MotoGP

A BMW não está interessada no Motogp, a Suzuki conta reentrar em 2014.

Já anda um rumor no ar, Rossi na Yamaha em 2013 com apoio total de fábrica, com patrocínio da coca-cola.
 
Estou a planear ir ver a corrida do Estoril.
Alguém me sabe dizer alguma coisa sobre que bancada escolher (nota: não estou interessado no VIP Village - Não é pelos 884€ é só porque sou um tipo discreto [:D])
 
Tenho uma superbike já há alguns aninhos. Nunca competi profissionalmente e só fiz dois track days.
Gosto de ler sobre técnicas de condução, como o Stoner controla o acelerador para derrapar, como o Rossi ataca os travões, etc...

Mas porra, nunca na minha vida me lembrava da teoria que está a ser desenvolvida nesse artigo.
Peço desculpa de estar em inglês, mas qualquer pessoa que goste minimamente de competições de motas fica parvo a ler esses conceitos tão detalhados. E as fotos a ilustrar ajudam.


Rossi & Stoner: two sailors in MotoGP
 
De facto desde os tempos de Lawson e companhia se pode verificar as diferenças de estilo, que na minha opinião é uma das belezas das corridas de motos.
Basicamente havia 2 estilos de pilotagem o europeu e o americano. Os pilotos americanos (e australianos) tinham normalmente origem no "dirt track" e o seu estilo era mais "bruto" deslizavam as traseiras e faziam as curvas em "slide" fruto da experiência na terra. Em consequência as motas curvam muito mais direitas e o corpo bastante mais de fora da mota. Por outro lado os pilotos europeus eram normalmente oriundos das 80's, 125's etc., que sendo motos pouco potentes exigem a maximização da velocidade de passagem em curva. Isto resulta numa condução muito mais "fina" com travagens menos violentas e maiores inclinações da mota e com o corpo menos fora das motas.
É claro que as coisas não são assim tão lineares porque hoje vemos o Ben Spies a raspar os cotovelos e o Pedrosa a entrar em deslize na curva (é fantástico ver como o Pedrosa depois do apexa levanta a mota para aproveitar a parte "gorda" dos pneus e dispara para a próxima curva)

Agora, confesso que do efeito vela nunca me tinha lembrado.

É altura de relembrar aqui o Jarno Saarinen que segundo a história foi o primeiro piloto a "pendurar-se" na mota para baixar o centro de gravidade e assim aumentar a velocidade de passagem em curva, penso que era engenheiro mecânico ou pelo menos tinha frequentado o curso. Segundo se diz nos primeiros treinos que fez no campeonato do mundo o grande Agostini entrou nas boxes a perguntar quem era o louco que se pendurava fora da mota nas curvas. Este piloto faleceu no início da sua carreira em resultado de um acidente causado por uma fuga de óleo de outra mota em que o mesmo teria alertado os juízes mas estes ignoraram.
Grande Jarno Saarinen que foi um dos maiores pilotos de todos os tempos na minha opinião por ter revolucionado a forma como se pilota uma mota de pista.

abre7.jpg
 
Exactamente Two.
Utilizar o corpo para a distribuição de peso é uma coisa, mas nunca me teria passado pela cabeça esse "efeito vela".

E já que falas da escola americana e australiana, olha o Stoner a tentar explicar isso mesmo

Casey Stoner Explains How To Slide a MotoGP Bike

One of the great pleasures in watching Casey Stoner ride a MotoGP machine is the controlled way in which he manages to slide the bike through the corners. In an era when the spectacular slides once so beloved by fans have been tamed by electronic intervention, Stoner has managed to convince his engineers to limit the electronics sufficiently to give him enough control to slide the bike to help get it turned.

His ability has fascinated both fans and journalists around the world, and many have tried to get him to explain how he does it, but Stoner himself has always found it very hard to say exactly what he is doing. At Qatar, a group of journalists - including MotoMatters.com - pressed the Repsol Honda rider again to explain exactly where and when he chooses to slide the rear, and what benefits it provides. Though he protested it was hard - "It's really difficult to explain, so many people have asked me," he said - he went on to talk at length about what he does and why.

The most important distinction to make, Stoner emphasized, was between sliding the bike under control and finding it sliding when you hadn't planned to. "Normally, when you're sliding the bike under control, it means you're in control of it," Stoner said. "It means that you're mentally doing it on purpose, you're not just going into a corner and it's starting to slide." But it was not something that works everywhere. "It's something that only works in certain corners in this type of racing, it doesn't work in all the corners. When it does work, sometimes it can be a bit scary; you can go into the corner, and if you make a small mistake when you are sliding, the finish of it can be a catastrophe. When your heart beats really hard is when you slide when you don't really want to," he explained

The key to sliding a bike was confidence, Stoner told us. "It's basically about confidence going into the corner, knowing exactly what you're doing, what the bike's doing and then having the will to either go into the corner harder or get on the gas harder to try and break the rear." That was not without risks, however: "Most of the time when you break the rear it means you're going to highside. So there's a fine point between breaking it and keeping it, and breaking it and ending up flying through the air."

So how do you know when to try to slide the rear and when not to, Stoner was asked. "It's really difficult to explain," Stoner responded. "You know when you can and when you can't and not many riders are able to do it and to do it well, especially to be faster. Anyone can slide a bike, but to slide and be fastest is something more complex, to try to minimize the amount of spin."

One of the reasons explaining how he slid the rear was so difficult is because there was not a single method to achieve it, and each corner required a different approach, Stoner explained. "It's more or less impossible [to give one answer], because every situation is different, every corner you must slide through is different to the others," Stoner said. "The system to make the bike slide is completely different. Sometimes you have to really go in, push the front hard, and close the gas to make the front want to turn, then the rear will come round more easily, as you get the weight off the rear. Then another time, you have to go into the corner and basically slowly break it away, though if you break it away too quickly, it's just going to want to highside," Stoner said. "It's not just like, you go into a corner and you slide, it's very, very different."

What was the most important part of the process? "The process for me is commitment. In Turn 3 at Valencia, Turn 3 at Phillip Island, it's the same sort of commitment," Stoner said. "You have to go into the corner with a lot of aggression - both corners are very similar, both of them are left handers, medium fast left. You have to go in there a lot harder, weight the front, take the weight off the rear, and then get on the gas very quickly, but to a certain point that it doesn't want to come around too quick. But you have to get on the gas quicker to break the rear, because there's a lot of grip in these two points, it doesn't want to come around. Valencia there's a lot of grip, in Phillip Island, you're in 5th gear, there's not a lot of power in 5th, so you have to really push it hard to make it break away, and then from that point you need to keep the corner speed. If you slide and you're sliding too much, then you're losing all your corner speed. If you're sliding and not sliding enough, then the grip will come back and when the grip comes back, you'll push the front and fold it. It's really difficult to explain."

Was this a conscious process, or something he did intuitively? Stoner was emphatic: "You have to consciously do it," he said. "Some corners call for picking the bike up and driving it out hard, but these couple of corners in particular, Turn 3 at Phillip Island and Turn 3 at Valencia, these are corners that after the left, there's a right that you have to get it back for. So most people go through there, roll through the corner, and they're rolling going wide and they have to get back for the next one. While I'm sliding it, keeping it tight, keeping the corner speed, and then I'm already ready for the right. That's how I use that corner."

Was that similar to Turn 3 at Sepang, Stoner was asked, a corner where he - and many other MotoGP riders - are noted for sliding the rear round? He disagreed. "Turn 3 in Sepang is completely different," Stoner said. "Because you're carrying corner speed on the side, the bike immediately wants to spin, and you can spin all the way to the kerb on the way out. But you're losing that drive for up the hill, so basically it will start to come round, it comes round a lot slower, but you want it to come round a little bit, so that when it's pointing in the right direction, you can pick the bike up and drive across the kerb." In the end, this was an illustration of how you needed to tailor your approach for each different corner. "There's different techniques to different corners and when they should be used, depending on grip levels, and a lot of different things. Unfortunately, most of the time these days, sliding is not the fastest way, there's only some corners where it can still work."
Clique para expandir...

Casey Stoner Explains How To Slide a MotoGP Bike | MotoMatters.com | Kropotkin Thinks
 
Algumas declarações do Rossi onde pela primeira vez (que eu tivesse visto) compara o Stoner com ele na Ducati

Valentino Rossi calls for Ducati to help riders



Valentino Rossi says it is up to Ducati to rectify problems with its 2012 challenger, and that his confidence in his own abilities has not been diminished by his struggles on the Desmosedici.

Ducati made a multitude of changes to the GP12 in the wake of a first win-less season in 15 years for Rossi in 2011, but the Italian still struggled and could only finish 10th in the season-opening Qatar Grand Prix.

Team-mate Nicky Hayden finished sixth, while the satellite Pramac Ducati of Hector Barbera edged Rossi out late on to capture ninth.

While such a slump has led to widespread questioning in his native Italy, Rossi says he is confident he can still perform - and that his problems lie instead with the handling of the Ducati.

"Age penalises you, it's true, but a difficult year doesn't make you forget how to stay with the leading pack. In my opinion, I still know how to do it," Rossi told Motosprint.

"It's very clear who makes our bike: [Filippo] Preziosi is the boss and the thinking brain behind everything. It's up to him to help us.

"Our problems are very clear: what doesn't work at the rear, under acceleration, in my opinion comes from the front, and the cause is understeering.

"At turn-entry, because of something we don't know, the front doesn't allow you to tighten the turn. This understeering is the biggest problem.

"The incredible thing is that this characteristic is similar to all the Ducatis I've ridden since 2010: whether it's the version with no chassis, or the one with the carbon-fibre front, of the one with the aluminium front, or the one with the full chassis... it doesn't ever change, that's incredible.

"The engine is another very important problem. We need a more manageable engine: ours is very aggressive, more than Honda's and a lot more than Yamaha's.

"By looking for top performance you might end up neglecting rideability a bit. That's a mistake. What do you need all that power for if you can't take advantage of it?"

Asked about comparisons to Casey Stoner, who collected 23 wins and one championship with Ducati, Rossi said the Australian had adapted because he had evolved with the team.

"He [Stoner] has a very peculiar riding style and he was also young in 2007, so it was easier for him to adapt to Ducati," Rossi explained.

"He evolved with Ducati, so he should thank Ducati because if he has learned to ride in the way he rides today it's because he grew up with this bike, which if you don't ride it in that particular way you are screwed."

Rossi said he had hoped to stay with Ducati for two more years, but said his current form puts that ambition into question.

"I came here at the end of 2010 with the idea of racing for two years and try to win with Ducati. But it's hard. Besides, I'd like to stay two more years," he added.

"If we work well we are able to fight for fifth or sixth place. I'm not excited by that: if you must fight for fifth place then little by little you lose enthusiasm.

"By racing this way, you lose the joy of riding. Besides the ego, when you know you get on the track and you will regularly get beaten, it gets hard. And if you don't enjoy yourself on the track, everything else gets even heavier.

"We need to try, all together, to do the best we can to arrive at the end of the year with a vastly improved bike. It would be the best thing because it would solve many problems."
Clique para expandir...

Valentino Rossi calls for Ducati to help riders - MotoGP news - AUTOSPORT.com
 
O Senna ainda conseguiu fazer alguns milagres com o maldito Williams. Foi essa vontade, que o fez partir...[s)]

O Rossi conseguiu fazer de uma Yamaha (pelas ruas da amargura), uma moto vencedora, agora com esta Ducati é impossível mesmo...
 
Frias disse:
hm ok.. obrigdo.. mas aquilo é gajo para esgotar rápido não? nunca vi um evento destes, não tenho idéia nem da lotação, nem da procura
Clique para expandir...

Este ano devido aos preços de saldo poderá ter muito mais procura que nos outros. O preço depende, por ex. a bancada A só existem bilhetes para os 3 dias (20€). Para mim a melhor é a bancada E e se não estou em erro o bilhete de domingo são 5€ (10€ para os 3 dias).
 
Ora aqui fica mais um fim de semana de corridas.

E para o nosso Luso.

Moto3: Miguel Oliveira liderou segunda sessão em Jerez


Português foi o mais rápido na segunda sessão de treinos livres para a segunda prova da temporada


Miguel Oliveira foi o mais rápido da segunda sessão de treinos livres da Moto3 em Jerez de la Frontera, com o piloto português da Estrela Gallicia 0.0 a adaptar-se muito bem às difíceis condições de aderência na sequência da chuva que caiu no circuito espanhol.

Oliveira rodou em 1.59,753s, batendo Sandro Cortese (Red Bull KTM Ajo) por 0,271s, ao passo que Maverick Viñales (Blusens Avintia) foi o terceiro melhor, ficando a 0,276s.

Jakub Kornfeil (Redox-Ongetta-Centro Seta) foi o quarto melhor, a 0,388s, logo na frente de Luis Salom (RW Racing GP).

Na primeira sessão de treinos livres, Miguel Oliveira registou o quarto melhor tempo (01m50,617s), a 0,857s de Romano Fenati (Team Italia FTR Honda), o mais rápido na sessão.

O jovem piloto terminou a primeira prova do Campeonato do Mundo, o Grande Prémio do Qatar, em quinto lugar e apontou para a prova de Jerez de la Frontera o objetivo de ficar de novo entre os cinco primeiros.

Segunda sessão de treinos livres:

1. Miguel Oliveira (Estrella Galicia 0,0 Honda), 1m59,753s
2. Sandro Cortese (Red Bull KTM), a 0,271s
3. Maverick Viñales (Blusens Avintia Honda), a 0,276s
4. Jakub Kornifiel (Redox-Ongetta-Centro Seta), a 0,388s
5. Luis Salom (RW Racing GP KTM), a 0,543s
Clique para expandir...

in: Moto3: Miguel Oliveira liderou segunda sesso em Jerez - Autoportal
 
Deve fazer início de sessão ou registar-se para responder aqui.
Voltar
Superior