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what's in store for the 2003 Moto GP series
by julian ryder
Monday, March 17, 2003
Previous: Introduction
Honda
Honda's Achilles Heel of 2002 was the slipper clutch, which tended to behave erratically. The problem was simple, every time it worked it generated heat and the clearances closed up. The solution can actually be seen on this year's bike: the clutch thrust plate has a few holes in it for cooling. Simple really. The other changes asked for by Valentino Rossi were smoother power delivery and a bigger fairing. As a result there are new transmission components and new bodywork while HRC has worked hard on engine characteristics.
Yamaha
The big difference from last year is that the M1 is now fuel injected. Early information about the four-stroke Yamaha stressed how the company characteristically thought the softer, more user-friendly delivery of carburetors would be a better idea than fuel injection. Like many of the basic precepts of the bike, that has been done away with. Using the old YZR500 chassis as a starting point constricted engine size and the M1 didn't grow to the full 990cc until part way through last year. After the mid-season break Biaggi was a permanent threat to Rossi and the Hondas, showing just how much work the team had put in. Alex Barros has the advantage of the final four races of last year on the Honda V5 to apply to the development of the M1. Last year, most work went into the active clutch mechanism. Instead of relying on clutches with different ramp steepness to vary slip parameters, Yamaha use a very sophisticated management program that varied the amount of slip under brakes, in the corner, and under acceleration. These three factors could be varied independently for each gear. With the advent of fuel injection that has all gone, or rather the electric motor-driven 'active' part has disappeared and the engine management software controls everything. The chassis is also revised for weight distribution reasons, basically Yamaha spent '02 rotating the engine and now they've left the motor in the optimum position and rotated other bits back around it.
It was also obvious that Yamaha had other mechanisms for coping with engine braking going into a corner. One was said to involve holding one throttle butterfly open when the twistgrip was rolled back, thus reducing engine braking by a quarter. Apart from Abe's rolling test-bed, you'll need a laptop computer to see Yamaha's changes from trackside.
Suzuki
It's worth remembering that the GSV-R wasn't due to debut until this season, so it is no surprise that the new bike is totally different. It is still a V4 but with a different angle, 65 degrees rather than the 60 of last year's bike. The original layout was partly dictated by the desire, as at Yamaha, to use to the old two-stroke chassis. It was obvious that the '02 bike was down on top end and usability compared to the other Japanese bikes and the first task must be to improve the linearity of throttle response—the 'connection' that riders are wont to talk about. The revised cylinder angle allows much straighter inlet tracts from the new central intake, which should help find more power and also pleases the mechanics who no longer have to remove the ducting to get at the motor. The chassis is new too, with the objective of better braking and traction and the ability to move the engine around a bit. An unconfirmed rumour says that the men with computers are developing a fly-by-wire throttle and for sure the electronics associated with the clutch are more sophisticated than before. Part of Suzuki's anti-engine braking armor was to up the tickover so that the bike ran on into corners, unfortunately it tended to behave erratically so the software engineers will have to be busy on that. Hopefully, a purpose-built MotoGP chassis will cure some of the problems of putting the power on the ground. Unfortunately for Roberts and Hopkins, the new bike looked seriously down on power at the very recent IRTA test and the new chassis has the engine in a fixed position.
Aprilia
This one could be interesting. Colin Edwards has brought with him his very close relationship with Michelin and has already persuaded Aprilia to make the chassis less rigid. It's the same argument he had with Honda in Superbike last year. There is also a rumour that the fly-by-wire throttle has been replaced by a conventional throttle cable. The RS Cube of '02 looked like a prototype and was heavily overweight thanks to aluminium rather than magnesium engine castings. It can afford to loose at least 15kg so the balance shaft may go. Cosworth, who designed the motor, are usually involved in running any project they design, but Aprilia didn't have the resources for that sort of package so did it themselves on a small budget. Cosworth were known to be unhappy about the use of Magnetti Marelli fuel injection and faintly embarrassed by the bike's performance. But look back to Aprilia's entry into Superbike; that involved a first development year with one machine before a full two-man team came in and started winning immediately. Edwards has enough of a chip on his shoulder to drive the project hard and to get what he wants. Last year the RS Cube was like a giant 125 - stiff as a board with vicious power delivery. This year it will be much more like a MotoGP bike —a good MotoGP bike.
Next: The Rest of the Factories, and What's Up Honda's Sleeve
ENDS
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