DesignAlternativesforMotoGPEngines.pdfVIP

Die Entwicklungsalternativen für Grand Prix Motorradmotoren Design Alternatives for MotoGP Engines Gordon P. Blair 1. Abstract From 2002 the FIM (Federation Internationale Motocycliste) sanctioned the use of 990 cm3, naturally-aspirated, spark-ignition, multi-cylinder engines operating on petrol for racing in the prestige and fastest Grand Prix category, i.e., MotoGP. This 990 cm3 classification replaced what had been a 500 cm3 class since the dawn of motorcycle racing and where in recent decades the two-stroke engine of some 3- or 4-cylinders and producing some 200 hp had eliminated all competition from four- stroke engines which would struggle to produce perhaps 150 hp from a 500 cm3 engine. Consequently, the designers of racing engines had to learn new design techniques and much, if not all, of the theory of tuning learned the hard way on 2- strokes had to be rapidly unlearned. Many companies, such as Honda, Yamaha, or Ducati, to name but three, already competed in World Superbikes where all engines were historically 1000 cm3 3 four-stroke twin-cylinder, or 750 cm four-cylinder, or 900 3 cm three-cylinder units. Within such organisations much experience already existed on designing and developing four-stroke multi-cylinder racing engines. However, in MotoGP, the choice of engine layout is much wider and the selection of the final design layout for MotoGP racing often devolved to personal choice, copying of that which is deemed to be currently successful, or to some long-held but as yet unproven theory. This paper attempts to set out some logic for any mechanical design to be selected for MotoGP racing and, in particular, shows the advant