Challenges for the designer

Like Formula One cars, grand prix motorcycles are generally made of lightweight and expensive materials such as titanium and carbon-fiber-reinforced plastic. They feature technological advances not available to the general public, and part of their fan appeal derives from this sophisticated technology and the high degree of technical skill and knowledge demonstrated by the designers and manufacturers. A notable derivate of the 990-cc formula was the creation by Ducati of its 'Desmosedici' road bike, built in limited numbers and sold in the United States for approximately $85,000, virtually indistinguishable in appearance from the MotoGP machines (but with the addition of lights and turn signals). For 2009 Yamaha introduced its R1 Superbike using a similar crankshaft configuration and combustion timing to its M1 MotoGP machine. These are examples of the transfer of advanced race technology to motorcycles available to the general public, a trend that has endured for decades and will continue.

Examples of MotoGP race technology include sophisticated electronics such as telemetry, engine management systems and traction control, carbon disk brakes, and advanced engine technology such as those seen on Honda's V5 RC211V and Aprilia's RS3 Cube. The latter employed the Cosworth-designed pneumatic valve actuation system, used in Formula One cars. In 2007 the Suzuki and Yamaha also used pneumatic valve actuation and Honda reported using that technology for its 2008 RC212V bikes based on its F1 experience. The latest addition to the MotoGP grids, the Ilmor/SRT X3 machine, seen at the Estoril (Portugal) and Valencia (Spain) events in 2006, reportedly uses a similar valve-actuation design, not surprising considering Ilmor Engineering's background in Formula One. Unfortunately, the high cost of participation and lack of sponsorship caused Ilmor to withdraw in early 2007.

While MotoGP motorcycles are only raced at world championship level, the lighter and significantly less powerful 125cc and 250cc bikes are available at relatively reasonable cost. A basic production 125cc bike costs about the same as a small car. These bikes are raced in national championships around the world as well as in the world championship, though their two-stroke technology is irrelevant in context with production machines. These two smaller classes are considered excellent training for future MotoGP riders.

One of the main challenges that confronts a MotoGP motorcycle rider and designer is how to translate the machine's enormous power - over 240 bhp (179.0 kW), through a single tyre-contact patch roughly the size of a human hand. For comparison, Formula 1 cars produce up to 750 bhp (559 kW) from their 2.4 litre engines, but have 10 times the tyre-contact surface. Because of this difficulty, MotoGP is perhaps unique in modern motor sport in that teams will often deliberately detune their engines to allow their riders a chance to control them. In the two-stroke era, many of the 500cc machines were not making more than the 180 to 190 bhp (135 to 140 kW) although their maximum potential power output was higher. In recent times this has begun to change with the advent of traction control. Another new technology in use is lean- angle sensing that modulates the power output based on lean angle. This works in conjunction with traction control to keep the rear wheel from breaking traction. Part of the rider compromise, significantly affected by ECU (Engine Control Unit) technology, is that explosive torque at lower RPM may cause the rear tyre to spin unless modulated, causing riders to use higher RPM where torque changes are less severe. This consideration also affects gear selection for the individual circuit, which comprises an essential element in setup before and during practice and qualification.

Another significant issue in 2007 was the reduction in permissible fuel from 22 litres to 21 litres, causing engineers to introduce ECU control over maximum revolutions, where internal friction losses are highest, and leaning out the fuel-air mixture in sections of the track where maximum power is less necessary. Observers noted that the 800cc machines were not using proportionately less fuel than the 990s because with their lower power output the smaller machines were using full throttle more of the time for a given circuit.