An EU paper entitled the ‘Reduction of Energy Use in Transport’ has been criticised by the British Motorcyclists Federation for treating motorcycles as a problem and not as an opportunity for addressing transport needs. In a broad-brush approach that fails to address the positive contribution motorcycles can make, the paper simply suggests that amongst other measures, motorcycle engines should not exceed 650cc, that they should be single cylinder and that they should have automatic transmission.
The paper, produced by a Working Group comprising 15 specialists from EU member states (including two from the UK; the Department for the Environment, Food & Rural Affairs and the Department for Transport), is 126 pages long and deals with road transport and its impact on the environment.
Motorcycles form only a small part of the report but the report “demonstrates an ignorance of motorcycling technicalities and a bias against motorcycles as a form of transport” says the BMF’s Senior Government Relations Executive Trevor Magner. Sweeping statements are made about motorcycle emissions and fuel efficiency that fail to take account of current motorcycle design, their compliance with Euro 3 emissions limits and the use to which motorcycles are put, e.g. making better progress in congested conditions than vehicles subject to intermittent movement. In other words, a moving motorcycle is always more efficient than the typical traffic-jammed car say the BMF. The paper also fails to consider the UK government’s Motorcycling Strategy, which seeks to mainstream motorcycles as a mode of transport and better integrate them into the transport mix.
A number of measures are recommended in the EU paper, most of which the BMF say are misguided:
‘Use only a single cylinder engine for an exactly harmonised air fuel ratio’
With fuel injection say the BMF, there is no problem in balancing the fuelling of multi-cylinder engines.
‘Not more than 650 cc cylinder capacity’
The most popular sports bikes and all-rounders are nominally 600 cc. The issue in relation to fuel consumption is one of power and its delivery rather than capacity say the BMF. Basic 1000cc–1200 cc machines with relatively modest power outputs can return better fuel consumption than 600 cc motorcycles.
‘Automatic transmission for reasonable gear changing to avoid increased fuel consumption (and noise) in consequence of strong acceleration’
In the automotive world it’s accepted that automatic transmission is generally less efficient than conventional gears say the BMF and automatic scooters have been shown to be less fuel-efficient than conventional motorcycles of similar capacities. As to noise, EC Type-Approval limits already ensure motorcycles are not inherently loud.
‘Well-tuned carburettors or – better – direct injection for exact fuel dosing’
The vast majority of motorcycles produced today already use fuel injection
‘Use of 4-stroke engines, because of the scavenging losses by 2-stroke engines’
Only a limited number small capacity motorcycles now use 2-stroke engines. They enjoy low fuel consumption and have simple catalytic converters and synthetic oils to control pollutant emissions. There is also an ongoing process where 4-strokes are superseding 2-strokes. All new motorcycles comply with Euro 3 limits regardless of their engine cycle; hence this recommendation is superfluous say the BMF.
The paper also advocates the introduction of CO2 limits for motorcycles graduated according to motorcycle classes, but chooses new classes e.g. ‘mopeds’; ‘50–169cc’; ‘170–269cc’ and ‘280cc and above’, that bear no resemblance to any existing systems for licensing or national taxation categories.
The document also claims, without justification, that lower performance can reduce accident/casualty rates. The EU’s own MAIDS multi-million Euro study into motorcycle accidents showed that motorcycle performance was not a significant factor in casualty statistics so it is inaccurate to claim that downsizing will have a beneficial effect on safety.
Summing up Trevor Magner said: “There is a case for improving motorcycle fuel consumption and CO2 emissions and we support putting pressure on motorcycle manufacturers to do this, but this paper misses the point. Motorcycles in the EU have been subject to Type-Approval and thus emissions regulations since July 1999. Tinkering with the technicalities will have far less effect on the environment than treating the motorcycle as a viable alternative to the car. The UK government has accepted this in its own motorcycling strategy document, it’s a pity our technical contributors didn’t appear to know this.”
The BMF has now written to the Department for the Environment and asked for a meeting to discuss the proper role of the motorcycle in helping to save the environment.
Related Linkswww.bmf.co.uk
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