When MotoGP went from two-stroke to four-stroke in 2002, it seemed the door was open again. In came Cosworth once more, working with Italian two-stroke supremos Aprilia. The so-called Cube was a rev-hungry in-line three-cylinder 990, with many advanced features borrowed from F1, including pneumatic valve springs, ride-by-wire electronics, and a bellowing/screaming exhaust fit to wake the dead.
It was plenteously powerful too and blindingly fast down the straight. But almost unrideable, although the redoubtable Superbike double champion Colin Edwards – who described the bike as “a test of your commitment” – did manage a heroic single fourth place in 2003. The Cube was retired at the end of the next year.
Another attempt came from Ilmor, after Mercedes-Benz had taken over their F1 engine enterprise. Same thing, from their car-influenced V4. Plenty power, delivered so suddenly as to make the bike a real handful at the crucial stage of applying power mid-corner while still on the edge of the tyre. The team retired after the opening round of its 2007 debut.
Sauber likewise applied F1 thinking to a proposed MotoGP engine backed by Petronas – another in-line triple. It never raced in GPs, though a Superbike derivation had a short and inglorious career in the production-based series.
Aprilia meanwhile had withdrawn to its two-stroke stronghold in the smaller classes, where their dominance was complete. So complete that the control they exerted – exacting high prices for special parts that only the richest teams could afford – stuck in Dorna’s throat, and accelerated the switch from 125 and 250 to four-stroke Moto3 and Moto2. New rules imposed tight financial controls and technical equality – to the extent of identical supplied engines in Moto2. No more money-takes-all.