The 450cc debate: technology & circuit
Pushing the limits with a 450 is - as many people wrongly assume - not a matter of taming a fire-breathing monster. MXGP riders must find the balance between a rocket start and a bike that is competitive for the rest of the race and that fits within the rider's capabilities. In the previous part we let the 450 riders have their say. Now we look at the engine technology and the circuits.
Finding that balance is easier said than done. Just ask Romain Febvre. The 2015 World Champion went looking for a faster factory YZ2017FM for 450 to give him the starts he wanted. Ultimately, the Frenchman ended up with a 450 engine in the winter that was too powerful to be used on all types of surfaces for the duration of a moto. Especially since Febvre prefers a relatively civilized dirt bike.
Power versus tractability
“We could make much more powerful engines. And the engine can also produce many more horsepower if we wish. But that's not what it's about, we're mainly looking for tractability,” says Red Bull KTM MX2 Team Manager Dirk Gruebel who also manages MXGP riders Jeffrey Herlings and Glenn Coldenhoff. “I think extra power of a good thing would be too much. If something goes wrong on a 250 you have a better chance of recovering. If you 'whiskey throttle' on a 450, you can forget about it, then you have really lost the engine.”
On the other hand, due to the maximum age of 23 years for the MX2 class, every World Championship rider - regardless of physique - is obliged to progress to the 450. While for some riders the 250 is just perfect for their build. Conversely, taller and heavier riders would be at a disadvantage on the 250. Dirk Gruebel, himself a bear of a guy, has a clear opinion about it: “You cannot compensate for weight. The larger riders in the MX2 are already pushing the limits by really paying attention to their weight. You can hardly ask them to lose another 10 kilos.”
Everything is relative?
Riders such as Max Nagl or Ken De Dycker are known for wanting to have a lot of power available. Other riders have a different preference.
For various reasons, a switch to 250 engines as the premier class does not seem desirable. Some riders are convinced that the MX2/250 category is responsible for fewer injuries. Although that is certainly relative, just think of the injury, for example Dylan Ferrandis at the SX of Atlanta.
“We have actually been at the same level in terms of power for some time now. Our work is more about making a bike that fits the rider,” explains HRC general manager Marcus Pereira de Freitas out. “I don't think the 450s have too much power… Some riders complain they still want more horsepower! If you talk to a rider who only rides twice a week, it might be a lot… And others who ride the same amount want more. For us, the reliability of the motorcycle is one of the most important factors, in addition to the safety for the riders. We don't want any problems on the track. “
Injury prevention or reducing injuries is a complex and delicate subject. There is also no quick solution because the promoters cannot simply impose what they want on the manufacturers. In addition, regulators such as the END and the AMA both take into account safety, the future of the sport and how the sport can be made as attractive as possible for practitioners and spectators.
Injuries aren't just disappointing for fans. They can have a serious impact on sponsors who invest in the sport and they are damningly painful and sometimes traumatic for the riders themselves. The shock of a major or unexpected crash never goes away. It's a terrible element of motorsport that is accepted. Although it is being addressed in some ways, the solutions are limited to riders' complaints about the tracks, new protection such as neck braces, airbags and innovative helmets. That is why we mainly focus on the safety of circuits.
Here too it is difficult to draw a line because what is a safe circuit for one person is a boring circuit without challenges for another. So credit where credit is due, because both Feld (ed. promoter of the AMA Monster Energy Supercross Championship) and YouthStream are making increasing efforts to create safer circuits. But doing good for everyone remains incredibly difficult…
Symptoms are known and the solutions?
It seems as if injuries in motocross have only increased in recent decades. But the publicity given to incidents is also greater than ever. Now, thanks to social media, it is possible to watch and analyze crashes again and again, 24 hours a day, seven days a week. On top of that, riders like Ken Roczen the public is informed unfiltered about the consequences of a fall. Part of the public is therefore fixated on the sensation of a spectacular crash.
Are 450s really the big culprit? That's just as difficult to say as choosing the right line through brake pits or the right track in a super-fast corner. So to be continued. Let us know what you think below!
Tekst: Adam Wheeler
Photos: JP Acevedo, Ray Archer, Bavo Swijgers
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