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<h2>Collaboration for Torque Management</h2>
<p>“I collaborated with the test-bench team to create a system that controls torque, mitigates peak power, and manages gear shifts, addressing each spark individually.</p>
<h2>Initial Challenges with Engine Calmness</h2>
<p>“Riders would often come into the garage feeling uneasy, so we attempted to stabilize the engine using electronic systems. Initially, we lacked inertial platforms and didn't have gyros or accelerometers, which meant we were unaware of the bike's lean angle or if it was performing a wheelie. We could only smooth out the engine's response in specific sections of the track, resulting in inconsistent performance elsewhere.”</p>
<h2>The Birth of Modern Motorcycle Electronics</h2>
<p>This marked the beginning of Bonora's contributions to contemporary motorcycle electronics. Inertial platforms, long utilized in aircraft, made their entry into Formula 1 in the 1990s to support traction control and active suspension, eventually inspiring MotoGP’s first IPs.</p>
<h2>Developing the First Inertial Platform</h2>
<p>“We created our inaugural inertial platform for the 2004 Cube, measuring five centimeters on each side and containing three gyros and three accelerometers. This was a significant advancement, though challenging, as I had never witnessed a car performing a wheelie or leaning into corners! A MotoGP bike functions like an airplane on the ground, requiring precise calculations of roll, yaw, and lean from the collected data. It took us at least three years to stabilize the calculations for lean angles.”</p>
<h2>An Unprecedented Era for Aprilia Racing</h2>
<p>“This period was extraordinary for Aprilia Racing's electronics division, as everyone involved grew remarkably, leveraging lessons that are still relevant today. Aprilia pioneered the fully ride-by-wire throttle system in MotoGP. It faced challenges due to the disconnect between throttle input and desired torque, as technological complexities arose. Although typically, throttle butterflies would smooth engine delivery, rapid power reduction to prevent high-side crashes necessitated ignition adjustments, leading us to intensive work in that area.”</p>
<h2>Transitioning to Two-Stroke Engines</h2>
<p>Aprilia's initial four-stroke project concluded in 2004 when Piaggio acquired the company, halting the Cube project. While it was the first MotoGP four-stroke to surpass 200 mph during the 2002 Italian Grand Prix, it failed to secure a top-five finish. “From 2004 onwards, I focused on two-stroke engine control, being the first to introduce traction control for two-strokes and refining our inertial platform for the 250 in 2008.”</p>
<h2>Engineering Advancements with the RSV4</h2>
<p>“In 2005, we foresaw the future and began our own ECU program due to the high number of bikes we had in 125 and 250 GPs. Teams consistently demanded more performance, requiring precise ignition management, which was critical in our 250 to prevent engine failures. We made significant improvements in our ECU, enabling better control over ignition spark for enhanced performance and reduced risk of detonation.”</p>
<h2>Building Success in World Superbike</h2>
<p>“We started our ECU development from the ground up, tackling electronics, firmware, and software collaboratively with our dynamic control team—marking another significant step. After the shift from 250 to Moto2 at the end of 2009, we directed our energy towards achieving success with the RSV4 superbike in WSBK. We adapted what we learned from the Cube and the 250 regarding traction control to enhance the RSV4, which saw Max Biaggi winning the WSBK titles in 2010 and 2012.”</p>
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