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/279052
MAHINDRA MGP30 RACER TEST P116 accelerate slightly after slowing too much, too soon at the end of the straight, to regain turn speed. However, where I had to do that, the Mahindra seemed a bit more planted and less nervous – that word again – on turn-in to the apex, because I was driving the bike into the turn under power, not effectively coasting into it on a trailing throttle. But then as I started to get the hang of riding this miniscule mo- torcycle in what was my Moto3 initiation test, and began shift- ing back two or even three gears in quick succession two-stroke style as I trail-braked into the apex of a turn, I'd find the sense of instability returning. The Mahindra felt constantly ready to topple over on its side, for no apparent reason – hardly a confidence-inspiring trait. Could it be this insecurity comes from the steering geometry, which isn't especially radical, the ultra- short wheelbase, or maybe from the skinny 95.70 front Dunlop tire and 115/70 rear – although I've ridden 125cc GP two-strokes with similar chassis geometry and even narrower rubber, and they weren't as disconcerting to ride as this? Mentioning this to Oliveira be- fore my second and final short run on the bike brought a partial solution – shift up a gear higher on the entry to any faster turn, and drive all the way through it using the fat part of the torque curve, which indeed settled the bike better and made it more se- cure-feeling on the angle. It also saved upsetting the MGP30 by having to grab a high- er gear mid-turn, or risk running into the rev-limiter and immedi- ately lose a couple of places – three or four, even - to your rivals. "But it will also make the bike more stable, driving through the turn," said Miguel. Know what? He's right - be- cause without doing that, the Ma- hindra would weave slightly and wander around turning into the bend, whereas now it hugged the apex more tightly, albeit noth- ing like as fast as its regular rider would do. It's things like this that you learn about riding a bike that only come from spending more time on it, and the total of six laps that Mahindra Racing gave me really wasn't enough to get the measure of their motorcycle. The fact that Oliveira more than did so with such increasing suc- cess in the 2013 MotoGP season shows that the Indian GP racer has got potential – but it remains to be seen if anyone else besides Miguel can park it up at the top end of the results sheet in 2014. Personally, I'm betting that the coming Moto3 season will finally see the first Portuguese winner of a Grand Prix race - but will his new Aussie teammate Arthur Sissis en- joy similar success. And will Mahin- dra continue to pose an increasing threat to KTM's class dominance, and Honda's rumored comeback? It's going to be fun watching them try – while all the time marveling at the precision and skill entailed in their riders getting the most out of the least. CN (Far left) The bike's DOHC 249cc four-valve 78 x 52.3 mm motor produces 53 hp at 13,200 rpm. (Left) The Mahindra uses Brembo brakes and Öhlins suspension.