NGM Forward Racing's Colin Edwards described electronics as the most important area of development after his debut on the new Suter-BMW CRT MotoGP bike at Jerez last November.
New to MotoGP, a class where there are few limits on electronic controls, Bosch faces a huge task in trying to catch-up with the likes of the established Magneti Marelli systems, which Edwards used as a Yamaha rider for the past seven years.
But during the team's second test, alongside the twelve manufacturer bikes earlier this month at Sepang, Edwards was able to close the gap to the top from 6.5sec to 5.1sec over the three days.
After the test Edwards, 3.5sec faster than the next best CRT rider present, said chatter had now replaced electronics as the team's biggest hurdle.
“At our first roll-out test in December at Jerez, we had some electronic issues that they solved and now I was really comfortable with how they smoothened out the power band,” said Edwards.
“What we are struggling with are the new Bridgestone tyres... At Jerez, we didn't have a chatter problem. But now, I have the worst chatter I have ever had in my life. Without that, I could go 1.5 seconds faster.”
A further 1.5sec would have put Edwards within one-second of the slowest of the manufacturer riders, ridden by Cardion AB's Karel Abraham.
spoke to Ralf Schnee and Michael Spahr from Bosch Motorsport about the company's MotoGP electronics. The first question was simple, where did they start?
“We have a lot of experience in automotive motorsports and the engine electronics work the same for motorcycles in terms of ignition, injection and some cylinder cut-off functions etc,” explained Schnee, who is responsible for the development of the MS5.x family - including the MS5.0 ECU used in MotoGP - and one of the most experienced development staff at Bosch Motorsport.