The bikes’ 1000cc engines produce 270hp however their tiny contact patches and lack of downforce relative to vehicles prices them dearly in lap time when in comparison with a Formulation 1 machine.
For instance, Valtteri Bottas lapped his 2019 F1 Mercedes in 1m32.029s in qualifying for the US Grand Prix at Austin’s Circuit of the Americas, in contrast with Maverick Vinales’ 2m00.864s in MotoGP qualifying there in 2024.
Nonetheless, just a few years in the past Purple Bull pitted Dani Pedrosa’s KTM RC16 towards Liam Lawson in an RB8 over 1 / 4 of a mile from a standing begin, and the bike received hands-down – primarily due to its superior power-to-weight ratio (the RB8 weighing in at 640kg in comparison with the KTM’s 157kg).
Their slender nature additionally means little or no drag, permitting MotoGP bikes to max out at round that 220mph mark. Which is all properly and good in a straight line, however how do you get them slowed down for the twisty bits?
MotoGP disc brake element
Picture by: Brembo
What’s the know-how behind MotoGP brakes & who makes them?
For the ninth season operating, Italian-based Brembo provides all 22 MotoGP riders with a fully-customised braking system and repair. The elements of the system are brake calipers, carbon and metal discs, grasp cylinders, clutch pumps and pads.
Its monobloc caliper, known as the GP4, is machined from a strong piece of aluminium. It options an amplification system that permits the braking torque to be elevated, which signifies that the rider will get better profit from making use of the identical stress to the brake lever.
In the meantime, a spring system on the anti-drag system reduces the residual torque and stops the pads and discs coming into contact with one another.
Immense stopping energy is generated by way of carbon entrance discs: Brembo presents completely different diameter sizes and every is accessible in three materials specs – finned, excessive mass and customary. A smaller diameter metal disc is used on the rear, as engine braking assists with the method on that finish.
MotoGP disc brake choices
Picture by: Brembo
Through the season, most riders use 340mm diameter carbon discs, splitting between excessive mass (for higher-end necessities) and customary mass (low finish) – with 320mm additionally out there. Ventilated disc options, one possibility with a diameter of 355mm, can be found for extra demanding circuits corresponding to Spielberg, Buddh, Motegi, Buriram and Sepang.
The thickness of the discs, no matter diameter, is 8mm, whereas their weight varies between 1kg and 1.4kg relying on the diameter and specification used.
So meaning MotoGP brakes are literally bigger, by way of diameter, than an F1 automotive’s however far thinner (F1 brakes are 32mm extensive). General, between entrance and rear wheels, the MotoGP braking system weighs about 5.5kg in whole.
The working temperature of a MotoGP carbon disc should be between 250°C and 850°C. Compared, the metal discs that Brembo makes for Moto2 and Moto3 function between 100°C and 650°C.
Jorge Martin, Pramac Racing
Picture by: Gold and Goose / Motorsport Images
How shortly can a MotoGP bike decelerate?
MotoGP bikes weigh 157kg and, together with their jockey-sized riders, they’ll decelerate at simply over 1.5g. Let’s take a look at a real-world state of affairs, eventually weekend’s Grand Prix of the Americas at COTA.
The most important cease at that circuit – which is classed as ‘medium’ by way of braking effort, at 26% of the full lap spent slowing down – is on the finish of the again straight. The strategy pace on the again straight to Flip 12 is 338km/h – near their most velocity of 220mph in imperial measures – and the minimal nook pace is 65km/h.
It requires a 293-metre stopping distance, which takes 5.8s. The brake stress required is 12.5 bar (One bar is roughly the atmospheric stress on Earth at an altitude of 111 metres at 15°C), and the utmost braking energy is 120kW doubled.
MotoGP carbon disc brake element
Picture by: Brembo
“The half the place the carbon disc is only is when the warmth dissipation takes place,” says Brembo’s MotoGP race engineer Mattia Tombolan. “As a result of properties of the carbon materials itself, it could actually take in much more warmth than a metal disc, however it could actually additionally dissipate it in a short time.
“To have that very same degree of dissipation with metal, you’d want a really massive disc which might be lots heavier. And the load has a huge effect on the manoeuvrability of the bike.”
The scale of a carbon disc additionally has a knock-on impact by means of the remainder of the system.
“Wanting on the dimension of the disc, this has a direct influence on the braking torque utilized by the rider,” he provides. “A bigger disc additionally generates a better gyroscopic impact that hampers a motorcycle and rider’s capability to vary course.
“If I’m placing the identical stress on the grasp cylinder, if I’ve a much bigger disc, with the next radius with greater momentum, I’ll put greater braking torque. So, the rider will really feel he has to place much less stress to succeed in the braking power he needs.
“Then again, a smaller disc means a rider has to place way more stress – so it is dependent upon the rider choice.”
MotoGP disc brake element
Picture by: Brembo
Though the science is similar because the braking programs in F1, the best way the rider initiates the interface – in F1’s case, stamping on the left pedal with enormous power – is completely completely different.
“Whenever you put over 100 bar along with your foot, you’re additionally utilizing the deceleration of the machine that can assist you,” says Tombolan. “In MotoGP, you might be speaking between 10 and 15 bar, making use of that along with your fingers.
“I might say the sensation of a MotoGP rider is extra essential, and don’t overlook the rider can also be transferring round on the bike, they aren’t strapped in. So, I’d say the rider suggestions is much more essential in relation to the engineering half, to translate the sensation of the rider and never simply the numbers.
“It’s fairly tough, in MotoGP you really want to construct a relationship with the rider and crew chief to tune the bike from the braking facet.”
Miguel Oliveira, Trackhouse Racing Staff
Picture by: Gold and Goose / Motorsport Images
The MotoGP rider’s information to braking
Trackhouse Racing’s Miguel Oliveira has been racing in MotoGP since 2019 and has 5 wins to his title within the premier class.
The 29-year-old Portuguese rider, who has received races with each the manufacturing unit and Tech3 KTM groups, now rides an Aprilia for the American-owned squad.
He explains what it’s wish to experience one among these 220mph machines, and to find the place the restrict is to gradual them down from their high pace right into a 35mph hairpin bend.
“The primary query by way of the braking is: What’s 100%?” he asks rhetorically. “It’s important to discover the restrict. And often our restrict on the braking strategy is when the rear lifts off the bottom.
“Every time the rear tyre lifts, or the entrance is locking, that’s the place I really feel the restrict and alter the brake stress, to maintain as a lot stress as potential however with out going over that restrict all through the entire braking part.
“As you see these days, there may be not that a lot benefit to maintain the bike straight for braking. We are attempting to make use of all of the aero, all the rear tyre, to cease.
“By way of the rear brake utilization, we attempt to hold it to a minimal, to let the engine braking work extra successfully – nevertheless it is dependent upon the bike, and the electronics. We do alter it lots.
Miguel Oliveira, Trackhouse Racing Staff
Picture by: Gold and Goose / Motorsport Images
“We work exhausting on the nook entry, so we use that to maintain decreasing the pace when we have to. In fact, you can’t hold a lot stress whenever you’re in that [entry] part of braking into the nook, in order that’s the place we particularly use the rear brake.
“Along with the engine braking, and the rear brake, you attempt to work the steadiness to not be too sharp or aggressive as you rotate the bike into the nook, in any other case you overload the entrance finish and that’s when you may lose the entrance.”
Not like others, Olivieira doesn’t use a thumb-controlled rear brake: “I choose to make use of the foot, as a result of I can use extra stress utilizing my foot,” he explains.
Whenever you watch F1 you’ll typically see drivers locking up their entrance wheels on the strategy to a nook. In MotoGP, this additionally occurs, however it’s a lot much less apparent to the watching eye…
“You are feeling it fairly simply,” he says. “When it occurs, you let it slide a little bit bit, you don’t launch the brake instantly, you may let the bike slide a little bit on a locked entrance – nevertheless it’s actually a sense that you just get used to, and also you react to it fairly naturally.”
Miguel Oliveira, Trackhouse Racing Staff
Picture by: Gold and Goose / Motorsport Images
And what of the power required on the lever, when it’s essential to make an enormous cease? As we talked about, F1 drivers generate enormous stress on the brake pedal within the cockpit by way of their foot – how concerning the levers in MotoGP?
“It’s not that tough,” he replies. “I feel it will be 11 to 12 kilos on the brake lever, to generate the sturdy braking energy you require.
“However the principle factor we have to think about is how a lot to make use of it within the race, how exact it’s essential to be at over 300km/h, the braking marks are what’s super-important, and probably the most tough factor is to maintain hitting them often in a race, when you’ve gotten tyre degradation and decreasing gas load. It’s not simple!”
Oliveira can also be a seven-time winner in Moto2 and six-time Moto3 race victor, so properly positioned to check carbon versus metal entrance discs.
“It’s been a very long time since I rode with out these brakes!” he quips. “However as I bear in mind, it’s actually that first chunk that you just discover the large distinction. With carbon brakes – bwoah! – you actually cease exhausting whenever you first hit them.”
Fabio Quartararo, Yamaha Manufacturing facility Racing
Picture by: Gold and Goose / Motorsport Images
Why do MotoGP riders dangle their legs below braking?
And, lastly, how concerning the development of riders dangling their legs out into the airstream through the braking part? What does that obtain?
“We primarily use it as drag for air resistance,” Oliveira explains. “We additionally use it as a technique to steadiness, to load the rear as a result of when you slide sideways, you kick your leg out and that creates an inwards and downwards centre of gravity, in order that lets you decelerate a bit too.”