Showing posts with label 2012 MOTOGP. Show all posts
Showing posts with label 2012 MOTOGP. Show all posts
Tuesday, 24 July 2012
MOTOGP LAGUNA SECA 2012: YAMAHA PREVIEW
Yamaha Factory Racing riders Jorge Lorenzo and Ben Spies arrive in California this week to prepare for the first of the season’s two US rounds, Sunday’s Grand Prix of the USA at the Laguna Seca circuit. Championship leader Lorenzo is traditionally strong at Laguna, taking victory from pole in 2010 and second from pole in 2011. A huge crash last year the day before the race left Lorenzo with reduced energy levels, possibly denying a second successive victory. With a 19 point gap over closest rival Dani Pedrosa, this weekend will be key in extending the lead.
Texan Ben Spies arrives for his first US race of the season hoping the home crowd will be the lucky talisman he needs to get his Championship back on track. Spies has a strong record at Laguna as a three-time AMA race winner there. He scored sixth on his first MotoGP outing and bettered it again last year, finishing just off the podium in fourth.
Situated amongst the hills just a couple of hours from San Francisco, The Laguna Seca circuit claims jaw dropping elevation changes and possibly the most famous corner in the racing world, the infamous ‘corkscrew’. Weather can be unpredictable with cold misty mornings followed by dry hot days providing exciting racing for the American fans.
Jorge Lorenzo
“With the exception of the disaster at Assen we are having a very strong season so far, always finishing in either first or second place. Hopefully we can continue to do this here to extend the lead a little more. I have always had great races here in Laguna in MotoGP and always finish on the podium. I love the circuit, the corkscrew corner is amazing and the American fans always make an incredible atmosphere for us.”
Ben Spies
“It’s always special racing in front of your home crowd. It’s been a pretty rough season so far but we’ll see if we can turn it round here, put on a good show for all my fans and change it up for the second half of the year. We had some great results here before in AMA and not so bad on my first two MotoGP visits. It’s going to be great to see some old faces around the track over the weekend too.”
Wilco Zeelenberg
“So here we are heading into the second half of the season already. Jorge is riding very well and achieving excellent results. We know he really likes the Laguna circuit and is strong here so I’m confident we can do well. Last year he had a big crash the morning of qualifying which meant he had a lot less energy than usual on race day. He’s fit and ready so we’re hoping that won’t happen this time.”
Massimo Meregalli
“It’s always exciting to come to Laguna, it’s an iconic track, a legend! We arrive leading the Championship with Jorge on strong form which is important. For Ben it’s been a really tough season so far and he’s been very unlucky recently. I am confident he will give it 100% this weekend and we will see the results we know he is capable of in front of his home fans.”
Wednesday, 2 May 2012
The five technologies that are making motorcycling safer for everyone
The human body was probably never designed to travel at triple-digit speeds, balanced precariously as it were on two wheels in the case of motorcycle travel. Motorcycling is an activity that’s inherently fraught with some amount of risk, but ongoing advances in technology are making it safer for bikers to go out and ride.
Sure, technology will never be a substitute for a large dollop of common sense, a high degree of alertness and rider training, but with those elements in place, there are some technologies that are now taking motorcycle safety to a higher level. Here, we take a look at what these technologies are and what they mean for motorcyclists.
On the street, ABS can save motorcyclists' lives, period
Anti-lock Brakes
Various studies conducted in recent years in Europe and the US conclude that with anti-lock brakes (ABS) being fitted to motorcycles can lead to a very significant reduction in fatal motorcycle accidents. Admittedly, the percentage of possible reduction of such crashes varies from one study to the other – various studies peg that number from anywhere between 12% to as much as 48%. But even if we choose to believe only the lower numbers, ABS would still be a very worthwhile addition to all motorcycles.
While ABS has been available on bikes for almost 20 years now, recent advances in technology has made motorcycle ABS systems smaller, smarter and more suited to the way motorcycles – rather than cars – work. Bosch is one of the companies that has been at the forefront of motorcycle ABS development and today, their latest 9th generation motorcycle ABS systems have evolved to the point where their operation can be optimized for different classes of two-wheelers, including scooters, cruisers and all-out sportsbikes.
In addition to preventing wheel lock-up under panic braking, the latest ABS systems can also prevent the rear wheel of a motorcycle from lifting up under very hard braking. And then there are systems that are optimized for working with linked braking systems, where upon the application of the rear brake, the motorcycle’s onboard computer automatically distributes braking force between both wheels in order to maximize braking efficiency and reduce the stopping distance as much as possible. ABS certainly is, and deserves to be, right on top of our list of the technologies that are helping motorcycling become safer for everybody, regardless of the kind of bike you ride.
Traction control helps you keep safe and go faster. What more could you ask for?
Traction Control
A lot of people seem to have very strong opinions about whether or not motorcycles should have traction control. From what we understand, traction control definitely has the potential to save motorcyclists from crashing, especially on very high-performance sportsbikes and/or while riding on slippery road surfaces. We won’t get into the debate on whether or not traction control should be allowed in MotoGP and World Superbikes (where the races should, perhaps, be a test of the riders’ abilities rather than motorcycle manufacturers’ expertise with electronics…), but on the street, riders simply deserve to have every last bit of assistance they can get from advanced electronics, including traction control.
Available on some bikes since the early-1990s, traction control systems work by detecting difference front and rear wheel speeds – if the rear wheel is spinning faster than the front, it would mean a loss of grip and the system would reduce or cut power completely until the rear tyre regains traction. With advances in hardware and data acquisition software, traction control systems on motorcycles have become much more sophisticated in the last two years, than they used to be earlier. Rather than simply cutting out power – sometimes abruptly – traction control systems on the latest superbikes reduce power more gradually, staying as unobtrusive and as ‘invisible’ as possible. With multiple settings, traction control systems can be optimized for street or track use, with the latter providing more leeway to the rider and allowing for some wheelspin before stepping in.
The latest motorcycle traction control systems work by analyzing and constantly monitoring various factors, including differences in front and rear wheel speeds, lean angle, throttle position, gear position, engine rpm and suspension movement. Using this data, the system figures out what it needs to do to maximize traction at all times. The more advanced ‘heuristic’ systems can even adapt and ‘learn’ over a period of time, and adjust to changing conditions automatically. In addition to boosting safety, the latest traction control systems have evolved to the point where they actually help a rider go faster, so you have the best of both worlds.
Key mechanical functions will all go the R-b-W way in the near future...
Ride-by-Wire
Motorcycle manufacturers started using ride-by-wire technology on production streetbikes about six years ago. R-b-W tech essentially entails the replacement of some mechanical linkages with electronic ones, for more precise and consistent response. To take one example, R-b-W throttle management would mean that when a rider opens the throttle, there may not necessarily be a direct mechanical link that immediately works the fuel injectors to deliver more fuel to the engine. Instead, an onboard computer would ‘read’ the throttle opening, analyze other factors (engine rpm, gear position, airbox and exhaust pressure etc.) and then ‘instruct’ the fuel injection system to increase fuel delivery by a very precise amount.
Since R-b-W works in conjunction with its other digital counterparts – ABS and traction control – it ensures that engine response is smooth and consistent and that performance (and/or fuel efficiency, depending on how the system has been tuned) is always maximized. With ride-by-wire controls, it then becomes easier for manufacturers to incorporate a wider suite of electronic rider aids, including things like wheelie control, launch control and clutchless quick-shifters.
R-b-W technology is still developing and all mechanical functions haven’t yet been replaced with electronic ones, in some cases because of legal safety requirements (what happens if the computer goes bust?). But with continuous improvements and advances in technology, we can safely expect all key motorcycle functions – throttle management, braking and even suspension adjustment – to go the ride-by-wire way in the near future.
Active suspension that can adjust dynamically to changing road conditions? Yes!
Active Suspension
Manufacturers have been offering easily adjustable suspension on their bikes for quite some time now and some European companies are currently even offering ‘semi-active’ suspension systems on their production streetbikes. Such suspension is electronically adjustable for compression and rebound damping and, in some cases, also offers separate adjustments for high- and low-speed compression damping.
What will take this adjustability to the next level is active suspension that reacts to changing road surfaces in real time, also taking into account factors like load, speed, lean angle, grip (via traction control settings) and ABS operation. Active suspension will not only offer multiple riding modes (normal, sport and touring, for example…) that affect suspension behaviour, but will also be able to ‘learn’ and adapt to changing conditions dynamically and in real time. This, in turn, will improve the motorcycle’s high-speed stability and cornering prowess.
Get the best quality gear you can afford - it looks good and helps keep you safe
Protective Gear
Along with advances in motorcycle technologies that involve electronic rider aids, motorcycle rider apparel is also going all high-tech. Slinging on an old pair of jeans and a lightweight leather jacket isn’t, perhaps, enough when you’re riding a near-200bhp litre-class superbike. What you need is a full, highly protective riding suit and a top-of-the-line helmet that’ll keep your head cool. And intact, in the event of a get-off.
Leading manufacturers of motorcycle rider apparel now adhere to prevailing standards for elements (‘armour’) that are incorporated into their riding suits and which are supposed to offer added protection to areas like the shoulder, elbow, forearm, hip, knee, upper and middle shin, and the front part of the leg below the knee.
In addition to leather, manufacturers now use a wide range of abrasion-resistant materials for constructing riding suits, with high-density polyethylene foam inside. Highly deformable and with a low elastic memory (which means it doesn’t want to spring back into its original shape after absorbing a major impact), this kind of foam is able to absorb high impact forces without passing on the damaging effects to the rider.
The idea with riding suits and things like back and chest protectors is to aim for lightweight construction, with a stiff, abrasion-resistant outer shell (often corrugated, for added structural stiffness) and rubber/synthetic foam insides that are able to absorb impact.
In addition to the above, some companies are now also working on rider airbag systems that inflate in milliseconds in the event of a get-off and provide extra protection to the rider. Tested extensively for many years on the street and in MotoGP, these systems comprise of two elements – a bike-mounted central control unit and the actual airbag system, which is integrated into the riding suit. In the event of a crash in which the rider is thrown off the machine, the airbag deploys almost instantly, protecting the rider’s back/neck from serious injury.
New, top-of-the-line helmets are also keeping up with the rest of the plot, with manufacturers now using wind tunnel testing to design quieter, better ventilated, better balanced and, ultimately, safer helmets for motorcyclists. With better, more advanced materials (like carbonfibre composites) and more precise manufacturing methods, the best helmets these days may be expensive but they really do offer maximum protection to the rider in the event of an accident.
As we said earlier, technology cannot compensate for common sense and rider training. But with those taken care of, advances in technology certain can help boost safety for motorcyclists.
Adequate insurance cover is also a matter of critical importance for motorcyclists. If you are in the UK, make sure you are covered with Bennetts Insurance. Bennetts will help you find the best bike insurance deal in the UK by comparing top motorbike insurers. Also visit the Bennetts site for more biking tips to help you stay safe on the road.
Sure, technology will never be a substitute for a large dollop of common sense, a high degree of alertness and rider training, but with those elements in place, there are some technologies that are now taking motorcycle safety to a higher level. Here, we take a look at what these technologies are and what they mean for motorcyclists.
On the street, ABS can save motorcyclists' lives, period
Anti-lock Brakes
Various studies conducted in recent years in Europe and the US conclude that with anti-lock brakes (ABS) being fitted to motorcycles can lead to a very significant reduction in fatal motorcycle accidents. Admittedly, the percentage of possible reduction of such crashes varies from one study to the other – various studies peg that number from anywhere between 12% to as much as 48%. But even if we choose to believe only the lower numbers, ABS would still be a very worthwhile addition to all motorcycles.
While ABS has been available on bikes for almost 20 years now, recent advances in technology has made motorcycle ABS systems smaller, smarter and more suited to the way motorcycles – rather than cars – work. Bosch is one of the companies that has been at the forefront of motorcycle ABS development and today, their latest 9th generation motorcycle ABS systems have evolved to the point where their operation can be optimized for different classes of two-wheelers, including scooters, cruisers and all-out sportsbikes.
In addition to preventing wheel lock-up under panic braking, the latest ABS systems can also prevent the rear wheel of a motorcycle from lifting up under very hard braking. And then there are systems that are optimized for working with linked braking systems, where upon the application of the rear brake, the motorcycle’s onboard computer automatically distributes braking force between both wheels in order to maximize braking efficiency and reduce the stopping distance as much as possible. ABS certainly is, and deserves to be, right on top of our list of the technologies that are helping motorcycling become safer for everybody, regardless of the kind of bike you ride.
Traction control helps you keep safe and go faster. What more could you ask for?
Traction Control
A lot of people seem to have very strong opinions about whether or not motorcycles should have traction control. From what we understand, traction control definitely has the potential to save motorcyclists from crashing, especially on very high-performance sportsbikes and/or while riding on slippery road surfaces. We won’t get into the debate on whether or not traction control should be allowed in MotoGP and World Superbikes (where the races should, perhaps, be a test of the riders’ abilities rather than motorcycle manufacturers’ expertise with electronics…), but on the street, riders simply deserve to have every last bit of assistance they can get from advanced electronics, including traction control.
Available on some bikes since the early-1990s, traction control systems work by detecting difference front and rear wheel speeds – if the rear wheel is spinning faster than the front, it would mean a loss of grip and the system would reduce or cut power completely until the rear tyre regains traction. With advances in hardware and data acquisition software, traction control systems on motorcycles have become much more sophisticated in the last two years, than they used to be earlier. Rather than simply cutting out power – sometimes abruptly – traction control systems on the latest superbikes reduce power more gradually, staying as unobtrusive and as ‘invisible’ as possible. With multiple settings, traction control systems can be optimized for street or track use, with the latter providing more leeway to the rider and allowing for some wheelspin before stepping in.
The latest motorcycle traction control systems work by analyzing and constantly monitoring various factors, including differences in front and rear wheel speeds, lean angle, throttle position, gear position, engine rpm and suspension movement. Using this data, the system figures out what it needs to do to maximize traction at all times. The more advanced ‘heuristic’ systems can even adapt and ‘learn’ over a period of time, and adjust to changing conditions automatically. In addition to boosting safety, the latest traction control systems have evolved to the point where they actually help a rider go faster, so you have the best of both worlds.
Key mechanical functions will all go the R-b-W way in the near future...
Ride-by-Wire
Motorcycle manufacturers started using ride-by-wire technology on production streetbikes about six years ago. R-b-W tech essentially entails the replacement of some mechanical linkages with electronic ones, for more precise and consistent response. To take one example, R-b-W throttle management would mean that when a rider opens the throttle, there may not necessarily be a direct mechanical link that immediately works the fuel injectors to deliver more fuel to the engine. Instead, an onboard computer would ‘read’ the throttle opening, analyze other factors (engine rpm, gear position, airbox and exhaust pressure etc.) and then ‘instruct’ the fuel injection system to increase fuel delivery by a very precise amount.
Since R-b-W works in conjunction with its other digital counterparts – ABS and traction control – it ensures that engine response is smooth and consistent and that performance (and/or fuel efficiency, depending on how the system has been tuned) is always maximized. With ride-by-wire controls, it then becomes easier for manufacturers to incorporate a wider suite of electronic rider aids, including things like wheelie control, launch control and clutchless quick-shifters.
R-b-W technology is still developing and all mechanical functions haven’t yet been replaced with electronic ones, in some cases because of legal safety requirements (what happens if the computer goes bust?). But with continuous improvements and advances in technology, we can safely expect all key motorcycle functions – throttle management, braking and even suspension adjustment – to go the ride-by-wire way in the near future.
Active suspension that can adjust dynamically to changing road conditions? Yes!
Active Suspension
Manufacturers have been offering easily adjustable suspension on their bikes for quite some time now and some European companies are currently even offering ‘semi-active’ suspension systems on their production streetbikes. Such suspension is electronically adjustable for compression and rebound damping and, in some cases, also offers separate adjustments for high- and low-speed compression damping.
What will take this adjustability to the next level is active suspension that reacts to changing road surfaces in real time, also taking into account factors like load, speed, lean angle, grip (via traction control settings) and ABS operation. Active suspension will not only offer multiple riding modes (normal, sport and touring, for example…) that affect suspension behaviour, but will also be able to ‘learn’ and adapt to changing conditions dynamically and in real time. This, in turn, will improve the motorcycle’s high-speed stability and cornering prowess.
Get the best quality gear you can afford - it looks good and helps keep you safe
Protective Gear
Along with advances in motorcycle technologies that involve electronic rider aids, motorcycle rider apparel is also going all high-tech. Slinging on an old pair of jeans and a lightweight leather jacket isn’t, perhaps, enough when you’re riding a near-200bhp litre-class superbike. What you need is a full, highly protective riding suit and a top-of-the-line helmet that’ll keep your head cool. And intact, in the event of a get-off.
Leading manufacturers of motorcycle rider apparel now adhere to prevailing standards for elements (‘armour’) that are incorporated into their riding suits and which are supposed to offer added protection to areas like the shoulder, elbow, forearm, hip, knee, upper and middle shin, and the front part of the leg below the knee.
In addition to leather, manufacturers now use a wide range of abrasion-resistant materials for constructing riding suits, with high-density polyethylene foam inside. Highly deformable and with a low elastic memory (which means it doesn’t want to spring back into its original shape after absorbing a major impact), this kind of foam is able to absorb high impact forces without passing on the damaging effects to the rider.
The idea with riding suits and things like back and chest protectors is to aim for lightweight construction, with a stiff, abrasion-resistant outer shell (often corrugated, for added structural stiffness) and rubber/synthetic foam insides that are able to absorb impact.
In addition to the above, some companies are now also working on rider airbag systems that inflate in milliseconds in the event of a get-off and provide extra protection to the rider. Tested extensively for many years on the street and in MotoGP, these systems comprise of two elements – a bike-mounted central control unit and the actual airbag system, which is integrated into the riding suit. In the event of a crash in which the rider is thrown off the machine, the airbag deploys almost instantly, protecting the rider’s back/neck from serious injury.
New, top-of-the-line helmets are also keeping up with the rest of the plot, with manufacturers now using wind tunnel testing to design quieter, better ventilated, better balanced and, ultimately, safer helmets for motorcyclists. With better, more advanced materials (like carbonfibre composites) and more precise manufacturing methods, the best helmets these days may be expensive but they really do offer maximum protection to the rider in the event of an accident.
As we said earlier, technology cannot compensate for common sense and rider training. But with those taken care of, advances in technology certain can help boost safety for motorcyclists.
Adequate insurance cover is also a matter of critical importance for motorcyclists. If you are in the UK, make sure you are covered with Bennetts Insurance. Bennetts will help you find the best bike insurance deal in the UK by comparing top motorbike insurers. Also visit the Bennetts site for more biking tips to help you stay safe on the road.
Thursday, 26 April 2012
Casey Stoner, the dilemma of passing or not under the knife
Casey Stoner has a problem, a physical problem, but for now flees the theater like the plague. And that is your only solution, which can not escape even though he is trying.
The Australian, after losing the race in Qatar when he had mastered with authority and to more than two seconds ahead of Lorenzo and Pedrosa, who ultimately end up going on and defeating him, confessed to just finish the race that he could not win because of a physical problem, the well known 'compartment syndrome' who suffer most and that all pilots, all but him, solved with a quick and easy operation that allows to solve the problem in less than two weeks.
The 'compartmental syndrome' is the entrapment of nerves in the arms by the fabric cover to protect them. Due to the stress and strain, the nerve becomes inflamed and the tissue that protects it imprisons him, seizing the arm causing the drivers (you can also pass in the legs). The solution is to go under the knife and a small arthroscopy, which today practically no scar, to open this 'cover' of the nerve tissue can become inflamed without garotte arms, wrists and hands.
Casey, doctors have explained, I have drawn and have assured him that the operation lasts fifteen minutes and in just over ten days you can drive normally. In fact, his team proposed that exploited the break between Qatar and Jerez to remedy the problem. But Casey does not want to hear about the operating room.
"Casey wants no operating room, not confident, he prefers to use alternative systems. I remember when I worked with him in CSF had a shoulder injury, something like that, he inflamed a nerve and touched the bone. We were in Qatar and a doctor told him the injury he had and the solution was simple, quick and painless, because with a laser is enlarged a little space in the shoulder bone, and that was the problem. He explained it so well that if I were Casey had told the doctor, let me now ... But he said he did not undergo surgery and missed three months, went to Australia, England, Italy, seeking a doctor told you that you could solve the problem without surgery. As not find it, eventually operated and fixed the problem in ten days, "explains a former member of CSF worked with Stoner.
For now, Casey has made recovery in Switzerland and hopes to run two races, Jerez and Estoril, that dispute followed, no problems. However, if problems persist in the right arm should be, very reluctantly, going under the knife, because as he says this former member of LCR "if Lorenzo wins the next two races, Stoner is going to very long season. "
Tuesday, 17 April 2012
Saturday, 14 April 2012
2012 Ducati Desmosedici GP12 Specs - Valentino Rossi MotoGP Bike
On march 19th, Ducati MotoGP team has presented the all new 2012 Ducati Desmosedici GP12 bike, and today the new Ducati Desmosedici GP12 specs also has shown at Ducati official site. Today, let see the new Ducati bike design and specs, it has made for Valentino Rossi ride (also for Hayden of course) on MotoGP 2012 season. As we know, a few days ago the 1st MotoGP race has been held, and Rossi not yet showing a fantastic performance so far, even Hayden has give a better race performance than Rossi, is there any problem with 2012 Ducati Desmosedici GP12 motorcycle? or Rossi can't do more with this bike? I don't know why but I thing there is something from with Rossi or Ducati, I hope both of Rossi and Ducati will give more interactive race show and can fight more with Honda also Yamaha in the next race of MotoGP race. Basically, 2012 Ducati Desmosedici GP12 has been born with a fantastic engine specs and features, this bike powered by 1000cc of engine capacity, Desmodromic DOCH engine, 4-valve/cylinder and produces more than 230hp of maximum power, what about the maximum speed of Desmosedici GP12? well 330 km/h is not bad for MotoGP bikes right? Here is the full specifications of 2012 Ducati Desmosedici GP12. Ducati Desmosedici GP12 Specs 1000cc, Liquid-cooled, 90 degree V4 four-stroke, Desmodromic DOHC, four valves per cylinder Maximum power : More than 230hp Maximum speed : In excess of 330 km/h (205 mph) Transmission : Ducati Seamless Transmission. Chain final drive Carburation : Indirect Magneti Marelli electronic injection, four throttle bodies with injectors above butterfly valves. Throttles operated by EVO TCF (Throttle Control & Feedback) system Fuel : Shell Racing V-Power Lubrificant : Shell Advance Ultra 4 Ignition : Magneti Marelli Exhaust : Termignoni Final Drive : D.I.D Chain Frame : Aluminum Suspension : Öhlins inverted 48mm fork and Öhlins shock absorber, adjustable for pre-load, compression and rebound damping Tires : Bridgestone 16.5" front and rear Brakes : Brembo, two 320mm carbon front discs with four-piston calipers. Single stainless steel rear disc with two-piston caliper Dry Weight : 157 kg (specs, pics reference visit : ducati.com/racing/motogp/) New looks 
new style, but we always can meet the original Rossi colors, shiny/bright green colors on the front side/number, Desmosedici GP12 also comes with many of colors combination such as Red, White, Black and Green. Well, I hope they will give a real performance in the next race, caused if I have to tell the truth, I haven't satisfied about this team and of course Ducati GP12 bike when the 1st MotoGP race in action, the performance problem between Rossi and Ducati actually can we see in the 2011, but it's looks Ducati and Rossi need more times to handle their problem until today. Good luck for Ducati and teams, and please fight back your rivals in MotoGP. Enjoy.
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