation: Fuel injection

Lubrication system: Wet sump - Motul Oils

Data recording: 2D

Maximum power: More than 240ps

Maximum speed: Over 320 km/h


Transmission
Type: 6-speed cassette-type gearbox, with alternative gear ratios available

Primary drive: Gear

Clutch: Dry multi-plate slipper clutch

Final drive: Chain - DID


Chassis and running gear
Frame type: Twin-spar aluminium frame, multi-adjustable steering geometry, wheelbase, ride height, with aluminium swingarm

Front suspension: Fully-adjustable Öhlins inverted telescopic forks

Rear suspension: Braced aluminium swingarm with single Öhlins shock and rising-rate linkage

Front/rear wheels: Marchesini 17.0 inch front, 16.5 inch rear, available in a variety of rim widths

Front/rear tyres: Michelin, 17.0 inch front, 16.5 inch rear, available as slick, intermediate, wet and hand-cut tyres

Front brake: Twin 320mm carbon discs with radial mounted four-piston Brembo calipers

Rear Brake: Single 220mm ventilated stainless steel disc with twin-piston Brembo caliper

Weight: 145kg, in accordance with FIM regulations

Fuel capacity: litres, in accordance with FIM regulations

The first of the 2004 prototype chassis', which included a new inverted rear swingarm, was sampled by Checa at the Valencia MotoGP late last year. Although the torsion rigidity remained pretty much unchanged from the unit before it the lateral rigidity was reduced significantly to improve rider feedback at high lean angles. In addition this has also made the bike more forgiving over less than ideal terrain, making the M1 more versatile. While the inverted rear swingarm, also boasting more lateral flexibility, offers a lower centre of gravity. This in turn makes the bike easier to change direction on.

 

[ondaedg]

This could be a direct result of Rossi switching from Honda to Yamaha.

I have often thought how you could create a bike that at high lean angles had a workable suspension. To conclude, I can't come up with anything that would be any better than today's bikes' current suspension systems.

If I recall, the new cbr1000rr has a strange structure at the top of the bulkhead where the fork connects to the frame. Cycle World claims that it was rather thin when looked at from the top which would seem to me that it would flex when horizontal.

 

[MPI]

Yeah, I remember Yamaha claimed they softened up the chassis rigidity back in '98-'99 to increase high lean angle flex. Up until then the boxframes just got bigger and bigger, suggesting that they sought maximum rigidity.

It was hypothesised by some that the Ducati domination in superbike all through the '90s were in some ways(apart from the weight regulation fiddles for instance) due to the fact that they used old fashioned space frames(by tradition mostly), and the flex actually benefitted them. Progress doesn't always take the right turns...

I'm sure they try to build in flex into the frames nowadays, but in a more controlled manner.