‘No replacement for displacement’ is a fundamental truth of motorsports, but experienced riders will understand that it works both ways, in the sense that bigger certainly isn’t always better.
In fact, every superfluous cubic centimetre (unused bit of displacement), ends up disadvantaging in a variety of ways. Basically, every bit of engine that’s ‘takin’ it easy’ translates to extra work on the part of the rider.
For cars, household appliances, tools, and general marketing, more means more, which implies better and all extra potential is touted as a positive. It’s not surprising to see that so very many don’t comprehend it’s different for a motorbike. Enlightened riders understand why ‘less is more’ in every motorcycling discipline.
The main argument is that motorbikes deal with an extra axis of movement, bringing other forces into play, not just forward axis of locomotion and rotative axis of turning.
Any off-road motorcycling, such as the Dakar, enduro, supercross, and motocross championships, shows riders choosing the right displacement bike. ‘As small as possible, as big as necessary’ is the golden rule for all motorbikes. For example, professional enduro riders have at least two of the same bike (pretty much) with different displacement engines, to be used according to their needs. Horses for courses.
No different on the road. If you plan to frequently ride long straights or highways and also touring two-up, with luggage, then a smooth BMW K1600 (1600cc) would be superb. Long-distance, autobahn-type environment is where momentum and stability of larger displacement engines are welcome. Conversely, on a supermoto (twisty/curvy) race track, a 160cc pit bike (1/10th the engine size) would literally lap the K1600. This is the same on curvy roads, where smaller engined bikes reign supreme.
Going fast in a straight line is ok, but cornering and the associated techniques, is where most find the thrill – and that’s where all the skills are necessary, and where physics generously compensate smaller engines. Ask any expert, from suspension to electronics, from chassis engineering to tire manufacturing, and they’ll agree the key to supremacy, success, speed, and the win, is all in the corners. That’s where the magic yields all the fun too.
Circuito de Jerez is a 4.428km MotoGP track, on which nowadays a 750cc Moto2 bike laps in 1:40, while a 250cc Moto3 bike laps in 1:45. Three times the displacement accomplishes nothing more than 5 seconds. The bigger engine ‘gives ‘er all she’s got’, only making up time between corners, on the main straight, and the back-straight. The smaller bikes actually corner faster, safer, and more easily…
Unlike gladiators, wrestling with the biggest beast doesn’t make you a hero. Quite the opposite. Respect goes to the ones who show up with suitable (usually smaller) bikes they dominate.
Many a novice rider has been shocked to discover more fun, an easier ride, less stress, upon trying a bike with appropriate (not larger than necessary) displacement for the roads/trails they want to ride. That doesn’t stop people from liking easily quantifiable, comparative qualities like displacement, horsepower, torque, top speed, and the brands give what the market demands – big numbers. Sadly, women aren’t exempt from the D-measuring game (‘D’ being displacement), and the market is loving it. They too are starting to one-up others when it comes to the size they can handle. Before going big or going home, ask a few expert riders. The mastery is choosing the correct size ‘of wand’ for the spell at hand.
Who knows, maybe mom was right.
Writer:
Peter ‘Safety Bear’ Bokor