Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/1529511
VOLUME ISSUE NOVEMBER , P125 chassis, suspension and tire technologies were driven forward by racing, so they were passed to the production de- partment. Racing, so it seemed, improved the breed. But if this was true in motor- cycling's early days, is it still true now? In fact, technical develop- ment in racing has always been hemmed in by technical regula- tions. Ducati's signal success has been fuelled by finding clever ways around the rules, rather than pure science. Like the now-universal "spoon" scoop under the swingarm ahead of the rear wheel, which circum - vented aerodynamic rules by be- ing dubbed a tire-cooling device, which just happened to add downforce as a happy adjunct. Looking back, there are cases where the rules have actively hindered potential improve - ments. For example, full-enclosure "dustbin" fairings were banned in the 1950s because of safety fears concerning too-flimsy con- struction and dangerous behav- ior in crosswinds. They became the dustbins of history. In fact, full fairings properly constructed and designed in wind tunnels offered significant performance benefits, not to mention weather protection, of significant value on the road as well as track. In their place, so-called dolphin fairings, exposing the front wheel, took over in racing. And on the road. For reasons of fashion, not efficiency. Regulations also restricted experiments. A few years ago, the late Steve Harris—chassis designer and constructor of Harris-Yamahas, under license to the factory—spoke passion- ately to me about the potential of a feet-forward semi-reclining design for a racing bike. He might not have been correct, but racing rules prevent any chance of trying to find out. Arguably, instead of driving street-bike design forward, rac- ing has actually held it back. So, we come to the current generation of GP bikes: bulging bewinged monsters, with droop- ing mustaches, serried ranks of tail fins and carbon-fiber ap- pendages on front forks, mud- guards and even swingarms. Which, obviously, have been imitated in the styling depart- ments from Bologna to Berlin, via Hamamatsu and Tokyo. And Beijing. Aerodynamics do make a difference. Even at everyday speeds, low drag helps fuel consumption. But when you are looking at downforce, you have to go fast for it to be very significant, drag increasing, as we all know, with the square of the speed. As for the various ground- effect modules—bulges and downwash ducts. They obvious - ly work on track. But only when you are at 60 degrees of lean angle. Of which, it shouldn't be necessary to say: Don't try this at home. Or the main ground effect you'll experience will be abrasions and road rash after falling off. Okay, there may be some application for these racing- speed add-ons on a track-day bike, where the speeds and lean angles make it relevant. And maybe in the fashion-parlor bike park, as a one-up gesture to a customized bobber or over - dressed cruiser. Not so much out on the road, where speed guns are meant not to celebrate impressive top speeds but to slow you down. Ah well, racing was never meant to be exactly sane, was it. Nor was motorcycling, come to that. So perhaps we should celebrate the madness, enjoy the Wacky Racers wings and look forward to more of it next season. CN So, we come to the current generation of GP bikes: bulging bewinged monsters, with drooping mustaches, serried ranks of tail fins and carbon-fiber appendages on front forks, mudguards and even swingarms.