To mount the engine of a MotoGP, two mechanics they really employ three days?
Of MotoGP not much is knownespecially with regards to mechanics hey construction details. The construction schemes are known and the solutions adopted, but only in broad terms and certainly not in detail. The Houses, in fact, they don’t provide of course data very vague in terms of the technique of their Grand Prix engines.
The characteristic measures we know them thanks to the regulation and not as provided by the manufacturers. So we do not knowfor example, how long the connecting rods are.
The first data came from Formula 1
When the Formula 1 World Championship we ran with i 3000 cc naturally aspirated V10 and then with i 2400 cc V8 BMW communicated a series of interesting information including that relating to time required to assemble an engine, consisting of approximately 5000 pieces (including union bodies).
Three mechanics took three days.
The engine of a MotoGP it only has four cylinders and therefore the time necessary should be less, but on the other hand must be considered that it also includes the exchange ratethe clutch and the primary transmission (unlike what happens in the automotive field).
So, it is plausible that the assembly would take two mechanics two days. Three seems a bit much…
Why does it take so much more time for racing engines than for production engines
The reason? (since for similar engines intended for road sports cars the time taken is much less).
The fact is that on racing motorbikes everything is really “pulled” to the limit and even the smallest details must be treated with extreme attention: one extraordinary precision is essential. The tolerances I am much more restricted compared to those used in series engines and the mates are more critical. In normal production the actual compression ratio may vary quite a bit from the nominal onei.e. reference (and differ from cylinder to cylinder).
For example, for the his four-cylinder sports cars from Suzuki until a few years ago indicated that a deviation of plus or minus 0.3 from the nominal value was possible. In racing engines, the difference between the various cylinders regarding this ratio must be so small as to be practically zero. That is, it must be, as far as possible, the same for everyone.
In the series production, Today, tolerances are very small (In certain cases less than one hundredth of a millimetre). Here further precision is neededalso to reduce friction to a minimum, which is essential in very fast engines. You can narrow it down furtherat least up to a certain point, but the cost grows exponentially.
For mechanical parts intended for racing engines, this may not be a problem, although there is still a limit. For example, the minimum distance between piston and valves during the crossing today is only a few tenths of a millimetre (it seems to have reached 0.3 mm!) and must be the same for all valves.
Theoretically several checks would not even be necessary as the component supplier should have completed them. But we are really surefor example, that all the camshafts are the same and, once mounted and timed (with extreme precision!), provide the same phasing and the same law of motion valves for all cylinders?
When working on racing engines you should never take anything for granted. Controls are of great importance all the games, of the alignment of the pins and gods bench supports, and so on. And then there they are clutch And exchangeboth decidedly complex in today’s MotoGP.
In short, of It doesn’t take much timefor assembly, e for each step at least two checks must be carried out.
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