GILAMOTOR.com – Sudah dari dulu, oktan tinggi butuh kompresi lebih tinggi. Makin tinggi nilai oktan, makin butuh waktu untuk pembakaran, jadi butuh kompresi yang lebih padat untuk menghimpit bensin yang sudah bercampur udara dan tersulut api sebelum meledak. Kalau sudah meledak, tekananan baliknya pasti besar. Enggak percaya? Tanya aja mbah google. Di youtube juga banyak video penjelasannya. Atau tanya saja para tuner yang sudah banyak makan asam garam. Dan itu yang jadi dasar para pemodif harian biar motornya bisa lari kenceng di jalan raya. Tinggiin kompresi. Tapi kalau kompresi tinggi, putaran bawahnya berkurang dan begitu sebaliknya.
Makanya, setelah peraturan one make fuel dari Avgas ke Pertamax Plus (PP) diberlakukan, semua motor yang dipakai di Indiprix (IP) langsung kompakan turun kompresi. Tapi dengan turun kompresi, rekor kecepatan justru terpecahkan. Tapi berbeda kondisi. Rekor tahun 2010 lalu masih pakai karburator, tapi yang sekarang injeksi. Boleh jadi, turunnya kompresi panas yang dihasilkan juga turun. Apa lagi Jupiter Z1 yang dipakai Sudarmono saat pemecahan rekor baru itu pakai long stroke. Kalau long stroke, sudah pasti gesekan piston dan dinding silinder mesin semakin banyak. Makin banyak digesek, akan makin panas, bukan makin asyik. Tapi karena kompresi berkurang, panasnya jadi nggak berlebihan, karena pasnas yang ideal akan membantu kinerja mesin jadi maksimal. Ditambah lagi, silinder head mesin yang dipakai Yamaha dibikin di Jepang, bukan silinder head Jupiter Z1 yang bro en sis pakai.
“Mitos stroke panjang yang katanya rpm gak bisa tinggi banget karena gesekan piston dan dinding blok mesin semakin banyak untuk mencapai rpm tertentu sehingga panas yang dihasilkan akan berlebih, ada benarnya, tapi tidak 100 persen benar,†kata M. Abidin yang jadi Advisor Tim Yamaha Racing di Indoprix. Di race, selain power juga diperlukan torsi yang besar untuk membangkitkan tenaga pada saat akselerasi. Nah, di sini tim harus cerdas, untuk race di mana dan karakter rider nya kayak gimana.” Melankolis, plagmatis, sanguinis atau koleris.? Bukan, bro en sis, bukan karakter itu maksudnya. Tapi karakter balapnya. “Kami berhasil men-develop engine Z1, kami juga memahami si rider, memahami kebiasaan para mekanik,†beber Abidin.
Sirkuit Sentul Gokart atau yang biasa kita sebut Sentul Kecil, memang punya karakter rolling speed. Di mana para pembalap kudu menahan di rpm tertentu saat melibas tikungan. “Kami banyak kehilangan waktu di tiga tikungan. Satu putaran saja bisa sampai 0.5 detik. Sirkuit ini memang berat buat karakter mesin sort stroke,†kata mekanik tim Kawasaki, Ibnu Sambodo. Untuk pertahankan rpm tertentu saat melibas tikunga rolling speed, mesin sort stroke memang kudu kerja ekstra. Makanya Ibnu sendiri mengakui kalau Kawasaki Edge nya kedodoran untuk balapan di Sentul Kecil. Tapi kalau di Sentul Gede, mungkin ceritanya akan lain.
Bicara masalah one make fuel, Ibnu nggak pernah meributkan. Malah dia heran dengan tim yang awalnya protes paling keras malah bisa pecahkan rekor waktu tercepat dan menang pula “Kalau masalah PP sih nggak ada masalah. Itukan bukan sesuatu yang wahh. Tinggal ubah setingan saja,†begitu kata Ibnu. Gitu aja kok repot… “Kalau menang ya menang saja. Buktinya yang protes peraturan bensin malah menang, kan.?†katanya sambil nyeruput minuman panas dari cangkirnya. Lanjut Ibnu Sambodo yang nggak masabodo dengan timnya, “Semua ada peran di riset mesinnya dan juga skill pembalapnya.†Bener juga, mau mesin sepaten apa pun, kalau skill pembalapnya melempem, yah kacau juga jadinya. Dan pastinya faktor luck juga jadi penentu. Buktinya pembalap Kawasaki nggak luck, mereka jatuh karena tabrakan dengan pembalap Honda.
“Racing culture punya rahasia tersendiri. Beberapa pembalap ada yang down itu karena dipengaruhi mental. Kalau bensin ada pengaruh, cuma masalahnya akurasi mapping yang tidak didapat,†kata Abidin lagi. “Ada faktor lain. Saya melihat beberapa tim menggunakan wadah plastik untuk pertamax plus nya. Itu berdampak perubahan pada density bensinnya. That’s a mistake,†yakin Abidin. Density sangat berpengaruh saat race. Dan itu sangat pengaruh kalau sudah mapping kemudian pakai bensin yang densitasnya sudah berubah, kacau semua. Bahkan kalau didiamkan terlalu lama, permukaan plastik akan larut dalam bensin dan itu yang membuat setingan tidak pernah match, kacau. Memang, saat sesi latihan bebas, tim mengantri PP di SPBU dadakan di belakang PIT di parkiran mobil. Nah, saat mengantri, ada yang menggunakan wadah plastik untuk penampungan. “Inilah yang saya bilang dari tahun lalu memasukkan beberapa technical service FI. Kami memperbaiki standarisasi kerja, pemahaman teknis yang baik, pemahaman teknik dan FI dan cara kerja yang baik sebagai seorang mekanik. Kami terapkan perbaikin ini untuk perbaikan tim dan rider.
Lain halnya dengan manager tim Honda Racing Anggono Iriawan, doi menjelaskan masalah mesin FI Honda nggak ada masalah. Semua sesuai harapan. Tapi kembali lagi, faktor luck itu juga sangat menentukan. Juara itu kan proses, sebuah akibat. Persiapan sudah baik tapi bad luck karena terjatuh. Kami berharap tidak ada kasus-kasus teknik yang terjadi,†ucapnya. Berbekal hasil bagus tahun lalu di Park Kenjeran dan Binuang, Anggono yakin tim nya akan podium di next race KYT Indoprix 2013. “Tahun lalu di kenjeran juara, di bunuang juara. Kami yakin bisa dapat hasil bagus di sana. Minimal bisa podium,†harapnya.
ayo beli pertamax plus
Tuhhh… Pertamax Plus emang oyee..
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