What’s your role inside the LCR Team and how did you learn this job? (past experiences, past teams and riders etc...)
Brian Harden: “I graduated from Auckland University with Honours in Mechanical Engineering and entered the MotoGP field in 1999. At the end of this project I made some important contacts with the 2D company (who we still use today), and spent the next 6 years working for Kenny Roberts. During this time I worked as chief data recording and engine management engineer for Jeremy McWilliams and Kenny Roberts Junior, and was fortunate enough to work with some of the very best engineers. After KR withdrew from racing, I spent a year with the Kawasaki test team, and began working for LCR in 2009. My responsibility within the team is for anything electrical, beginning with the setup of the pit garage and network. As far as the bikes are concerned, I am responsible for all of the electrical systems on the bike, and the setup and maintenance of them. One of my most important roles during a test or GP is the modification of engine maps based on our discussions within the team, specifically between Rider and Crew Chief, and the data we receive from the bike”.
Please explain us what is the telemetry and why is so important for MotoGP.
Brian Harden: “We have many sensors on the bike which give us information from both the chassis and engine. Combining the riders comments with this data, we aim to make improvements to the bike setup, and improve the riders overall feeling of performance. Engine management has become an increasingly important factor in achieving the best laptimes since the change to 4-strokes, and I believe even more so since the change to 800cc machines. There is less room now for errors, and it is increasingly difficult for a rider to recover lost time due to a wheelie for example, or large amounts of spin. Therefore it is our aim to give the rider a machine which has the maximum amount of controllable power which he can use effectively, and provide maximum acceleration, using tools such as traction and wheelie control. Of course equally important is braking performance, and we have different forms of engine brake control to stop the rear wheel locking under brakes, or provide the feel on entry the rider is looking for. As well as these adjustments, we must also consider the fuel consumption as we are limited to 21L. The data recording system is essential if we wish to finish the race with the minimum amount of fuel, and use the HRC engine to its full potential”.
Checking the data you gathered every week end can y please describe us Randy’s riding style aboard the RC212V and what he should improve for next season?
Brian Harden: “During the 2009 season we have seen that Randy has a style we associate typically with a 250cc rider, keeping high corner speed. One of the most important areas for laptime is the corner exit, and the area where the rider can first open the throttle. The sooner a rider can open the throttle on exit, the better the laptime and also top speed. This will be an area we concentrate on in 2010. Also, during the later part of the season, we did not cope well with the reduction in tyre performance towards the latter half of the race. This will be something we look to improve with bike setup and engine management”.
Lucio Cecchinello – 125cc class former rider: “As a former GP rider I believe there are 3 essential parameters to consider checking the telemetry in order to improve the performance on track: the speed, the throttle and the engine revolution. You can easily compare your data lap by lap, session by session and, if you have got a team mate, you can compare them directly with him. The circuit graphic which appears on the monitor gives you precise instructions about the areas where it’s better to open the throttle earlier or not. Thanks to the telemetry system the Data Recording Engineer can analyze the performance of the machine but even the riding style of the rider and afterwards he can plan the bike best set up. One of the most important parameter which brings out the rider’s riding style (and consequently the engine set up) is the throttle: several riders use a striking ON/OFF riding style that means or completely open or completely closed (such as Ueda and De Angelis) whilst others have unusual features. Stoner for example was impressively fast opening the throttle before the others whilst Randy is more clever and brave in keeping the throttle open while he is at the maximum angle in the fastest areas of the different circuits...”
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