NathanOlder wrote: ↑
Sun Mar 18, 2018 11:14 pm
GPR-A wrote: ↑
Sun Mar 18, 2018 4:18 pm
NathanOlder wrote: ↑
Sun Mar 18, 2018 3:43 pm
What I find odd in recent years is riders using 2016 chassis with a 2017 swingarm and 2018 forks. How do these top manufacturers not progress every year. Imagine Mercedes using 2017 suspension and 2016 aero on the 2018 chassis. Its insane to think that would happen in F1, but it happens all the time in motogp.
So yes the riders have a larger impact than drivers in f1, but when you see the mixture of chassis, swingarms ect it helps on certain tracks for different pecking orders when teams/riders make the wrong choices
If I remember correctly, the same happened to MM in 2015. He struggled early in the season and then reverted to 2014 chassis and from there on, it suited him better.
Rossi was open in advising Zarco to reject the Yamaha 2017 chassis, if that was offered to Tech3 for 2018. Hence, Tech3 is persisting with 2016 chassis.
yeah, so it shows the manufacturers are out of ideas ? have reached the maximum under the current rules ? Maybe they need to do something drastic with the rules, although the way it is, we had 7 different teams running 1-7 until Rins fell off, and of those 7 teams we had 4 different manufacturers (Honda, Yamaha, Suzuki & Ducati) Just need Aprilia to get their arses in gear, and KTM to come good in a year or 2 and it would be epic.
All of the manufacturers will probably get within a couple of tenths of each other and then the rules will probably be mixed up and we will end up with 1 or 2 out front again. Thats what I expect to happen with the F1 engine rules, everyone (other than mercedes?) says we need a change in 2021, but in 2020 Ferrari Renault Honda will probably all just about catch up, and then we reset for 2021 and 1 team will end up out front!!
Back to bikes, another good race in the top class, Honda really need to ditch Dani. Get Cal on that bike next year, unless they manage to get Zarco. Also my championship bets both won the moto3 & moto2, so good start there too
Chassis are an incredibly complex area.
First thing is to forget most of what happens with cars.
As bikes get closer to their natural horizontal resting position and with the speed and acceleration characteristics involved there are an incredibly complex lot of matrices to work with or not, as shown by the number of teams and riders who get it right. The introduction of the control ECU has been a good thing getting rid of most collar bone crunching high sides; along with air bag leathers.
Tyre compounds and symmetric or not; carcass construction; tyre pressures; geometry and its interaction; bike’s centre of gravity anomaly; the big one – flex and it’s characteristics and where it happens; chatter either from tyres or suspension; suspension settings themselves : a whole world of springs and damping settings; swing arm; anti dive settings; all the gyro effects: wheels, chain, crankshaft, clutch; about the only common factor with cars is damper behaviour; then overlay that with all the electronics (one recent world champion said that it is impossible to ride one lap without the electronics on the 1WD 250hp rockets) and then another overlay of rider’s riding style and psyche. Probably the last overlay is the track and weather and those changing as bikes are very sensitive to those changes when leaned over like that.
So a particular frame is fairly immaterial when there are so many combinations and variables because it mainly comes down to feel and confidence and that comes differently from each rider as they are so individual with their response to all the above.
You may remember a few years ago Nicki Hayden’s team was even taking strips of carbon fibre to test days to glue on critical areas to effect flex characteristics.
Not so long ago in Germany in the off season Yamaha had 6 different chassis to try, six!
A significant point at Losail is Dovi did not run any aero.