British MotoGP: Suzuki to remove ride height device at Silverstone | MotoGP
Suzuki, which became the last manufacturer to install a rear ride height device on its motorcycle last time in Austria, removed the system from the GSX-RR for the Silverstone round this weekend.
The smooth nature of the Silverstone circuit means that the acceleration gains resulting from using the rear lowering system are much lower.
“As I said in Austria, the device is just the first evolution and needs some work,” said reigning world champion Mir, who qualified eleventh on the grid. “It requires another step. Here at Silverstone there aren’t a lot of points to use it. We lose more than we gain. I haven’t used it because of that.
“In Austria we had problems [making it work correctly] but I still gained something in acceleration. There aren’t many areas of hard acceleration here.
“That’s right, if you can use it outside of T6 or T10, it can give you an advantage. Coming out of T6, I lose 0.5s on a quick turn to Bagnaia! help with some of that time. But we didn’t have it ready for use on a track like this. Hope to have the new device [back] soon.”
While there are several long straights at the UK site, the lack of hard braking at the end of these also presents the risk that a camera / height device will not disengage, as is happened to Jack Miller at the start of the 2019 race.
At the time, the pioneering Ducati Holeshot system was still in its infancy. But fast forward two years and it has become one of the few systems capable of operating consistently and reliably at Silverstone.
“We use it,” confirmed factory rider Ducati Miller.
“[In 2019] starting in the first row didn’t help. He did not come back until after the back straight. The new system is certainly much better developed than the one we were on in 2019. “
The Ducati system is now considered to be so advanced that it can lower the ride height “automatically” when exiting certain corners, one Aprilia system is being tweaked and others are also in development.
“Aprilia has done a very good job in recent weeks developing the automatic rear system, which I was already using in Austria,” said Aleix Espargaro. “But here, because of the layout of the track, I couldn’t use it. So I told the guys I wanted the standard, the manual, the one you push with every acceleration. used in the straights and that’s pretty good. “
Such automatic systems must comply with the following rules: “Adjustments to the steering suspension and damper systems can only be made by manual human inputs and mechanical / hydraulic adjusters, or passively determined by forces / displacements directly transmitted through mechanical / hydraulic connections (e.g. , the position of the suspension, the load, the acceleration, the pitch… can be used as mechanical triggers for a passive adjustment).
“For example, according to the above, ride height systems which operate on collapsible elements which collapse / extend under the load to which they are subjected, and are locked / unlocked by the rider and / or by mechanically triggered locks are permitted. “
How could an “automatic” ride height system work?
The words “passively determined by forces / displacements” and “mechanically triggered interlocks” could mean that a ride height system can deploy “automatically” whenever a certain load is applied to the rear suspension during operation. acceleration out of a bend.
In order to select the turns where the ride height feature is needed and to avoid “false” deployment in places where the suspension could get stuck in a down position, the rider is likely to always pull a lever to “prime.” »The device having to turn it.
Or maybe the Ducati “automatic” system is now so precise in terms of triggering only in the harshest areas of acceleration that the lever is instead used to disengage the device, if the braking loads on the next turn don’t. are not sufficient. It is not clear whether the “automatic” element only applies to the rear or to the front suspension as well.
Anyway, for most factories – with more experience with rear ride height systems than Suzuki, but not yet at Ducati’s “automatic” level – anti-wheeling technology is used less than normal. this week-end.
“I do not use the [ride-height] device a lot here due to the layout of the track. We’re not winning much, ”said Valentino Rossi of Petronas Yamaha, who qualified eighth on the grid.
Meanwhile, Mir, who moved up to second in the world championship last time in Austria, has non-mechanical issues to resolve as he seeks to reduce Fabio Quartararo’s lead by 47 points in the race of Sunday.
“I expected better after FP3. I had a really good feeling on the bike and went into Q2 without any problems,” said Mir. “In FP4 we had some problems with some tires that were already in use. Also problems with the electronics. In qualifying I always had these problems.
“It’s not something mechanical. It’s just that we have to tune the electronics. In some areas I was really competitive. In others I was last. others no, it was difficult for me to set a lap time, which greatly influenced qualifying.
“In FP3, I was able to be strong with the race tires, the medium tires, and do a good time trial. I’m not worried about tomorrow. I think we can fix it…”
Mir’s teammate and 2019 Silverstone winner Alex Rins will start right in front of him, in tenth position.