Engines Power Moto Gp 2005

Moto gp 2002, the powers that be decided to change the formula for the premier motorcycle racing class from 500cc 2-strokes to a formula that allowed multi-cylinder 4-stroke motors. When the images of these engines started to appear I was taken with the beauty of the engineering they expressed. So here are the engines for which I have been able to snatch (steal) images of.

These 4-stroke engines have a capacity limit of 990cc. They all make between 200 and 250bhp, depending on how the factory engineers want to tune them. They can be revved out to 18,000+. They sound wild!

Note that the rules are really quite specific when it comes to one detail in the new formula: Engines must not use production parts, be that crankcases, cranks or barrels. The pistons, rods, etc., can however come from other existing programs. The WCM team fell foul of this rule in 2003, with their Yamaha R-1 based motor. If WCM continue, 2005 will see an all new V6 engine!

Racing over the last 2 years has shown these to be quick and fast bikes. It has taken time for the teams to get used to the extra horsepower these 990cc engines make. But even more than the absolute power, the power delivery continues to challenge teams and riders. The old 2-stokes would come into the power band so abruptly it limited how highly tuned the bikes could be made, they would destroy tyres and hurl riders sideways. The 4-strokes, while making more power have delivered it in a more subdued manner, building torque gently (relatively speaking), and saving the tyres from complete abuse. This has brought differences in how the bikes depend on their chassis' and clutches. Much work has been expended in electronic clutch control, with the miriad adjustments to the clutch now seperating the good (Honda / Yamaha) from the bad (Suzuki / Proton). This is an area simple fixes can garner big changes so expect more change in 2005. As laptimes tumble and some distance is put on 250cc lap times (reversing a decade long trend), expect that safety issues may start to rear their ugly head.

During 2003 Ducati took a big bite out of the Honda domination. It inspired others.

During 2004 Yamaha put it over on Honda's domination. The Honda may now be getting close to the end of its development life with the RCV211 but Ducati and Yamaha are really just starting with recent motors. The fact that Yamaha took on Honda, even if it was with Rossi, and beat them, tells the other teams that Honda can be beaten. Kawasaki made progress this year in leaps and bounds, Suzuki made progress but at a slower pace, either could surprise us next year.

For 2005, think more along the lines of developing bhp and useability. Rumours are strong that most teams are now making over 240bhp. Slipper clutches, big bang motors, and electronic traction control all have to be on the cards for all the teams.

And for 2006, these bellowing monsters of horsepower will be limited to 800cc, and be afflicted with new, higher, weigh limits. Something about 260bhp has made these bikes so fast, few tracks can be made safe enough for the riders to race at, so this will be the first in a long line of measures to stay the performance, and keep things in order. A decade down the line we could see the class return to 500cc capacity limits - just wee monsters making 300 bhp!!!

see detail engine power here... Ducati Desmosedici, Honda RCV 211V (5 Cylinder V), Kawasaki (4 Cylinder in-line), Roberts (4 Cylinder V), Suzuki XRE1 (4 Cylinder V), Yamaha YZR-M1 (4 Cylinder in-line),

Yamaha YZR-M1 (4 Cylinder in-line)

An in-line 4 engine that by all accounts is tiny, significantly smaller than the R1 motor. This engine was one of the few that started life as a 900cc displacement engine, rather than 990. It was quickly bored and stroked to the formula capacity limit (in 2002) as it was evidently not making the horsepower. In 2003 the carburetors were replaced by fuel-injection, intended to smooth the power and boost torque. In 2004 it was given a Valentino Rossi throttle controller...

Not as polished in the output department as the Honda, but clearly capable of high horsepower the 2004 motor allowed Rossi to win an astonishing World Championship. 2005 may be a harder year with other teams getting better, but with Rossi in the seat, if the team holds direction, 2005 could be another banner year for Yamaha.

This years bike also spins the crank in the opposite direction to some previous versions. This seems to have been done to reduce inertia and allow the bike to be turned into corners more rapidly.

Suzuki XRE1 (4 Cylinder V)

V4. With a 65° angle between the cylinders in 2003, after being completely redesigned from 2002. It was an abject failure in 2003, and much improved through 2004. The bike has become reliable and speedy, particularly with the help of the qualifying Bridgestone tyres.

Suzuki will need to find extra power in 2005, but could be on the cusp of success. 2004 found the reliability, driveability and handling needed in the MotoGP class, it was just a bit down on power.

Roberts (4 Cylinder V)

Out with the old, in with the new. After battling for the last 3 years with the V-5, Team KR will start to use a new KTM V-4 motor, that by all accounts makes more power from the get-go than the V-5 ever made.

Kawasaki (4 Cylinder in-line)

In 2002 at Motegi, Honda's home track, Kawasaki rolled out its first GP bike in almost 20 years. In 2004 they equalled their best ever GP finish (3rd). They have taken the across the frame 4 format, a form they can honestly say they have some experience with and built a pretty good MotoGP contender. In 2004 a slipper clutch was added, along with new exhausts and cams that built up the torque, made more power, and laid that power down more evenly. With the exception of a Bridgestone failure at mid-session, it was a constant march forward in terms of technical and racing improvements. O.J. just put the Big-Bang Kwak on the second step of the podium in China (May 2005). In difficult, rainy conditions the bike went well enough in its new configuration to be easy on the tyres, and fast out of the corners. The Big-Bang motor is the latest incarnation of the Kawasaki engine, seemingly allowing multiple cylinders to fire on the same stroke, then giving a long period of quiet to the transmission to settle things down. The Big-Bang engine seems to have been the inspiration of the new chief development engineer in Japan, Ichiro Yoda, who came over from Yamaha and the development of the M1.

Honda RCV 211V (5 Cylinder V)

V5. Honda power. 2005 will see the bike in its 4th year. Customer bikes all over the place (7 bikes?), a successful design, and for a time even emulated by Kenny Roberts, this has been a successful engine. The engine makes something around 240bhp (though rumours have suggested as much as 260bhp) with the power band coming in fairly low in the rev range. It drives off corners well, and Honda has continued to refine its torque characteristics with RAM air ducts, shortie exhausts, and electronic and computer changes. The pace of development of this bike now seems almost over. the early rapid developement replaced by a more matured refinement. The engine clearly has most of the rest of the field by the scruff of the neck.

Of interest is just how tall these engines are, Honda engineers have stacked the gearbox vertically behind the crank, leading to a stunningly short but tall motor. As Honda uses a 72° crank, they have clearance in front of the motor, but the exhaust pipes still end up going a long way south, and seem even to run round the sides of the sump. One other point worth making, though not apparent in these images, is that the RCV211 carries its engine very high in the chassis. The crank shaft is a significant height above the line of the front axle, which should make the bike a bit top heavy. Note the large white plastic protector over the crank end.

Ducati Desmosedici

2003 was a banner year for the Ducat entry. Pole, podium and a win in the first session ws a collosal achievement for thsi small company. 2004 was not nearly as happy. 2005 has to be a progressive year, one with less revolution and more innovation. The V-4 configuration has worked well. They have tried sequencial and ignition and "big bang" motors The engine is a very high reving, desmo valve equiped V-4. Ducati considers it a 'double twin.' Also tried this year (2005) has been the electronically controlled clutch, and some anti-engine braking mechanicals. These seem to have increased fuel consumption - a potentially big issue this year - and reduced reliabilty, tossing all the test riders off at some point. So far the system hasn't been used in a race. The image is a CAD drawing Ducati has release, Ducati has been economical with images of the engine, which first ran in May 2002. Note the swingarm is mounted to the cases.