1997 AguÌ GP6 previews Moto2 racers

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Agui_GP6_1.jpgLike the Moriwaki 600GP Prototype, this AguÌ GP6, hailing from 1997, provides an excellent idea of what we can expect from the four-stroke 600cc prototypes that will race in Moto2. It houses a tuned version of a CBR600 engine in a prototype frame fitted with common period racing components. Wait, that doesn’t sound like a GP bike, what gives?
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Agui_GP6_2.jpgIn an effort to reduce costs and level the playing field, the new Moto2
rules
are heavy on the list of items not allowed and light on what is
permitted. The engines will have a maximum capacity of 600cc, no more
than four pistons, will have capped rev limits, no pneumatic valves, no
variable valve timing or lift, no variable-length inlets, no direct
fuel injection, and must use internal components manufactured from an
iron-based alloy, pistons from an aluminum alloy and crank cases and
cylinder heads cast from aluminum alloy as well. Check out the complete
list
for like a dozen more things engines can’t have.

Three or four years ago, it would have been easy to say that this
basically amounted to a production 600 supersport engine. Not any
longer. Take the 2009 Yamaha R6 for example, it uses variable-length
inlets and a ride-by-wire throttle, its engine wouldn’t meet Moto2
regs.

So what will power the Moto2 bikes if not production engines? We expect
the factories to use the knowledge they’ve gained building and tuning
their current 600cc engines to produce bespoke units based on current
thinking and practices, but shorn of fancy high-tech features. They’ll obviously be
in a racing state of tune, so expect 20bhp or more than the current
120-130bhp production 600 engines. Just like the CBR-based GP6, those
engines will be housed in prototype chassis — don’t rule out steel
trellis units, they’re extraordinarily cost-effective — running
top-of-the-line suspension. With a minimum weight for four-cylinder
machines set at 135kg, the Moto2 bikes will perform vastly better than
any road-going 600, but 100% prototype GP machines these ain’t.

The one saving grace of this technological dumb down is that it could
lead to incredibly competitive racing. Just like that currently
displayed in World Supersport and Superbike. In fact, come to think of
it, we’re rapidly beginning to care about those two series much more
than anything organized by Dorna.

via Motoblog

  • http://ridethetorquecurve.blogspot.com/ hoyt

    Perhaps the chassis options will entice alternative front-ends and make-up for the cheaper engine rule? It looks like stock frames are forbidden (“forbidden to use from ‘non-prototype’…”)

    Am I reading this correctly?…

    “6. Chassis

    6.1 Chassis will be a prototype, the design and construction of which is free within the constraints of the FIM Grand Prix Technical Regulations. The frame, swing-arm, fuel tank, seat and cowling are forbidden to use from a non-prototype as series production road-going motorcycle.”

    • http://hellforleathermagazine.com Wes

      Yep, proto frames only.

  • http://ridethetorquecurve.blogspot.com hoyt

    It will be interesting to see how many Moto Czysz 6Flex Forks are put on these bikes.

    The more I think about the relatively cheaper engine requirements (with wide open chassis options), the more interesting this series becomes…..

    KR, Czysz, Bimota, etc. might have various roles on this stage.

    It will still cost a bundle to travel around the world, but maybe even a Triumph-sourced triple mated to a Tryphonos chassis will make the grids throughout Europe?

    That is what this series could do…stoke innovation by allowing the smaller companies to work with the bigger companies

    • Gary Sideburn

      That (weirdo frames, unfamiliar front ends, evocative names) is what everyone is hoping, but if, say, Honda ran away with the first title using conventional forks, four-into-one pipe, beam frame, blah, blah, how long before everyone followed suit and we’re back at square one? I don’t want to be pessimistic, but as soon as HUGE marketing budgets get involved then they only push what they want to sell and for the past 40 years they’ve been quite happy selling us tele forks. I’ve ridden a few HCS front end bikes, I understand them (to a point), but I can’t imagine anything barring a 1980s style Japanese economy explosion and a fashion for Tesi-esque 400s, ushering in a new dawn.

  • http://ridethetorquecurve.blogspot.com hoyt

    Agreed, and there is no pessimism, just reality. It seems we all reached a point of contentment with teles.

    Consider the disparity between the development $$ and time that has been put into a tele vs. alternatives. Now, alternatives are faced with competing against a tele that has had decades of refinements.

    The 6Flex Fork seems to have the best chance, in part because it is closest to the tele fork leg aesthetic, which should make the marketing types happy.

    There could be history made in this class if the big companies are beaten by an indie team with the Czysz front-end and the best tuning team in the business.

    That would be refreshing.

  • Tanshanomi

    “capped rev limits”
    “no direct fuel injection”

    What is this, a vintage class?

  • Doug

    Jeez, you couldn’t even race an old 1990 CBR250 in this class, it revs too high ! This is really dumb.