CHOOSE YOUR WEAPON
The small team knocked out over 100 engines in 2016, in three specifications...
> Type 5.2: 26 of these engines were prepped and sent out. These are built to Superstock rules, so aren’t tuned as such. “These are blueprinted, with everything measured to ensure the rods and pistons are perfectly matched, and are the lightest parts we’re permitted to use.” says Boeck. “There is a tolerance for production differences, and we select the lightest parts. They are hand-built for precision clearances, to give the maximum from the standard parts.”
> Type 6.2: These make up the lion’s share of Motorsport’s work, with 41 crated up and couriered to endurance, national Superbike championships and also road racers. Hutchy, Dunlop and our boy Rutter used these in 2016. They’re a Superbike-spec motor, but built to be reliable and less costly for teams to maintain. Boeck adds, “Britain has the best sponsorship in racing. The rest of the world struggles to fund bikes, so this spec is popular because they can do 4000km with one engine before it needs refreshing.”
> Type 7.2: A full, no-expense-spared Superbike build. 12 were built for racing, and a further eight are in circulation for testing to keep the miles off the controlled engine allocation in WSB. “These give a little bit extra, but only have a 2500km life cycle. Hutchy used one at the Ulster GP, and TAS also switched between these and the 6.2 in BSB, depending on the circuit,” Kurt says.
Ever-more restrictive rules in productionbased racing mean much of the engine has to remain standard, but there’s still enough scope within the rules for teams to tailor their builds, though the race shop takes advantage of the production specialists to make the best of the cheap, plentiful parts where they can. The exhaust valve retainers, for example, are standard, but it was determined there is a safe amount of material that can be removed to help reduce high rpm valve float without compromising the engine service life.
There are two gearbox choices: Standard, and a second set primarily intended for WSB, with the usual tall first and shorter, closer ratios from second upwards. “Road racers don’t usually use those, as they need the tall standard ratios and the short first for tight corners,” says Boeck. The WSB gearbox is made by the same company as the roadbike – we’re happy with the quality, so there is no need to change, and it’s easier dealing with one supplier. But teams can choose their own – the RAF BSB team have a good relationship with Nova, so they supply and fit those.”
Standard clutches are generally used – some teams opt for their own preference, but a kit of plates and parts from a BMW dealer