brake, this engine brake, what-
ever. Then we have to retype
the numbers to increase or
decrease values. These values
also change as the tire wears
over the race, and the rider has
to adjust to increase or decrease
engine braking to compensate.
"Next, you have to put the tire
into perspective because you
can use the SCX compound
where the tire family and the
rubber compound is special, but
also the geometry. Then if you
switch to the SC0 tire, it has a
different shape, so therefore a
different radius and lean. This
means radius is always a value
for traction control. You have to
adjust it, so even when you have
in WorldSBK, but for sure, due
to collecting millions of data
points, we can see a corner-by-
corner effect in every area of
riding—touching the gas, brak
-
ing, etc.," says Gonschor. "So, we
tried to find an application on
engine-brake or traction-control
design that is prepared for each
dedicated corner. When you
come out of turn six here at Cre
-
mona, going through turn seven,
it will be a compromise, because
it's not directly linked that the
bike changes parameters.
"It's not off the lap time, but
we can see that, for example,
after 32 seconds, the bike was
at this point of the track, in this
position, with this throttle, this
kit software in superbike spec,"
Gonschor says. "In WorldSBK
full-spec, 32 different CAN and
analog sensors can be mounted,
plus 18 add-ons for testing."
The WorldSBK system is dif
-
ferent to that used in BSB, which
doesn't permit traction control
per se, but meters power deliv-
ery based on throttle position
and lean angle.
BMW can map Toprak's
250-odd horsepower M 1000
RR (they won't tell me just how
much horsepower it has!) to be
effectively corner-by-corner, but
if you thought this was via GPS,
you're wrong.
"It's not corner-by-corner due
to GPS, because GPS is banned
Toprak used the M 1000 RR to great effect
in Most, taking two out of three race wins.
VOLUME ISSUE JUNE , P103
