MotoGP. 250R the new motorbike under development

[admin]

Introduction

During the 2005 season the most evident gap consisted in the power output of the engine and this is why in 2006 most of the job has been focused on it.
In these articles we will illustrate part of the work done by CRP Technology in the development of the engine exploiting the rapid prototyping technology and the Windform materials.

Fig. 1 - R250GP. On the right the R250GP that has attended the ’05 World Championship. On the left the frame(chassis) prototype made of Windform and used for the first assembling tests in January 2005.

Airbox 2005 performance’s analysis
The 2005 250cc engine set up is a 90° 2 cylinders, with reed valve and two 40mm carburettors.
Two air intakes on the side of the cowling bring fresh air to the two separated air boxes.

During the 2005 season, several tests have been made to study the configuration of the two separated air boxes but, due to the overall dimensions it hasn’t been possible to have 2 air boxes of the same dimensions.
This would have brought to a similar functionality of the two cylinders.

The performance achieved at the CRP dyno is illustrated on Windform site. Click here to see it.

2006 development
From the analysis of the tests done on the dyno and from the behaviour of the engine in the different conditions, static, dynamic and combined (accelerative with progressive load) there has been a certain difficulty of fuel supply. These problems were different from cylinder to cylinder.
In particular the lower cylinder’s carburettor is very critical because the venturi is very close to the side of the air box.
The carburettor has therefore been rotated respecting the limits of the fuel level. Realizing a new structural (it means it supports the carburettor) induction insulator in Windform XT it has been possible to improve the functionality of the cylinder nr. 2. Click here to see it

A one-piece air box in Windform has been realized in order to exploit in the better way the space inside the frame with the front air intake under the lower triple clamp Click here to see it

This has permitted to reach a similar behaviour of the two cylinders, therefore making the set up of the engine easier. The engine has immediately improved and the setting of the two carburettors was similar.
Below the curves obtained with the Windform XT insulator and the new airbox. Click here to see it

The performance achieved at the CRP dyno is illustrated on Windform site. Click here to see it.

Results
Comparing the two results it has been noticed that with an increase in volume, a better geometry of the air box and a better positioning of the lower carburettor, a higher power and torque curve has been achieved, which allows the rider to exploit the engine already from low rpms.

The performance achieved at the CRP dyno is illustrated on Windform site. Click here to see it.

Increase:

Rpm Power (%) Torque
9750 +9,2 +10
11000 +3,7 +3,7
12000 +5 +4,5
12500 +9,5 +10

Thanks to the mechanical wear resistance of CRP’s SLS material, it has been possible to realize the air box and over all the insulator directly in Windform shortening a lot the development and realization timing.
Diverse kind of insulators have been made and have been directly tested on the dyno until the best geometry was found. Holding the files, the “story” of the component can be preserved.

Cooling and front fender
Using an air box that exploits the whole space inside the frame, a big increase of power has been achieved. This increase is ruined by the engine’s temperature that reaches in a while 65-75°C with peaks of 75-80°C in the worse climatic conditions. These temperatures penalize the efficiency of the engine frustrating the job done on the air box. This problem was present also during the 2005 season.Exploiting the potentialities of the rapid prototyping, a front fender, whose function was also of an air conveyor, was created.

The idea is to bring fresh air to those “hidden” parts of the radiator to increase the engine’s cooling.

2006 fairing – Work in progress
In order to improve the cooling and the aerodynamics we are also working on the aerodynamics, trying to improve the penetration and the hot air extraction. Click here to see it.

Rear fender
In order to optimize the air flux in the rear part of the bike, thus avoiding turbulences, we realized in Windform XT a rear fender with two lateral fins to protect the swingarm.

Tests have demonstrated the importance of this part in helping the extraction of the hot air flux from the front.
It has inside a duct for the rear braking oil pipe. Click here to see it.

Also in this case it has been possible to realize complex and very particular shapes in a short time.

Please feel free to discuss, and ask us every questions you want.

[arron]

I'm interested in knowing what you've managed to achieve.

I race a GSXR1000 and I'm always modifiying bits in an attempt to find out what I can do.

I'd be interested in asking a few questions around the best approch on different aspects (non-commercial), material and design approches & would be happy to share the results with the forum.

I race in 2 classes, Open where there are restrictions on what i can do, the other class is roadstock and leaves a lot of room for invention. Governed mainly but the sportsman code.

Regards

Arron

[livia]

Hi arron,

CRP Racing just won the Honda Trophy RS125GP and finished 5° in the Italian Champ...maybe they can help you with some suggestions...
If you start to ask some questions I'll get involved Giampi, the team manger, to give you some useful advise..if you want!

Cheers

[xenophya]

Hello,

I am a partner at Xenophya Design, an industrial design partnership established in 2001 to specialise in design and development for the Motorcycle, Scooter and Powersports industries.


We have been lucky enough to work with a range of companies including Yamaha YEC, Derbi, Aprilia, Rieju, Royal Enfield, Bajaj Auto Ltd, and Fischer Motor Company. As well as commissions from major brands, we have also been bale to work with a few race teams, and some leading PTW engineering specialists such as Vepro Ltd. and ArianeTech Ingeniería.

The attached images are concept proposals created by Xenophya (hand sketched and then rendered using a Wacom pen/tablet in Photoshop) for the UK based motor sports Engineers, Evo Design Solutions, Ltd. The ‘EV-0 RR’ is their entry for the TTXGP zero carbon fuel Grand Prix scheduled to run on 12th June 2009. The TTXGP is the world's first 'Clean Emission Grand Prix', to be held as part of TT week at the Isle of Man in June 2009. I have also attached some immages of the Fischer MRX which we did the clay modeling work on.

Livia is development work still in progress on the CRP? We'd love to get involved if the opportunity existed. Alternatively if anyone knows of any race teams that would be interested in working with us to develop bespoke race bodywork I'd really appreciate the tip.


Thanks in advance
Mark.