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.

Start Moto gp 2009

The Grand Prix Road-Racing World Championship was first organised by the Fédération Internationale de Motocyclisme (FIM) in 1949 and has been administrated by commercial rights owners Dorna Sports under the supervision of the FIM since 1992. It is the oldest motorsport World Championship in existence.

MotoGP began a new era in 2002 when revised regulations allowed for the participation of bikes with four-stroke engines. For the 2007 season the adaptation of MotoGP bikes from 990cc engine capacity to 800cc resulted in an even more exciting spectacle, with higher corner speeds and even more competitive races – patterns which are continuing this year.

Furthermore, in the opening round of 2008, MotoGP became the first motorsports World Championship to host a night-time Grand Prix, with the Losail International Circuit’s state-of-the-art new floodlight system permitting a superb start to the season in Qatar.

GRAND PRIX WEEKENDS

On a Grand Prix weekend there are three individual races, one for each of MotoGP’s three categories:
MotoGP – the ultimate test for the finest talents in motorcycle racing, in which maximum engine displacement capacity is now the aforementioned 800cc (four-stroke engines) and the minimum age for riders is 18.
250 – the intermediate category where maximum engine displacement capacity is 250cc (twin cylinder engines) and the minimum age for riders is 16.
125 – the class which offers young riders the chance to take their first step into Grand Prix, where maximum engine displacement capacity is 125cc (single cylinder engines), the maximum age for riders is 28 (or 25 years of age for wild-card riders or for newly contracted riders participating in a 125cc race for the first time) and the minimum age is 15 years old.

Races begin from a grid which is composed of three starting positions per row (four per row in the 250cc and 125cc classes), with starting places secured by qualifying times - the fastest rider earning the famous ‘pole position’. The races can vary between 95km and 130km in distance and usually last approximately 40-45 minutes, each being a spectacular sprint to the finish line, with pit-stops being rare rather than the norm.

Bike set-up and material selection (parts and tyres) are therefore absolutely crucial and is undertaken by the teams following consultation with their riders based on knowledge of the track, weather conditions and the 'feel' of the bike during free practice, qualifying and the pre-race warm-up sessions. A critical balance has to be found between grip and the endurance of the tyre, as soft, ‘gripping’ tyres permit quicker speeds and faster lap times but wear out quickly, whilst harder, less ‘sticky’ tyres last longer but do not assist the rider in achieving maximum velocity.

RIDERS

The current MotoGP World Champion is Italian Fiat Yamaha superstar Valentino Rossi who returned to the pinnacle with his sixth premier class title in true style in 2008. The championship saw Australian Casey Stoner of the Ducati Marlboro team, who sensationally won the 2007 title in just his second season in the premier class – finish runner-up behind Rossi.

Meanwhile, the likes of Repsol Honda’s Dani Pedrosa and his new team-mate Andrea Dovizioso, along with riders such as Rossi’s Yamaha colleague and 2008 Rookie of the Year Jorge Lorenzo and Nicky Hayden - who joins Stoner at Ducati in 2009 - are also stars of the show.

Indeed, the level of racing ability throughout the MotoGP grid is exceptionally high, with the likes of Loris Capirossi, Chris Vermeulen, Colin Edwards, Toni Elias and James Toseland also competing for top five finishes.

The list of participants in each Grand Prix is composed of the permanent riders, contracted and nominated by their teams for the whole season, and wildcard entries – who are often local riders. Approximately 19 participants enter each MotoGP race, about 25 take part in each 250cc race and the 125cc races usually involve around 30 riders.

Riders from around the globe take part in the World Championships including the following countries: Australia, Austria, Czech Republic, Finland, France, Germany, Hungary, Italy, Japan, the Netherlands, Romania, San Marino, Spain, Switzerland, Thailand, UK and USA.

For profiles of every rider from all three Grand Prix categories visit our dedicated ‘Riders’ section.

Hayden moto gp 2009

Commercialbank Grand Prix of Qatar, his debut race for the Ducati Marlboro team. The American is making the 100th Grand Prix appearance of his career this weekend, joining an elite club of riders to reach the milestone.

Nicky Hayden produced an impressive display in his first race for Ducati Marlboro coming from 16th on the grid at the Losail International Circuit in Monday’s re-scheduled MotoGP contest to finish in the points in 12th place, despite his back and chest injuries.

Controlling the awesome Desmosedici GP9 throughout the race cannot have been easy for Hayden after his big crash in qualifying on Saturday, given the badly bruised back and stitches in his chest which the American had to deal with.

Nonetheless he was still fighting right to the death, recording his best lap time right at the end of the race and almost catching his former team-mate Dani Pedrosa for 11th place on the finishing line.

“It’s been a tough weekend, we’ve had a lot of issues and obviously a 130mph high-side doesn’t help things, but nothing really went smooth,” Hayden said afterwards. “At the beginning of the race I was quite slow, I didn’t get a great start but actually as the fuel load changed and I got a better feeling I got faster and faster and the last five or six laps were my fastest of the whole weekend.”

The ever optimistic Kentuckian went on to add, “It would have been nice to beat Dani at the end there but I think the team have showed that even though a lot of stuff has gone against us this weekend we’re not going to give up. Hopefully the bad stuff is behind us now and Casey (Stoner) has shown the potential of the bike. Crazy as it sounds I’m leaving here in a really positive mood and looking forward to Motegi.”

All Rider Moto Gp 2009

Road Racing World Championship Grand Prix is the premier championship of motorcycle road racing currently divided into three distinct classes: 125cc, 250cc and MotoGP. Grand prix motorcycles are purpose-built racing machines that are neither available for general purchase nor can be legitimately ridden on public roads; this contrasts with the various production categories of racing, such as the Superbike World Championship, that feature modified versions of road-going motorcycles available to the public.

Select category :
Moto Gp Rider
250 cc Rider
150 cc Rider

Schedule 2009 FIM MotoGP World Championship (provisional):

Date - Grand Prix - Circuit
April 12th* - Qatar - Losail
April 26th - Japan - Motegi
May 3rd - Spain - Jerez
May 17th - France - Le Mans
May 31st - Italy - Mugello
June 14th - Catalunya - Catalunya
June 27th** - Netherlands - Assen
July 5th*** - United States - Laguna Seca
July 19th - Germany - Sachsenring
July 26th - Great Britain - Donington Park
August 16th - Czech Republic - Brno
August 30th - Indianapolis - Indianapolis
September 6th - San Marino & Riviera di Rimini - Misano
September 20th - Hungary - Balaton
October 4th - Portugal - Estoril
October 18th - Australia - Phillip Island
October 25th - Malaysia - Sepang
November 8th - Valencia Ricardo Tormo - Valencia

Visit fans moto gp, here.....You can find here all the riders for this season MotoGP World Championship. Browse riders per category.............

FC FASTE Indonesian Soccer School JUNIOR

The Soccer school junior organized by FC FASTE Academy are intended to satisfy the demand of soccer clubs, academies and individual players seeking a partner organization to provide valid technical and organizational soccer support focused on new methodologies of modern soccer teaching.
The FC Faste Camp is organized for individual players from school or club teams who are beginning their soccer career or looking to advance through high-quality soccer training in Indonesian. The Soccer Camp is even made available for foreign teams to come to Indonesian to train and study with professional and non-professional youth sector teams. Above all, the camps are designed to be fun for the players, offering them the possibility of a “soccer holiday” in Italy where they will meet new friends and receive technical soccer advices & suggestions (Technical Evaluation Reports) from professional qualified Italian licenced coaches and experience the italian soccer method.
Each day the players will work on all of the basic skills that are necessary to become complete soccer players. The Academy coaches will put them into technical situations to help them improve their overall playing ability and understanding of the game.
The time spent at the Camp is an experience that enriches the technical background of each participant and it is a unique opportunity for socialization and personal growth. The Camp represents an opportunity for the Academy’s coaches, PSSI\UEFA qualified, to evaluate young soccer players with particular attention to the technical skills of each player, enhancing the possibility of identifying young talent that in the future could be inserted in a professional youth sector team.
The School, during the Camp, organizes a cycle of Indonesian language courses with well experienced Native Indonesian,Italian,Argentina, teachers and at the end of the course a certification of attendance is issued to each participant.
The Camp’s duration can range from one to more weeks. During this period the Academy guarantees a cycle of daily training sessions, five per week with a duration of two hours. The possibility of coming to Tanggerang Indonesian to attend the training sessions is open to the athlets’parents or friends, giving them the opportunity to have holiday in a wonderful country.

Racing Tires

RACE TIRES VS. STREET TIRES

Racing "slicks" are very different than your treaded car tires.

On a typical race weekend, a Cup Series team will use between nine and 14 sets of tires depending upon the length of the race and type of track. By comparison, an average set of street tires gets replaced approximately every three years.

Racing tire specifications also differ from race to race depending upon the degree of track banking and type of racing surface (asphalt, concrete, or mixture of both).

Goodyear uses about 18 different types of tires to cover the needs of teams during the course of a racing season.

RACE TIRE SAFETY

Like a "tire-within-a-tire," the Goodyear Lifeguard Inner Liner Safety Spare allows the car to return to the pits in the event of a flat.

TIRES IN NASCAR

Few factors play a more critical role in a NASCAR race than tires.

Inflation pressures, tire wear and tire balance can all have a tremendous effect on a car's performance.

Race Strategy

A NASCAR race is like a 200-mile-per-hour game of chess, with each team formulating strategies -- often on the fly -- to win the race. Winning a NASCAR race is a combination of speed and smarts. The fastest car doesn't always necessarily win the race -- often, it's the team that manages its equipment the best and knows how to balance the capabilities of its car with the conditions of the race.

A number of factors play into race strategy:

TIRES

Tires must be changed periodically throughout the race as they wear down. Oftentimes, late in the race, a crew chief will call for only two tires -- or even no tires -- to be changed during a pit stop, rather than four. This strategy is referred to as short-pitting. This saves valuable seconds in the pits, although it may cost seconds on the track, because a car with four fresh tires is almost always faster.
• More about tires

FUEL

At any given moment, a crew chief must calculate fuel mileage and decide when to enter the pits for fuel. Variables such as caution flags and average speeds can often affect the amount of fuel used, and a crew chief must be able to recalculate during the course of the race to ensure the car can finish the race with the least number of fueling stops possible. Drivers must often adjust their driving style to account for fuel usage, which can be the difference between pitting late in the race and stretching a tank of fuel to the finish.

CAR ADJUSTMENTS

Conditions of the racing surface may change during the course of the event, necessitating adjustments to the car. Wind, temperature and other factors all play a part. A delicate balance must be struck by the crew chief -- the slightest over-adjustments or under-adjustments can take a car out of contention. Some adjustments include tire pressure, spring stiffness and chassis weight distribution.
• More about pit stops

NASCAR Racecar

A Cup Series racecar requires thousands of man-hours to build and prepare, with engineers and technicians specializing in everything from engines to chassis to shocks. The result is a machine of over 800 horsepower, capable of speeds pushing 200 miles per hour. Despite all this power, the NASCAR racecar is also designed with a number of safety innovations to help protect the driver in case of an accident.

For a car to be as fast as possible, it needs the right setup. A car's setup consists of a wide range of factors, such as shocks and springs, gear ratios, chassis weight distribution and much more. All of these factors have to be managed, adjusted and tweaked to get the car in optimum racing condition.

When a setup is accurate, the car is able to reach top speed, allowing the driver complete control. When the setup is inaccurate, the car isn't as fast and is harder to control, which means slower lap times. Everyone on the race team, led by the crew chief, works together to develop a winning setup.

1
Front Splitter -- Allows teams to tune the front downforce to individual drivers and tracks.

2
Brake Air Intake -- Directs outside air to brake discs and rotors for additional cooling.

3
Radiator Air Intake -- Directs outside air into the radiator to cool engine fluids.

4
Body Panels -- Fabricated from 24-gauge/0.0247-inch (minimum) cold-rolled sheet metal.

5
Hood Pins -- Four, quick-release metal pins with wire tethers that keep the hood closed.

6
Cowl Induction -- Housing for the air cleaner that connects the air intake at the base of the windshield to the carburetor.

7
Jack Post -- Area where the jackman places the jack to lift the car during pit stops.

8
Roll Cage -- A cage of steel tubing inside the car that protects the driver during impacts and rollovers.

9
Windshield Clips -- Allow for easy removal of the windshield should a driver need to be extricated from the car.

10
Double Frame Rail and Energy Absorbing Material -- A combination of steel plating and energy absorbing materials installed in between the roll cage door bars and door panels that attenuate energy upon impact.

11
Window Net -- Safety device located in the driver-side window that keeps the driver's head and arms inside the car during an incident.

12
TV Camera -- Allows NASCAR fans to view the racing from the driver's perspective.

13
Roof Strips -- Two half-inch-tall aluminum strips which run lengthwise on the roof to help prevent the car from flipping when turned sideways during a spin or accident.

14
Alternate Exit -- Also known as a "roof hatch," it allows drivers to exit the car in the event of an emergency situation.

15
Roof Flaps -- Help prevent the car from becoming airborne when it is turned sideways or backwards during a spin or accident.

16
Cooling Vents -- Help remove warm air from the cockpit.

17
Goodyear Eagle Racing Tires -- Treadless radial tires designed specifically for racing.

18
Jacking Bolt -- Area where the crew uses a tool to adjust the handling of the car by altering the pressure of the rear wing.

19
Adjustable Rear Wing -- Directs air flowing over the rear of the car, providing better balance and control in traffic.

20
Dry Break Fuel Cell -- Holds 17.75 gallons of Sunoco racing fuel inside a protective, puncture-resistant bladder.