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Yeah it would run, though when hot it may knock like a wooden donkey, and when you hit the kill switch it may not stop.
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Yeah it would run, though when hot it may knock like a wooden donkey, and when you hit the kill switch it may not stop.
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No my specialty was not fatigue or destructive testing? how do you get that?
Especially after I told you that we tested for performance under operating conditions. If I had a specialty it was in sticking sensors to things, data acquisition methods, test rig design, test procedure design, temperature control, force measurement, an expert on loadcell testing ( for this I was very well known, worldwide ), expert in dynamic force measurement/loads.
Oh .... here comes the old ..... I'm bored with this job feeling again ......
As I have even said many moons ago on here, we even tested a Ferrari gearbox controller for electronic interference susceptibility. Though after revealing this in a discussion Roger then disclosed that according to him my real profession was "tea lady" ........ after which I rightfully informed him that our tea lady wielded far more power than I could ever have dreamed of
Testing a Ducati motor to find any effects on turning of of a vehicle fitted with said engine was ....... right up my alley. Hence why I have a somewhat obsessive interest, hence why I proposed such cures and tests.
Do you think as Rog. did, that everyone who races/raced/has an interest in bikes is a "tea lady" ........ though I find that a slur on a wonderful lady, who helped guide me through a misguided young test engineers life, and would have put me in my place rapidly had i such poor thoughts as to her value in my life.
Anyway. back at it. I still maintain the L90 engine was crap due to inherent VSG's set up in such an engine.
Perhaps we should start with VSG's, do you understand what they are Hawk? Can you identify and describe one to me?
You said and susceptibilities. To me that means failure and failure testing is huge right now. I actually thought you worked on fishing poles? Maybe that was some one else
Barry that engine is merely spinning when the bike is going into a turn, it's a motorcycle not a ....... gyrocopter. Give it a rest. I wish I could photoshop a gyrocopter with that saying on it to reply to your post.
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That figures
Does every race require the same fuel consumption? Is qualifying fuel-limited?
The manufacturers would be dumb not to test the bikes and electronics at full chat. There are no rules prohibiting a manufacturer from running flat out for the first two laps of every race. No rules to stop them from running flat out on the straights, and backing it off in the corners. Every track has its own optimal fuel consumption (per corner, I'm sure) and it is different for every bike.
Since meaningless fuel-data is a pre-requisite to competition, MotoGP is dying and IRTA are on corporate welfare. The regulation is so heinous, it is easy to loose track of the big picture. Pneumatic-valved engines, constructed from aeronautics exotica race around a billiard table (that bears almost no resemblance to a public road) while a NASA-grade supercomputer calculates the best fuel-mapping to move a 120lb male at an average speed of 200kph. For those of you who love irony (or physics), the average velocity of a MotoGP rider is drumroll ZERO! Same velocity as the development of the production-relevant technology MotoGP is supposedly producing.
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You said and susceptibilities. To me that means failure and failure testing ( no you are wrong ) is huge right now. I actually thought you worked on fishing poles? ( Where did you get that from? Show the quote of me even indicating that I have ever said anything other than I have some CF fishing Rods ........ during a debate whereby Reg. thought CF was too stiff ) Maybe that was some one else
Barry that engine is merely spinning when the bike is going into a turn, it's a motorcycle not a ....... gyrocopter. Give it a rest. I wish I could photoshop a gyrocopter with that saying on it to reply to your post. ( So you only think gyroscopic forces apply to gyrocopters ..... well I bet Jumkie agrees with youyou are very wrong )
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BM's fishing poles were very trick carbon fiber rods, its where he got so much insight to comment on the carbon bits for the Ducati.
My CF rods are very trick to be sure. And even though I mentioned several uses of CF at that ti,e, you think CF for a fishing rod is "odd" ?
The CT fishing Rods were just an example I used to prove you and Reg. were wrong in saying that CF had no flex, not could it be designed for flex.
What do you actually teach Jum,? you obviously know so much about engineering "stuff" ............
No, I would never suggest something so ridiculous. Stop lights and passenger cars will be more than sufficient.
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You did notice in my post that you quoted a portion of that I said "test in race set up" and "use qualifying set up to put in a lap"? Some people suggest that some riders in testing use full fuel to make themselves look good. I believe that it would be foolish for a team to be running full fuel throughout a test because fuel management is very important to winning races. I am sure some people actually think that a rider tells the electronics guy that "hey I am going to run the test with out fuel management electronics because I want to look good, ok!" The rider would get almost zero say in what is being tested or the configuration of the electronics. Remember at the start of last year when Stoner commented that he was still negotiating with the electronics engineer about reducing the TC settings.
I was trying to let the exceptions speak for themselves, but I will explain what I was implying. What is race-fuel strategy? What do the manufacturers want it to be? Are the factories concerned with simulating the race or simulating the GP weekend, which involves constant development with an hour respite (10 minutes quali and 50 minutes race)?
If the factory teams could run the bikes in qualifying trim on race day, they would run the bikes in qualifying trim on race day. Theoretically speaking, there is almost never a time in grand prix testing when the teams are not pushing for more performance; therefore, a practical, sober approach to fuel-strategy is the exception, not the rule. If the manufacturers were concerned with race-pace testing, they would only allow the riders a few laps to get comfortable, and then they would run 20 lap race simulations all day. Yet, many teams bring the riders in for frequent adjustment to help the riders and engineers move the bike towards qualifying trim/pace based upon data collection.
Prototype racing is about development so they reject the status quo reality of "race fuel maps", and they accept the theoretical optimal performance as reality. This is the foundation for engineering problems, and the madness that compels them to find solutions. Everything they do is ridiculously impractical until the night before the race when they might be forced to sober up and "take the points". Without championship points, the primary practical reasons to back off during testing, imo, are to avoid showing their hand and to keep people healthy. Stealth and safety are not really related to the engineering challenges associated with race pace.
If you observe team behavior, it doesn't follow the patterns of rational practicality. They appear to be compelled by impracticality, except for 1 hour every two weeks. Considering the theory prototype engineering, I see no reason to think testing would be any different, other than sleight of hand and preseason safety.
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