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Less aero
Devices are gone
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850cc
Less aero
Devices are gone
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850cc
MotoGP announces 2027 regulations
- Thread starter JFM01
- Start date
Joined Feb 2020
979 Posts | 1K+
Bendigo Vic
Less aero and no ride height is great.
Put a bit of control back in the riders' hands and hooefully it can become easier to overtake with less aero.
Sounds good so far.
Put a bit of control back in the riders' hands and hooefully it can become easier to overtake with less aero.
Sounds good so far.
Joined Mar 2023
1K Posts | 1K+
Australia
The capacity change is by reducing the bore by 6mm, ie same stroke
100% bio fuel, 20 litres, 11 in the sprint
GPS data sharing to all teams, ie every team will be able to see the GPS data for all of the other teams
All manufacturers start on B level concessions and there is a mid season review where the manufacturers go up or down a level
Another writeup
www.mcnews.com.au
100% bio fuel, 20 litres, 11 in the sprint
GPS data sharing to all teams, ie every team will be able to see the GPS data for all of the other teams
All manufacturers start on B level concessions and there is a mid season review where the manufacturers go up or down a level
Another writeup
Maximum bore will reduce from 81 to 75 millimetres. Aerodynamics will be reduced and more tightly controlled. Read on for more...
Maximum bore will reduce from 81 to 75 millimetres. Aerodynamics will be reduced and more tightly controlled. All ride-height and holeshot devices will be banned. Read on for more...
www.mcnews.com.au
Joined Oct 2008
6K Posts | 5K+
In Cider
Apart from the change in engine size, this is precisely what I always wished for.
I don't "get" 850cc engines and don't see how decreasing engine sizes can sustainably reduce power.
When MotoGP went to 800cc engines in 2007 it didn't lead to a significant power decrease and when F1 switched from V10s to V8s in 2006 it took less than two years before these engines reached the power of the V10s .
I don't "get" 850cc engines and don't see how decreasing engine sizes can sustainably reduce power.
When MotoGP went to 800cc engines in 2007 it didn't lead to a significant power decrease and when F1 switched from V10s to V8s in 2006 it took less than two years before these engines reached the power of the V10s .
Still got it.....I don't know what it is, but it's still functioning
The removal of ride height and the reduction in width will help give the riders more control. Homologating the rear aero package will reduce costs, as will allowing fewer gearsets. I'm not confident these regulations will lead to another late-990cc era, but as long as the riders can ride multiple lines and make creative overtakes, the sport will be better off.
For naturally aspirated engines, horsepower is a function of displacement and rpm. The max theoretical rpm is influenced heavily by the stroke, which is derived from the maximum bore number and displacement. By setting the bore at 75mm, the rev ceiling will be very similar to the current 1000cc engine. RPM stays the same. Displacement decreases 15%. This generally means power will decrease 15%.
I do agree that the displacement change doesn't make a lot of sense. They are supposedly trying to keep manufacturers involved in MotoGP, now that regulators are putting pressure on ICE transportation. Creating a clean sheet engine formula doesn't strike me as the best way to attract manufacturers who've withdrawn, and the 850cc limit doesn't seem conservative enough to sustain the sport for another 20 years of performance developments. We'll see. Maybe they plan to implement other performance controls if the 850cc engines become prohibitively fast in a straight line.
Well, everything seems to be hating on the 850s, without even knowing how they will perform. They said that the bikes were gonna be slower with the 800s, but they ended up being faster during cornering and kept beating all the track records. An 850 with aero will probably be even faster than the 1000cc's with aero. They will be slower on the straights, but will be able to carry more speed in corners and probably brake later aswell. It will be interesting to watch. Hopefully they will still sound like a GP bike and no vegetarian vacuum cleaner.
Joined Mar 2023
1K Posts | 1K+
Australia
Depends on the biofuel. Some are drop-ins for gasoline, others are significantly different.
The remarks made about MotoGP biofuel suggest it's ethanol based. Ethanol raises the octane, so it can actually make more power than gasoline, but it's less energy dense, so you need more of it. If I were to guess, ethanol based biofuel will reduce power. The fuel tank will contain less energy, and the engine regulations will prevent the manufacturers from raising compression ratio to get the most from the octane.
In 2027, fuel capacity will decline 9%, but fuel consumption is supposed to decrease around 15%. Whatever they are using now or plan to be using by 2027, will have similar energy density to gasoline, imo.
Joined Mar 2024
63 Posts | 145+
Wisconsin
What lex said. Some people run an ethanol mix in their street cars, and can run more boost and/or more compression because of the higher octane. But it makes engines thirsty, you have to be able to push something like 40% more fuel (if I remember right, ask your tuner!). The other trick is that the ethanol percentage of e85 at the pump in the U.S. actually varies wildly, so you need a fuel sensor to tune it properly, but that won't be a problem in MotoGP. I agree that the major limiting factor will be tank capacity.
Joined Mar 2023
1K Posts | 1K+
Australia
Reading this I get the impression that there will be no performance difference when they go to 100% renewables in 2027
Joined Oct 2008
6K Posts | 5K+
In Cider
It's also an odd size that is not in line with any other racing series or popular road bike engine size as far as I'm aware. I, like you, am skeptical on the 850cc at present, but am happy ot be proven wrong. As other people have discussed in this thread, the easiest way to implement a performance cap is to limit the tank capacity, and hence fuel.
Maybe MotoGP can take a lesson from 60's and 70's US auto manufacturers, who somehow made 7.4 litre big block V8's make 90hp...
I think that is because of the past failed experiment that was the 800's.
Me too, I can see them reducing it further as a quick way of limiting performance if the 850's prove to be faster than desired.
Joined Oct 2008
6K Posts | 5K+
In Cider
The formula is more or less the same, except that ride height and hole shot devices have been banned. Maybe the riders haven't recaptured enough turf, but it seems they are the only benefactors.
Casey probably has better contacts than the rest of us. If he knows something we don't about the electronics or the data sharing rules or something, he'll have to explain.
Joined Oct 2008
6K Posts | 5K+
In Cider
Casey has always been a advocate of going back to raw 500cc 2 strokes with no electronic rider aids. I agree with him in terms of simplyfying the sport, but you and I know that they will never go back to a formula he likes.
Joined Sep 2015
734 Posts | 1K+
Office cubicle
tbh, when has Casey been positive about anything?
Unfortunately, I think that's true. They will get rid of ride height, and they will limit rider aid strategies, but they will never give control back to the riders like the 500s.
Regarding Casey remarks, it's possible that the electronics are not finalized. The manufacturers are basically using a single firing order. If they plan to retain that arrangement via homologation or something, they can mess around with the particulars later.
I think it will be mostly smoke and mirrors whatever they decide. They've banned holeshot, but I'm almost certain that launch control will be retained for safety. If they decide to disclose the electronics details there will be a lot of BS. It won't make the racing better or worse, but it will be annoying. Just like the global fan survey gaslighting.
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