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Issue link: https://magazine.cyclenews.com/i/128341
Continued From poge 15 Aksland was reluctant to attach too much significance to the tests, which were "a joint project between KTM and Proton Team KR." which had adapted one of its r2004 carved-from-solid chassis to take the compact KTM V-four. The engine was o riginally built for KTM's own planned MotoG P debut, but they changed their mind when it was still at an ear ly stage of deve lopment. "The aim is to assess the potential of the engine, which is of interest to KTM and o urse lves:' said Aksland. "But at this stage, there 's no policy on any future with the engine . It could be an option ... but we just don't know yet ." But the outcome could be crucial to the future of former triple World Champion Kenny Roberts 's team, after their own V-fIVe has proven cons istently disappointing - 15 hp down this year from last year's, and still suffering oil leaks at Estor il. Roberts has already described the engine as "a boat anchor," words that he repeated at Estoril. The KTM motor would doubtless be an attractive option. provided the team can secure the financial backing to pay for it. Sete Gibernau has still not switched to the latest version of the Honda RCV engine, with different exhaust pipes and reported better torque and bottom -end responses. He tested them brieflyat Bmo after the last race but did not spe nd lo ng enough to satisfy himself there was a real improve me nt. "With the championship as it is now, I prefe r to stick to what we already know well: ' he said. "\ willtes t them again after this race, and maybecome to a conclusion." Kawasaki may have a Big Bang engine to test even before the end of this seaso n, after the lead set by Yamaha's rep hased crankshaft timing for their own in-line four engine. This would entail a comp lete redesign of the engine, which would nee d a balance shaft if they were to abandon the conventional twoup/tw o-down pattern of an in-line four. Project leader Naoyo Kaneko said: "Loo king to the future , we need a different mechan ical solution . We need more torque, but it cannot be aggressive. I think that for this point, a BigBang is the best solution - the most effective way to make it easierfor the rider, and to maintain rear-tire grip without losing perfonnance. It will be physically hard, but I hope we have some prototype this year but we need more analysis to decide." This was Kawasaki's second race with the lighter crankshaft, itself a second step after a lighter crank was used from the start of this year. As re ported from Brno, the lighter crankshaft helps with handling, es peciallychanging directio n while braking. It allowed faster corner entry and higher comer speed . "Pickup isalso better, but it makes a more nervous feeling for the rider," said Kaneko. ''A difficult point is how to adjust engine braking, which is more aggressive with the lighter crank, and also acceleration." It could be solved electronically, but only by reduc ing power, "and we need more power at the bottom. We need to find a way to make the power more useful," How close are Ross i and Gib e m au?After I I races and one IRTA test at Barcelona , the re is just over a ten th of a second between their cumula te best-lap times . The contest is for a BMW 645 , adding up their be st prac tice laps, plus that IRT tes t. So A far, Rossi has spent 20 minutes and 32.488 seconds e ngaged in qualifyinglaps, and Gibernau 0. 126 seconds longer.