ioio_viola
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Postări postat de ioio_viola
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pe Motogp e free video si timing pass pentru perioada testelor. eu nu am reusit sa-l iau, imi refuza 2 carduri... daca il luati sa aveti grija sa dezactivati reactivarea automata
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nu cred ca trage nimeni sa scoata cel mai bun timp cel putin in primele doua zile. poate cei cu modelul 2022 sa incerce time attack in primele zile.
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interesant e ca Razlan zice ca o sa aibe o boxa mare fara zid intre ei si echipa de uzina. o sa poata discuta cu inginerii, cu cei de la aerodinamica, totul full transparent.
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Acum 2 ore, damager a spus:
Anul asta eu cred ca o figura frumoasa va face Oliveira la Aprilia. Sper sa se bata sus
s-ar putea sa aibe un impediment. daca am inteles eu bine o sa se dea cu modelul 2022. depinde de Aprilia daca ii dau ceva update-uri ca sa-l ajute sa se bata sus cursa de cursa.
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Da, comparativ cu, cursa, dar tot e ceva ...
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Mai interesant e ca Remy Gardner si-a imbunatatit timpul cu Yamaha Sbk cu 0.3 fata de Ktm Mgp
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Pedrosa a fost confirmat ca si "card-salbatic" la Jerez in Aprilie
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da, totusi la ktm parca arata mai bine culorile de anul asta
de fapt nu au prea schimbat nici ei nimic
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Honda a testat azi la Jerez un sasiu nou, aripi noi si toba noua de la Akrapovic.
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Acum 4 ore, ivan pedala a spus:
Atentionare pentru @ioio_viola si nu numai:
Sincer, astora care postati pe sectiunile forumului, in afara celei dedicate in engleza
( MOTOCICLISM.ro for English-speaking bikers ), inclusiv glume si poante in limba respectiva, v-as banna definitiv (dar nu pot, nu-i forumul meu!)! Voua va este greu sa traduceti si sa puneti ghilimelele de rigoare (citat), ori vreti sa pareti mai culti decat altii, sau mai interesanti? Uitati unde sunteti, uitati ca forumul este pentru romani si in limba romana?!
Din pacate informatiile in limba romana despre motogp sunt aproape 0 sau foarte tarzii. O sa pun doar link de acum si iti traduci tu de acolo ce te intereseaza sa nu mai fie cu suparare.
Pace
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Like Francesco Bagnaia who also elected for the #1 plate in MotoGP, Bautista will use the number after Razgatlioglu, Jonathan Rea, Tom Sykes and Sylvain Guintoli all donned the #1 for their title defence.
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"It was a complicated process, but I finally picked the number at the photo shoot last week," said Bagnaia, who won seven races last year.
"It has been a long time since we saw the #1 in MotoGP. I've always admired people racing with #1. It represents your identity as a world champion.
"63 will always be my number. I've always raced with it and I will use it together with the number 1. So I'll have a small 63 inside the #1 and on my helmet."
Winning the premier-class title with the #1 plate is something that eluded the likes of Stoner, Jorge Lorenzo and Nicky Hayden. Indeed, the last time a rider took the #1 to title glory in the premier class was back in the 500cc era, with Mick Doohan, in 1998.
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Aprilia’s MotoGP aero: ‘It’s a new world, like when Columbus went to America!’
JANUARY 17TH 2023
Aprilia goes into the 2023 MotoGP world championship as a genuine title challenger. Technical director Romano Albesiano guides us through the latest RS-GP developments, from engine to aero
Mat Oxley: What were the positives and negatives of the RS-GP’s performance in 2022?
Albesiano: There wasn’t one big item we developed, so it’s been a general increase of performance, on the engine side, the chassis side, in the aerodynamics and in the way we work on track to optimise all the parameters, which is a vital factor. The weak point has been the consistency of performance, because we had a few races where the performance wasn’t aligned with the rest of the season, which was a surprise for us.
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The rear wing you used at Mugello was a bolt-on part, so will you have built-in rear aero for 2023?
The seat area is outside the aero homologation rules, so in theory you can change that area at every race. There’s a lot to discover in that area. We started experimenting with a small rear wing and we plan to do more.
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What happened to you at those four flyaways: Japan, Thailand, Australia and Malaysia?
We had the incident at Motegi, which was a really trivial mistake, just click of a mouse, basically. OK, we can improve our procedures in these areas and we will do that for sure. But what happened at Motegi was like a hammer blow for us.
Then in Thailand we had trouble with grip, the first time, so this was very surprising and this is one of the two races we still need to understand. Then at Phillip Island we had quite good race, except for a detail in the traction-control setting, which was a small mistake. Nobody is perfect. Then Malaysia is the second race to understand. For sure Aleix expected more because we were so fast in winter testing. That’s the point I mentioned earlier – we need to understand these races to have a more solid, consistent performance in the future.
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You have lost concessions for 2023, so you can’t do any engine development during the season and your riders will have fewer engines, so is this a big deal?
The process is different – you have to decide your engine configuration earlier, because you have to buy a lot of parts and assemble more engines. But if I look at the 2022 season we didn’t really introduce any real changes in the engine during the season, in the parameters that are limited by engine sealing. Of course you can still change the exhaust, the airbox, the throttle-body system and you can change the fuel and the oil.
So it will be basically the same and I’m not too concerned, maybe just a little bit, because we have to serve double the number of riders. This is a level of complication that we have to do carefully but we are preparing for this.
mai multe in link
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no, spionajul nu se poate face direct intre echipe? cred ei ca jurnalistii sunt cei care fac spionaj? ciudata decizie
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se pregateste o schimbare tehnica in 2027.
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ai confundat personajele
Triumph a zis ca nu vor deocamdata mai mult decat Moto2.
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ce variante are Dorna de nu vor echipe private? Kawa nu vor ca e prea scump, poate BMW, dar nu au rezultate nici in SBK.
https://www.crash.net/motogp/news/1018663/1/sito-pons-admits-failed-attempt-replacing-suzuki-motogp
"We have had many discussions about MotoGP with Dorna CEO Carmelo Ezpeleta," Pons told Speedweek.com. "We officially asked him if we could come back to the MotoGP class with Team Pons.
"But Carmelo has made it clear to me that he wants a manufacturer and is not signing any additional satellite teams at the moment.
"That was his clear answer. We have been asking him for many years if we can get MotoGP slots. There was an opportunity once, but we missed it because no factory would give us bikes."
"When Suzuki announced its withdrawal in May, we did it again. We talked to Carmelo.
"We have the resources, we have the experience. But unfortunately there is not one. Private team - no place."
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cand se suprapun cursele de MotoGP, F1 si SBK anul asta:
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Nu gasesc topic pentru 890
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Fabio trece la HJC:
https://www.paddock-gp.com/wp-content/uploads/2023/01/06e5ead0e16147f7a306fa33056ca8e9.jpg
problemele de la Honda:
What’s the most critical part of cornering at the moment? Getting the bike turned, so the rider can point it out of the corner, lift it up and open the throttle?
You have four parts to each corner: straight braking, going into the corner, mid-corner and then corner exit. Straight braking is one thing but going into the corner is the most critical point. Many times our riders complain there’s no traction out of the corner, so no acceleration, but then we realise the problem is in corner entry.
Because if you enter and turn well you can lift up the bike and exit with grip?
Yes, you can lift up the bike, choose your line and go… Until last season our bike was missing rear grip, this wasn’t a secret. So the pure problem was the exit, so now we seem to have found a way to improve the corner exit, in pure traction, but to gain that traction we seem to have sacrificed going into the corner, with the front tyre.
How do you fix that?
It’s obvious we don’t clearly know the answer. Let’s say that until 2022 we seemed to understand better how to enter corners, so if we look at what we did in the past maybe we can find a solution.
Kalex have made a swingarm for the RC213V, so are they working with you on general chassis design?
No, just the swingarm.
Over the last two seasons we have seen Aprilia and Ducati develop ground-effect aerodynamics, which increase grip by sucking the tyres into the ground. It seems like the Japanese factories aren’t so keen to take this direction, but surely you have to if you want to win again?
Yes, we have to. You are right in saying that if you want to win in MotoGP nowadays we are forced to go this direction. The one clear reason why Honda is here is to make people happy all over the world, not only in racing, not only MotoGP riders, but everyone, by selling nice street bikes, so if we are forced to do something that’s impossible to be transferred to our street bikes then we aren’t very happy to do it.
KTM thinks the same but is now working with Red Bull Formula 1 aerodynamicists.
We have to do this, because, in a way, winning in MotoGP is one part of making Honda fans happy, so that’s why we are forced to do it. But especially from an engineering point of view it’s not a direct way to make people happy, because for us the direct way to make people happy is by making better street bikes, with technology.
So MotoGP and street bikes are diverging, like Formula 1 and street cars. The diffuser fairing that Marc started using at Phillip Island features smaller diffusers than Ducati’s, so how much difference do the diffusers make?
It’s just to control airflow, to make better grip and turning.
And do they improve performance?
Yes. Otherwise we wouldn’t use them – they give more grip and more turning.
Next year, MotoGP’s tyre-pressure rules will be enforced for the first time – will this be a big thing?
It’s something we need to be more careful about.
We know that some teams currently run the front tyre below the 1.9 bar limit and KTM’s MotoGP project leader Sebastian Risse told me that if you go much over 2.0 the rider crashes, so it sounds very tricky.
Yes, the window is so small…
aici mai multe:
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https://www.motorcyclesports.net/articles/ideally-miguel-oliveira-should-continue-with-us-in-the-factory-team-massimo-rivola
This is what Massimo Rivola, CEO of Aprilia Racing, revealed on YouTube channel PecinoGP when he said: 'Personally, I rate Miguel as one of the riders who can fight for the title like Aleix [Espargaro] and Maverick [Viñales]. I think in an ideal world he should continue with us after the RNF, also in the factory team. Let's see what Aleix does after the next two years. Maybe it could be a very good placement. He has the potential, he has shown he can win races.'
The Italian was asked if Oliveira will have, to some extent, the mission of testing for the Aprilia factory team. In his reply, Rivola clarified that this will not be the case: 'No, but we want to grow the performance and not only Miguel's, but also the team's. So if Miguel is faster with a chassis that Aleix and Maverick don't like, we will try. So it will bring different information. But something that surprises me about MotoGP and motorcycling in general is that, compared to F1, the rider can do something completely different because the feeling and the riding style is different.' -
“There will be clear pressure requirements for a timed lap to be accepted, or for race to be considered as compliant with the rules,” Cecchinelli told Crash.net.
“These requirements are still under discussion, but the concept is a lap is good if the tyre is above the minimum pressure for a specified amount of time during that lap.
“For a race, the concept is you calculate the average pressure over each lap and then the number of laps for which the average pressure was above the minimum.
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“There's a danger of seeing a lot of cancelled laps. So it's already been agreed that, although we are introducing the new system from the start of next season, we are not applying [penalties] until after at least three races,” Cecchinelli said.
“We are very open to taking the time needed to have it all working properly. It’s something we, as the organiser, are trying to do in the common interest of the manufacturers to provide them with fair racing conditions.
“It will be possible for teams to fit the full official tyre pressure system on their bikes at the pre-season tests next year, so they can start to understand it, then they can get real race weekend data during the first rounds.
“Our only interest is that everybody is happier with the new system than without it.”
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“There are objections like, ‘by measuring the tyre pressure with a gauge you are actually affecting the pressure itself’. Which to me is nonsense.
“Another objection raised is that ‘you shouldn’t care about my tyre pressure on the grid, you should care about my pressure when the bike is moving’.
“So one argument is you could heat the tyre to 200 degrees before going to the grid - assuming you are not destroying the tyre - then your pressure is above minimum for as long as anyone can check you.
“But once you start the race, the tyre cools and the pressure actually decreases instead of increases. So you might do the entire race with a pressure that is lower.
“Okay, so we could check pressure at the end of the race as well: ‘No! Because you could do the in-lap spinning the rear tyre to bring the temperature and pressure up again’. These are the arguments against our simple idea!
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incep certurile: Dorna zice ca pierde bani in Europa, constructorii zic ca e prea mult, mai ales in Kaza
MotoGP - Intersezon 2022-2023
în Competitii Internationale
Postat
Se pare ca deocamdata o sa fie o lupta intre Ducati(uri) si Aprilia. FQ nu pare foarte incantat de ce a vazut pana acum. Honda inca nu-si gasesc directia. Ktm ul s-a lovit de zid cum zice Miller.