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08-18-2009, 11:41 PM
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#51 | |
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Moto GP Star
Join Date: Mar 2008
Posts: 14,556
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Nope, which I find kinda dirty by itself! I mean, in a way, I agree that this class has produced some crazy, tight races but at what cost? The I4 guys are almost literally killing themselves to try and keep up on the faster, more flowing tracks. That dumb ass Cardenas could have had this championship wrapped up by now!!! I almost choke laughing every time they mention how crappy the Buell's brakes are (no offense). If they could get away with it, they'd be gone I bet! I'm not even sure if they still are running all the fuel in the frame (I didn't think there was enough capacity). I'm pretty sure that they've given up on the oil in the swing arm. The belt drive was the first thing to go... Is this thing still a Buell?  It seems that all the things that make it a superb street bike (by all accounts) make it a horrible race bike...
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08-19-2009, 01:54 AM
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#52 | |
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Chaotic Neutral
Join Date: Feb 2008
Location: Cherry Hill NJ
Moto: GV1200 Madura, Hawk gt
Posts: 13,992
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Quote:
to go with your race bike comment, ive read that the RS3 cube was a really sweet bike to ride until you went for that last 5%. then it tried to eat you
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08-19-2009, 02:07 AM
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#53 | |
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RIP REX
 
Join Date: Feb 2008
Location: Murfreesboro, TN
Moto: 2008 1125R
Posts: 7,467
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rs3 cube?
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08-19-2009, 02:55 AM
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#54 | |
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Moto GP Star
Join Date: Mar 2008
Posts: 14,556
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08-19-2009, 07:39 AM
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#55 | ||
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WERA White Plate
Join Date: Feb 2008
Location: Renton, WA
Moto: Ninja 650R
Posts: 1,920
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08-19-2009, 08:17 AM
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#56 | |
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Aspiring Rapper
Join Date: Nov 2008
Location: Halifax, NS
Moto: '12 CB1000R
Posts: 3,569
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08-19-2009, 09:01 AM
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#57 | ||
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DefenderOfTheBuelliverse
Join Date: Feb 2008
Location: Parts Unknown
Moto: Buell XB12R
Posts: 18,585
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First of all...the Zuk is bad ass.
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I'm not sure you understand why the 1125's dont use oil in the swingarm. The oil tank is intergrated into the crankcase like Japanese and other bikes. The XB's, as you all love to point out, uses a derivitive of a Harley engine. They have a need for a seperate oil tank. There was no reason to put the oil in the swing arm on the 1125.
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08-19-2009, 10:48 AM
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#58 |
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White Trash Hero
Join Date: Mar 2008
Location: NW Arkansas
Moto: Buell 1125R Porco Rosso Edition
Posts: 4,895
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The swingarm conspiracy is this. They claim they need a different swing arm to convert to chain drive so they can be geared right for all the tracks BUT, when they bolt on the new swingarm they dont metion the extra 2 inches of extension to give them chain adjustability. The extra 2 gives them the option of lengthening the wheelbase for more stability and added traction at sometracks
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 Arkriders.com To be the best you must first be willing to risk the worst! |
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08-19-2009, 10:49 AM
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#59 |
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White Trash Hero
Join Date: Mar 2008
Location: NW Arkansas
Moto: Buell 1125R Porco Rosso Edition
Posts: 4,895
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The ZTL brake conspiracy is this, Great powerful setup that lacks feel at that last aforementioned 5 pct, so they are allowed the different master cylinder and thicker rotor...
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Arkriders.com To be the best you must first be willing to risk the worst! |
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08-19-2009, 10:52 AM
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#60 | ||
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Chaotic Neutral
Join Date: Feb 2008
Location: Cherry Hill NJ
Moto: GV1200 Madura, Hawk gt
Posts: 13,992
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First seen at the Bologna Motor Show in Italy, in December 2001, the RS3 Cube marked Aprilia’s ambitious entry into the tempestuous world of MotoGP. Powered by a four-stroke 990cc three-cylinder engine fitted with pneumatic-valves, the 240-horsepower RS3 was supposed to be one of the most powerful MotoGP machines of its time. Raced from 2002 to 2004, the Cube’s performance was less than exemplary. There were problems with the bike’s suspension, and its computer-controlled fly-by-wire throttle system was deemed unpredictable by riders Colin Edwards and Noriyuki Haga, with the latter crashing the RS3 Cube all of 28 times in a single season, in 2003! (Unless Haga-san was crashing the bike twice in almost every race, we suppose that figure includes crashes during practice and qualifying etc.) So what went wrong? The RS3 Cube’s inline-three was designed by Aprilia in a technical collaboration with British engine specialists, Cosworth, who had earlier also worked with Aprilia on the RSV1000’s v-twin. ‘We chose a three-cylinder engine for several reasons. The first was that I was sure the Japanese wouldn't make a triple, and it was important for Aprilia to have something different from the others,’ said Aprilia racing team boss, Jan Witteveen, speaking to Motorcyclist magazine. ‘MotoGP rules favor three- and five-cylinder machines, and historically, the triple is more a European concept. A 990cc triple has a 330cc cylinder capacity, which is very close to the dimensions of a 10-cylinder 3.5-litre engine of an F1 car. This way, I could use a lot of technology and parts from Formula 1, which would save some development time,’ said Witteveen. Noriyuki Haga and Colin Edwards found the RS3 Cube a right handful... At one time, Aprilia even had plans of building a street-legal replica of their three-cylinder MotoGP machine, but when the RS3 Cube failed to do well in competition, all those plans went out of the window. A lot of the problems with the bike were down to its complex engine management and traction control systems – riders did not like the way these ‘interfered’ with their ‘normal’ way of riding. Also, the Cube’s chassis and suspension combo did not work very well. The bike’s twin-spar aluminum frame, Ohlins shock, and 45mm Ohlins fork may have been top-spec components individually, but did not work with each other – the RS3 was prone to pulling wheelies, and there was often lack of adequate traction at the rear, a problem which was actually further compounded – rather than helped – by the Cube’s traction control system. ‘The RS3 pulls strongly from 8,000rpm and goes mental when you crack the throttle hard open anywhere above 10,000rpm grand, accelerating unbelievably fast. Your arms are yanked in their sockets and the Cube just takes off. Anywhere from 11,000rpm upward in the bottom four gears, the front wheel starts pawing the air as you shift seamlessly through the gears,’ said Alan Cathcart, when he tested the bike for Motorcyclist. Cathcart actually liked the motorcycle, saying that ‘This is very far from being the unruly and remote-feeling rolling-laboratory-cum-two-wheeled-Formula 1 car I was expecting. Instead, it felt like a conventional race bike, but with genuine added value obtained from real-world applied electronics-with-a-purpose.’ However, Colin Edwards, who actually raced the bike in 2003, had a very different opinion of the RS3 Cube. ‘Too trick, possibly. Actually, I would not say too trick. I'm just not convinced that car technology works on motorcycles, Quote:
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