Each generation MotoCzysz has had one overriding priority that we place above all others. Never has the priority been to build a cheaper motorcycle or an easier to assemble motorcycle but to always build a faster motorcycle.
- In 2009 the goal was simple- build an electric bike… and we barely accomplished that. Although we had the most energy and torque, we had the least knowledge.
- In 2010 we focused on an integrated electric drive system; we debuted the MotoCzysz D1g1tal Dr1ve.
- In 2011 we focused on better handling dynamics and very purposefully, suspension; we debuted a twin spar CF frame (with flex), CF oval front forks and a F1 style push rod suspension.
- For 2012 we focused on overall vehicle and system efficiency; we will debut possibly the most aerodynamic road racing motorcycle to date.
By 2012 we were capable of building an eGrand Prix machine with sufficient torque/HP, handling and reliability, so what was next? More- for longer. Adding range is simple, add more batteries or… do more with less! Racing, the automotive industry and the world in general desperately need to recalibrate from using more to using less- more efficiently. Nowhere is this more critical than when creating an electric racing machine.
More than 80% of the energy on the E1pc is used simply to push air and the faster you go the more energy it takes, a lot more. If your latest eGP bike just completed a 100MPH run and you wanted to design one to achieve 125MPH run you would have to double the size of your battery. To double is a huge number, add another box 2′x2′x1.5′ in size and +200lbs in weight -or- you could try to move less air. If we could achieve 25% less drag (a very, very difficult achievement) we could reach our 125MPH target with no extra battery.
Aerodynamics vs Dustbin
In 2010 I posted a blog in response to the recent rule change that allowed for dustbin fairings
It sparked off quit a controversy, so I posted a follow up
The post was pro aerodynamics but not via dustbin fairings. The main points being that a dustbin design was regressive, dangerous and primarily dealt with the wrong end of the problem. In January of this year I decided (a little reluctantly) to take on the challenge, the reluctance was vain and centered around the goal to create the most beautiful MotoCzysz motorcycle to date, I knew this would no longer be possible if aerodynamics were a priority.
What is needed to create an aerodynamic motorcycle is in direct contrast with the current fashion trend of motorcycle design. Think less RC8/RSV4R tail and more… well every bad “futuristic” concept bike you saw in the 80′s tail. Think less Olsen twins tail and more Kim and Khloe Kardashian tail. Want more speed? Add some Kris Jenner tail in too.
The disappointment is that eMotos could take the current trend and deliver on it like no ICE motorcycle is capable of. Remove extraneous conflicts like exhaust pipes, large radiators, etc. and you can sculpt haute couture.
A GP motorcycle with its significant travel/pitch, roll angles and constantly moving rider is a very dynamic vehicle and far more difficult to apply aerodynamic aids to than say, a formula car. However, unlike formula one, our pursuit was simply focused on drag and did not need to also include down force. In fact, it is the intent of our design that all the aero manipulation result in no significant force applied to the chassis; practically this is impossible. By accelerating air past the skin of the bike we also create low pressure. If the same amount of air can pass an opposing but equal cross-section of surface area at the same speed then the added forces are counteracted and neutralized. Thus, riding directly parallel to the direction of wind – everything is perfect, however if the wind shifts or the road bends, an imbalance will occur and a side force will be imposed. This is the risk of streamlining and the real danger of the dustbin.
Beauty is more than skin deep
The original design for the C1 had a ducted radiator system, though very difficult to implement in the constraints of an ICE motorcycle. I have always believed this was a worthwhile pursuit. The 012E1pc takes this concept to another level with body panels that ram air and vacuum assist the entire cooling process. MotoCzysz has spent as much effort on how the air flows thru the bike as around, the result is a cooling system that looks more like an intercooler from the space shuttle than for a motorcycle.
The Real Test
Like always MotoCzysz will bring these ideas and others to the IOM, the ultimate real world test, to see if they have any value. If successful these solved problems rise upwards and expose the next ‘low hanging fruit’ and next year’s priority.
Godspeed Mark Miller and Michael Rutter as they go places on equipment at speeds no man before them ever has, and we can’t wait to watch and see the results.