Managing delivery of these bikes' incredible amounts of available power, from tire wear to fuel consumption, MotoGP teams achieve end results, balancing the motorcycle's ability at any given moment to make the best use of its engine's performance.
For all MotoGP bikes the number of cylinders is limited to 4, with the maximum cylinder bore (the diameter of the cylinder) being 81mm, the minimum weight of 153kg (337.307 lb), and the maximum displacement value limited to 1000cc. Cost reduction policies have been implemented since 2009 by DORNA, the number of engines restrictfor each team is limited to 6 engines for the entire 2013 season. However, engines come in many different forms. Manufacturers, such as Ducati, Aprilia and Honda currently opt for a V4 architecture, while Yamaha, BMW, Kawasaki and Suzuki (upon return) have developed ‘inline four’ engines.
The video shows Honda's Repsol HRC weapon for the 2013 season, named the RC213V, piloted by Dani Pedrosa (8th season) and Marc Marquez (rookie). As mentioned previously, HRC has opted to run a V4 configuration where the cylinders and pistons are aligned separately to each other, so that they take on a ‘V-shape’ when looking along the crankshaft axis. This configuration decreases the total height, length and weight of the engine in comparison to inline four engine equivalents. Honda's V4 engine is extremely compact and offers superb mass centralization, permitting use of a more compact and an aggressive-handling Aluminum Twin-tube chassis. It runs with pneumatic valves (GP debut 2002, Aprilia RS Cube) and Honda's unique seamless transmission, which virtually eliminates shift shock when changing gears at high RPM speeds.
The RC213V's stopping power comes via Bridgestone tires (series spec tire) and Brembo braking components: master cylinders, calibers, Carbon-ceramic discs, and Yutaka steel discs. These stopping forces are fed into the Ohlins front telescopic forks and Honda's rear Unit Pro-Link suspension, which is fitted with a Ohlins shock. The Pro-Link refers to the design of the rear upper shock mount, keeping it contained within the swingarm rather than being mounted to the frame/engine. With no frame/engine mount for the rear shock, the system reduces negative suspension forces from being transmitted through the bike, allowing for optimum frame rigidity and improved ride ability through corners. The system also permits the repositioning of the fuel tank to a lowered position, that places load weight closer to the machine’s center of mass.
The RC-V runs a highly advanced electronic control systems which makes the machine respond to its rider inputs as if it's an extension of the rider's body. Without these electronic controls, there's no way a rider could get the most out of the RC-V and be able to finish a race without running out of fuel, set by DORNA at 21 L (4.6 imp gal; 5.5 US gal). When full-power is applied, the system supplies all the fuel that is required, but the rest of the time it minimizes the consumption of it. This control of fuel consumption relies on data acquired from several electronic sensors located throughout the bike.
The RC-V's electronics also run an advanced gyroscopic technology that was developed by Honda for the ASIMO robot. The control system allows ASIMO to walk, run, and even jump while retaining stability. It's based on maintaining the balance of the robot through postural awareness. This technology has played a significant role toward the development of the attitude control system that's implemented in the RC213V electronic package. The engineering developer of the RC-V's control system is Tetsuhiro Kuwata, previously employed with Honda F1 Team, where he developed similar electronic devices. The RC213V is the ultimate expression of Honda's V4 technology and their passion for racing in MotoGP.
Still like the RC51 better
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