Aprilia's RSV4 road tests the fire-breathing

 

 We've spent plenty of time looking at the spec sheets for Aprilia's barnstorming new superbike, the 180-horsepower RSV4 - and marvelling at the potential of what has to be the most race-focused roadbike ever to hit the market. Now it's time to take this beast out on the road and see how it goes. Sit back and enjoy our most in-depth video review yet - it's white knuckles and brown underpants as we road test the 2010 Aprilia RSV4-R.

Check it out above, or click through to watch the Aprilia RSV4-R road test review in HD.

Electric two-wheeler motorcycle

According to a new study entitled “Electric Two-Wheel Vehicles”, cleantech market intelligence company Pike Research is forecasting that more than 466 million electric bicycles and motorcycles will be sold worldwide during the period from 2010 to 2016. Given that the annual global motorcycle market is currently around 80 million units a year, almost all of them based on the internal combustion engine, this anticipated explosion in electric bike demand could double the size of the two wheeled market, not to mention dampen the demand for electric four-wheelers.

 Pike Research expects electric bicycles will be the largest category with 56% of the electric two wheel market, followed by e-motorcycles at 43% and e-scooters in a distant third place with less than 1%.
Pike Research forecasts that more than 466 million e-bikes, e-motorcycles, and e-scooters will be sold worldwide during the period from 2010 to 2016.

“Demographics and economics are aligning to create a strong market opportunity for two-wheel electric vehicles,” says industry analyst Dave Hurst. “In some countries, these vehicles will be engines of economic growth, while in others they will be signals of broader consumer behavioral shifts.”
Hurst adds that Asia Pacific in general, and China in particular, will dominate the global electric two-wheel vehicle market, representing more than 95% of sales during the next six years.

According to Pike Research’s analysis, one of the most important market barriers is the lack of established distribution channels for the vehicles. Many manufacturers are working diligently to find a combination of independent dealers, mass retailers, and online sales that will effectively deliver the vehicles and after-sales service to customers.

Yamaha's new middleweights - the FZ8 and Fazer8

Yamaha has finally released full specifications for its new middleweight street sportsbikes, the naked FZ8-N and semi-faired Fazer8. A 779cc engine derived from the FZ1 donk is the star of the show, with a complete FZ1 frame and swingarm as well. The new engine makes significantly more torque than the smaller FZ6 for a gruntier, more accessible power curve around town - but builds to a healthy 105-horsepower top end rush when it's time to get a boogie on. It looks like a fun, fast and friendly street sportsbike - and yes, FZ6 fans, it has formally replaced the 600 in the FZ lineup.

As many have suspected, the engine is indeed a scaled-down version of the fuel-injected 1000cc FZ1 engine, dropped to 779cc by reducing the piston bore, increasing compression, swapping out the pistons, crankshaft and top end. The resulting motor puts out a touch under 105 horsepower, with 82 Nm of torque.

Effectively, that top-end horsepower figure doesn't seem to be much up on the 90-odd rear wheel horses offered by the lighter, 600cc FZ6 donk. But the stroked-out FZ8 makes its power much earlier in the rev range, a fact which should make it a much more willing and eager powerplant around town and in the majority of real-world riding conditions.

 The bad news is that by reducing the FZ1 engine's bore, the FZ8 doesn't manage to shed any engine size or weight. The good news that comes as a corollary is that the FZ8 is blessed with the wonderful FZ1 frame and swingarm, which do an excellent job of providing rigidity and flex in all the right places.

There's not a lot for gearheads to get excited about elsewhere; suspension seems fairly basic, adjustable only for rear preload, and the brakes are four-piston monoblock jobs, with the option of adding ABS.

There's two versions available, just like with the FZ6 and FZ1 platforms - the naked FZ8-N looks nice and chunky and stylish, and the semifaired Fazer8 looks a little more... Practical. The FZ8-N weighs 211kg ready to roll with a full tank of gas, the Fazer8 215kg - and you can add 5kg to either if you want the optional ABS.

Where does the new Fazer fit?

The FZ8 has clearly been developed to help Yamaha get a foothold in the 750cc class, which is currently occupied only by Kawasaki's Z750 (itself a sleeved-down Z1000) and Aprilia's Shiver. Other key contenders would have to include Ducati's 696 Monster and the excellent Triumph Street Triple 675. You have to wonder why Suzuki doesn't make a sporty naked using its excellent GSX-R750 donk - the only purebred 750cc sportsbike engine on the market - but then, they don't use the Gixxer 1000 engine in a naked, either.

Looking at the engine and weight specs, you'd have to rate it next to Honda's everyman CB900 Hornet as well - I've got a soft spot for those, as I put 60,000km on one a few years back.

100-odd horses and 82Nm of torque should stand the FZ8 in good stead as a powerful but friendly and useable roadbike, and it certainly carries forward Yamaha's tradition of making some the best looking of all the Japanese bikes. So in all, it's no major leap forward, but it's certainly a great addition to the FZ range.

Speculation has been mounting in certain corners of the Internet that the FZ8 has been designed to effectively replace the FZ6. Such scuttlebutt postulates that the 'friendly' 600cc category will be handled by the more utilitarian XJ6 and Diversion, and that the highly-strung FZ6, which needs a lot of revs to feel like it's taking off, will disappear so that Yamaha can position the FZ range as a naked sports option for more experienced riders. And if Yamaha Europe's website is anything to go by, it seems the rumours are true - the FZ6 and Fazer6 have disappeared altogether.

The FZ6 certainly has its fans, plenty of people like the retuned R6 engine's marked power curve - but if the FZ8 manages to pull off that same top-end rush, while adding in some genuine usable torque down low, I think it's fair to say you've got an all-round more useable bike. We look forward to riding one! Full specs follow, and there's loads of photos in the FZ8 photo gallery.

2011 FZ8-N and Fazer8 Technical Specifications

ENGINE
Type : Liquid cooled 4-stroke,DOHC, Forward-inclined parallel 4-cylinder
Displacement: 779cc
Bore x stroke: 68.0×53.6mm
Compression ratio: 12.0: 1
Max. Power: 78.1KW(106.2PS)/10000r/min
Max. Torque: 82.0Nm(8.4kgf･m)/8000r/min
Lubrication system: Wet sump
Fuel supply system: Fuel Injection
Clutch type: Wet,multiple-disc coil spring
Ignition system: Transistorized coil ignition
Starter system: Electric
Transmission system: Constant mesh 6-speed
Final transmission system: Chain
Primary reduction ratio: 1.512(65/43)
Secondary reduction ratio: 2.875(46/16)
Gear ratio 1st gear: 2.692(35/13)
Gear ratio 2nd gear: 2.063(33/16)
Gear ratio 3rd gear: 1.762(37/21)
Gear ratio 4th gear: 1.522(35/23)
Gear ratio 5th gear: 1.350(27/20)
Gear ratio 6th gear: 1.208(29/24)

CHASSIS
Frame: Deltabox frame
Front suspension: Telescopic fork
Front wheel travel: 130mm
Rear suspension: Swingarm (link suspension)
Rear wheel travel: 130 mm
Caster angle: 25º
Trail: 109mm
Front brake: Hydraulic dual disc brake, Ø 310 mm
Rear brake: Hydraulic single disc brake, Ø 267 mm
Front tyre: 120/70 ZR17 M/C(58W)
Rear tyre: 180/55 ZR17 M/C(73W)

DIMENSIONS
Overall length: 2,140mm
Overall width: 770mm
Overall height: FZ8-N 1,065mm / Fazer8 1,225mm
Seat height: 815mm
Wheelbase: 1,460mm
Min. ground clearance: 140mm
Wet weight (full fuel tank): FZ8-N: 211kg / ABS 216kg - Fazer8: 215kg / ABS 220kg
Fuel capacity: 17 litres
Oil capacity: 3.8 litres

2010 line-up packs extra punch Zero Motorcycles

 Things seem to be going well for US-based electric motorcycle company Zero Motorcycles which has debuted its 2010 lineup consisting of four new bikes at Daytona Bike Week. The new Zero S, DS, X and MX are equipped with performance enhancements that allow for higher top speeds and greater acceleration than earlier models and feature enhanced power pack technology.

Zero says its new Z-Force power pack technology features new and more precise monitoring of cells in the Lithium-Ion battery pack resulting in longer power pack life, more power, greater acceleration off the line and superior handling. The 2010 models also see the introduction of a new throttle technology that modulates the increased power to provide riders with exacting control over the acceleration.

Although electric motors are extremely efficient they can still get hot, which can affect performance, not to mention the life of the motor. To combat this the S and DS models feature a new Z-Force Air Induction System that keeps the motor cool by increasing the airflow through the heart of the motor thereby allowing more horsepower to be drawn from lighter and more compact motors.

Zero has also made some aesthetic changes. The entire product line continues to be built from the ground up using Zero’s signature exposed aircraft alloy frame but consumers can now choose between color packages in addition to Zero’s standard white.
Zero S and DS

 The street legal Zero S (Sport) is aimed specifically at commuters with its instant acceleration making it ideal for city riding. It weighs in at 270lbs (122.5kg), has a range of up to 50 miles (80km) and a GPS verified top speed of 67 mph (108km/h). It is priced at US$8,995 (after a 10 percent U.S. federal tax credit).

The DS (Dual Sport) features similar specs and the same price as the S, but the frame and other equipment have had a few slight alterations. While it is also street legal it is also designed to handle off road conditions as well. To this end it features a specially developed suspension system and a rugged wheel set. The Zero DS is priced at $8,995 (after a 10% U.S. federal tax credit)

New seat configurations are also an option for the 2010 Zero S and DS with specially designed by Corbin. The new seats are designed to provide a more comfortable and performance-oriented ride and those wanting to reduce the stand over height of the motorcycle can select a Corbin low seat option.
Zero X and MX

The X or MX models are intended purely for off road use with neither being street legal. Each feature easily swappable power packs allowing riders to purchase an additional power pack to extend their riding

The MX uses a newly developed suspension system to absorb rugged terrain and handle bigger jumps. Its ultra-light frame design and custom suspension system makes the Zero MX highly responsive while maintaining an industry leading power-to-weight ratio. The power pack provides up to two hours of track riding time. The Zero MX starts at US$8,295.

Weighing a total of 151lbs (68.5kg) and with 50 ft-lbs of torque the Zero X is built from the ground up for quick handling and maneuverability. Custom valved suspension, direct drive gearing and weight optimized components are designed to handle demanding terrain. The Zero X starts at US$7,495.

All new models making up Zero Motorcycles' 2010 lineup can be purchased online now with shipping to begin in the U.S. at the end of March for the X and MX and at the end of April for the S and DS.

And if you’re near Daytona you still have a chance to get along to Bike Week where the entire line of models will be available for demo rides and viewing at a Gymkanna course located near the Ocean Center.

Yamaha Super Tenere 1200 up close and personal

Gizmag travelled to Phillip Island, Australia for Yamaha's unveiling of the new Super Tenere 1200 adventure motorcycle - one of the world's first chances to take a look at this highly anticipated challenger to BMW's R1200GS. Check out the video after the jump, as we talk you through the bike's features and specs.

 

italy motorcycle - www.noleggiomototoscana.it

Yamaha Super Tenere 1200

Full specs and technical information have just surfaced for Yamaha's 2010 XT1200Z Super Tenere - and it's immediately clear that BMW's R1200GS now has a serious competitor in the big-bore adventure sports category. Apart from its adventure credentials - spoked rims, sit-down/stand-up riding ergonomics and the like, it's also packing some very interesting technology - including a 3-stage traction control module and a super-smart braking system that looks like it might put Honda's Combined ABS system to shame. Extensive detail images.

 Yamaha has pulled the covers off its highly anticipated XT1200Z Super Tenere - a brand new model for 2010 that harks back to its Dakar-dominating adventure bikes of the 80s and 90s.

The Super Tenere looks like it's been aimed squarely at BMW's highly successful R1200GS and R1200GS Adventure bikes, which have seen a surge in popularity in the last few years, both as go-anywhere adventure machines and as the motorcycling equivalent of an SUV, for better or worse.

 The engine

The Super Tenere's motor is completely new, a 1199cc parallel twin putting out 110PS at 7250rpm m of torque at 6000rpm. It runs a 270-degree crank to neutralise inertial torque and give a more direct torque feel at the throttle - much like last year's R1 with its crossplane crank.

The throttle is controlled by the same YCC-T fly-by-wire system we've seen on the R1, R6 and VMAX in recent years - but with the added bonus of a 3-stage traction control system that uses wheel speed readings from the front and rear ABS sensors plus a range of other data to work out when your rear wheel's spinning, and intervene through the ignition timing and fuel mapping.

 There's three levels - TCS1, which intervenes quickly as soon as the rear wheel starts spinning, TCS2 which is a little more relaxed, and OFF for when this jigger's getting ridden like it's supposed to be.

Yamaha's D-MODE variable engine mapping shows up here too - although it doesn't seem to reduce the total horsepower, rather giving you a Sport mode with snappier throttle response and a Touring mode that's a little softer-edged for a more comfortable ride.

ABS/Unified Brake System

The braking system on the Super Tenere sounds very well thought out. ABS is a hugely effective safety feature on roadbikes - and a combined braking system certainly helps deliver more controlled and comfortable stopping - particularly if you're standing up.

Yamaha has built an electronic ABS/combined brake system that uses wheel speed sensors front and rear, as well as other inputs, to decide what's happening at each wheel under braking - and then uses an infinitely variable hydraulic pressure unit to modulate brake pressure if it looks like a wheel is about to lose traction. Apparently this is supposed to kick in even before a slide occurs, and avoid the juddering common to most ABS systems. I guess we'll wait and see.

Since the rear brake's hard to get to when you're standing up, the electronic/hydraulic system is also set up to proportion braking between the front and rear calipers in a controlled fashion. But if you hit the rear brake pedal first, this function is cancelled for that braking instance - so if you're the sort of rider that likes to control the braking proportions in this way, you can have full control. Nifty. Not sure if this control extends to letting you lock the rear wheel up when you want to off-road, but it's a clever step in the right direction.

Chassis

Like the Beemer, the Super Tenere is a heavy bike, coming in at 261kg wet with a full fuel tank (that's about 5kg more than the R1200GS Adventure). But Yamaha has gone to great pains to point out that the mass has been kept low and central throughout the design process to make such a big bike handle across the range of conditions it's built for.

The frame is steel rather than aluminium - a lost opportunity to reduce some of that weight, perhaps, but then steel is tougher in high-shock situations, so it makes the Super Ten a better bike to lay on its side.

Spoked rims are a must for offroad riding - they take a beating better than cast rims, and are more fixable if they deform. The Super Tenere's got 'em, a 19" on the front and a 17" on the rear.

Ground clearance of 205mm beats out the GS's 185mm - but is significantly less than the 241mm of the GS Adventure. To help balance out the competing priorities of low, central mass and high ground clearance, Yamaha has used a dry sump for the engine, but then built an oil tank into the crankcase.

Radiator's on the left, regulator and other electrics are on the right side of the bike, behind small fairings. Moving the radiator up let designers tilt the engine further forward to help keep the mass low, without having to increase the wheelbase.

Suspension is fully adjustable front and rear - with the benefit of hand-adjustable rear suspension to make it easier to set the bike up for luggage or pillions.

Naturally there's a broad range of factory accessories available from the get-go - and interestingly, some of them will be standard for 2010 only. First-year buyers get a set of aluminium side panniers, a bash plate and a headlight protector fitted as standard.

The Super Tenere goes on sale early March - though prices are yet to be announced. Advance bookings will be taken through a website starting within a few weeks.

This looks like a strong competitor for BMW - it's more offroad oriented than the Multistrada, Tiger or V-Strom and Yamaha is clearly keen to capitalise on the recent woes BMW are rumoured to have been suffering in the reliability stakes. If it handles as well as the Beemer and does as good a job across a range of surfaces, it'll be a beauty - and it's likely to be price-competitive. We look forward to taking one out!

Full specs follow:

Yamaha XT1200Z Super Ténéré Specifications

ENGINE
Type: Liquid-cooled, 4-stroke, DOHC, inline 2-cylinder, 4-valve, fuel injected, twin spark engine
Displacement: 1199cc
Bore x stroke: 98 x 79.5 mm
Compression ratio: 11.0:1
Firing intervals: 270- and 450-degree points
Max. Power: 80.9kW (110PS) @7,250rpm
Max. Torque: 114.1 Nm (11.6kgf･m) @6000 r/min
Lubrication system: Dry sump, oil tank in crankcase
Fuel supply system: Fuel injection
Ignition system: Twin spark
Starter system: Electric
Transmission system: Constant mesh, 6-speed
Throttle system: Yamaha Chip-Controlled Throttle (YCC-T)
Yamaha D-MODE: 2 modes, Sport (S) and Touring (T)
Traction control: 3 modes, TCS1, TCS2 and OFF
Exhaust System: 2-into-1

CHASSIS
Front suspension: Upside-down telescopic fork, 43 mm inner tube, adjustable preload, compression and rebound damping
Front wheel travel: 190 mm
Rear suspension: Monoshock, adjustable preload and rebound damping
Rear wheel travel: 190 mm
Front brake: Twin 310 mm wave discs, ABS/Unified Brake System
Rear brake: Single 282 mm wave disc
Front tyre: 110/80/19
Rear tyre: 150/70/17

DIMENSIONS
Overall length: 2,250 mm
Overall width: 980 mm
Overall height: MIN：1,410 mm / MAX：1,440 mm
Seat height: Adjustable 835-860 mm
Wheelbase: 1,540 mm
Min. ground clearance: 205 mm
Wet weight: 261kg (includes full oil and fuel tank)
Fuel capacity: 22 litres

part mountain bike, all Mountain Moto

For many people, dirt bikes look fun, but intimidating. They’re dangerously-fast, they’re loud, and should you wipe out on one, which is going to happen... well, that’s a lot of bike that could come crashing down on top of you. If you’re one of these people, you might be interested in the FX Mountain Moto. At 57 kg (125 lbs), it’s billed as the world’s lightest adult-sized dirt bike. It’s intended to bridge the gap between regular dirt bikes and mountain bicycles, combining the power of one with the agility of the other.

The FX has a 125cc 9-horsepower Honda-Jialing engine, available in auto or manual, that gets a reported 100mpg. While it’s mostly a motorcycle, it does have some mountain bike parts, including a Marzocchi Monster fork, a Mavic 26-inch front rim, and a Kenda MTB front tire. It’s similar in some ways to a trials bike, but is designed more for general-purpose, comfortable off-road riding.


One of the main ideas behind the Mountain Moto is that it will allow riders to explore new territory, as it can be lifted (more realistically, let’s say “heaved”) over obstacles like logs and fences, and won’t get bogged down where regular motorbikes would. It’s also aimed at new riders, who aren’t ready for a 200-plus-pound fire-breathing monster. A third market might include vacationers, wildlife officials, or other people who want something light and simple to carry on the back of their road vehicles.

What would be great is if the Mountain Moto were to replace larger bikes in some applications, resulting in less fuel use, less noise, and less wear on the trails. What wouldn't be so great is if it kept people from getting into mountain biking, or encouraged them to ride in places where they don’t belong - such as on mountain bike trails, or private property.

The Mountain Moto can currently only be ordered from the US and Canada, although a dealership network is reportedly being established. Once you can buy one, expect to part with about $US4995. If you’re interested in getting one at a discount, drop by the FX Bikes website and look into becoming a test rider.

Should you wish to go electric, and even lighter, you can also check out the soon-to-be-released Comoto.

Ducati patents frameless roadbike

Last year when we did an extensive feature on Ducati’s motogp carbon fibre semi-monocoque frame, we lauded its groundbreaking technology. Though Casey Stoner’s illness prevented the Desmosedici GP9 from challenging for the title, four wins showed it to be worth our plaudits. Now it seems Ducati is so pleased with its handiwork that the semi-monocoque design looks set to replace Ducati’s trademark trellis frame on its road bikes in the future too.

 A recent patent application designed to protect Ducati’s GP9 and GP10 design which uses a structural airbox to bolt the steering head to the engine at the front of the motor, and to the sub-frame and swinging arm at the rear. The patent includes several references to roadbikes and production which clearly indicate that the design will be used on roadbikes in the future.

 The main benefits of the frame are lower weight (a saving of at least five kilograms is envisaged over the existing road bike frames), greater rigidity, and greater design freedom.

The patent application can be found here.

Motorcycle air conditioner

Yes, a motorcycle air conditioner. As you can see in the picture, though, it’s not as dumb as it sounds. In fact, it’s pretty clever. Haven’t you ever watched bikers riding around in the summer heat wearing full leathers, and wondered how they can stand it? They can’t. They’re boiling to death in there. Some opt to wear shorts and T-shirts instead, but from a safety standpoint... it’s not a sensible alternative, let’s put it that way. What is sensible is a process that pumps cooled air into a vest that the rider wears under their jacket. And that’s just what the EntroSys Motorcycle Air Conditioning system is.

EntroSys was invented by physicist Glen Guttman, who found inspiration one hot summer day in the form of a sweaty biker acquaintance. In the years that followed, he worked on developing and perfecting the system. The air conditioning unit itself uses NASA-based solid-state technology, instead of a bulky compressor. This lets it remain relatively small, lightweight and energy-efficient (it draws power solely from the bike’s electrical system). It also doesn’t incorporate any environmentally-harmful gases.

The A/C unit connects to the air delivery vest via a flexible hose, and can be operated via the wireless bar-mounted remote control unit.

“But Gizmag,” you may be saying, “I live in a northern climate where we only get two months of hot weather a year.” Well, are you ready for this? EntroSys can also serve as a HEATER. Not only could it extend the biking season, but it could also be used on ATV’s and snowmobiles. It can also just blow untreated air, for those in-between days.

If you're looking to get into the motorcycle A/C biz, Guttman is currently seeking funds for production and marketing. He is already taking pre-orders, and tells us that he has had a tremendous response - obviously a lot of hot bikers out there. Hmmm, perhaps that means the time is right for launching my motorcycle sunroof...

Factory Service Appliance - www.factoryappliancerepair.com

Bohmerland three-seater motorcycle

In the period prior to WW2, the automobile was beyond the financial reach of the average family and motorcycles with sidecars were commonplace as family transport. Enterprising Czech engineer Albin Liebisch embarked on a different philosophy, creating three and even four seat motorcycles sold in Germany under the brand Böhmerland. The 1937 Langtouren (long touring) model pictured is a three seater with two gearboxes, the second one requiring a passenger to change gears. The cast wheels were also a first for motorcycles.

 The long 1937 Böhmerland Langtouren used a 603cc single cylinder engine with exposed valve gear, two gearboxes, two petrol tanks (both at the rear of the bike on either side) and a very long wheelbase, though it must be said that the roadholding behaviour of long wheelbase motorcycles is far more predictable and easier-to-use than motorcycles with sidecars.

The vehicle pictured will go under the hammer at Bonhams on February 27 with an estimated sale price of GBP 35,000 to GBP45,000.

Honda aerodynamic scooter conversion

Adding a self-built aerodynamic outer shell to a brand new Honda Innova 125i big-wheeled, step through scooter has resulted in its already pretty impressive fuel efficiency being improved considerably. Experienced Dutch cycle designer Allert Jacobs has spent the last couple of years designing, building and tweaking his machine before hitting the road recently for the all important road test.

After designing an aerodynamic, recumbent pedal-powered three-wheeler, Jacobs started to think about the possibility of moving onto bigger and more powerful vehicles. Considering the rules and regulations involved in building a roadworthy car to be too restrictive, he set his sights on a motorbike.

Streamlining performance motorcycles is by no means new. Sport machines began getting some pretty impressive results from enclosed fairings before the Fédération Internationale de Motocyclisme put the brakes on full enclosure fairings for sport motorcycles in the 1950s due to safety concerns.

Since then, work by (amongst others) Craig Vetter has shown that not only does streamlining provide gains in the speed department but also results in some impressive fuel savings. Vetter has, in fact, just recently managed to persuade the Fédération to lift its ban for electric motorbikes, opening the floodgates for electric fairing enhancements for future performance riders.

Aerodynamics is a real drag

Forward movement is of course met with resistance to that movement, from the air and from any surface an object happens to be in contact with. Most of the resistance encountered on a motorcycle however is aerodynamic. Any motorcyclist who has tucked down close to the bike will know that reducing drag results in a speed boost without the need for increased throttle. Jacobs calculated that at 55mph, a naked motorbike is likely to suffer 90% of its resistance due to aerodynamic drag.

The ideal solution for a fuel efficient motorbike would be an electrically-powered one, but Jacobs considered limited range to be problematic so he opted for the small and light engined Honda Innova 125i, which was first made available to Europeans in 2006 and was intended to replace the popular Super Cub. The Innova is already highly regarded for efficiency, Honda UK claiming it gives: "a robust 46 miles of operation on a single liter of fuel (measured at an operating urban speed of 33mph)".

Filling its 3.7 liter fuel tank got Jacobs around 140 miles to the gallon (mpg) during the initial run in period required for a new vehicle. When he started to increase throttle activity somewhat, the scooter still offered between 107 and 122mpg. Inspired by the work of the likes of Vetter, Jacobs decided to aim for 235mpg fuel efficiency for his creation.

Trimming the fat

In the Winter of 2007 Jacobs started his project by stripping away the Innova's body work and seating. He then installed footrests above the front wheel to cater for a recumbent riding position, threw in some seating and attached a nosecone. An early evaluation showed that even these modest modifications had increased the bike's top speed and fuel efficiency but there was still much more to be done.

As a result of instability issues, he was forced enclose the front wheel within the streamlining casing instead of underneath the nosecone and modify the riding position so that his feet moved down to rest at each side of the wheel when in motion. The latter half of 2008 was spent taking the design suggestions offered by a 1:5 scale model and creating a full size template from PU foam.

2009 dawned and with it the creation of the mould for the final streamlined casing. Modifications were made to the steering and the exhaust was lowered so that it sat outside of the casing. Getting in and out of the casing was made possible by slicing it down the middle and attaching the front end to a rail which extended it forward by 18 inches. Rubber cones and trips ensured a snug fit when in cruising position and an open bottom design catered for stable ground footing when at rest. The lights were also wired up and tested.

Hit the road, Jack

With everything in place and working it was time for the all important road test. Jacobs climbed into the 319 pound vehicle (88 pounds heavier than the original scooter) and set off for a 160 mile stretch of open road. His creation managed to achieve an amazing 214mpg at around 55mph with good conditions and only a 25mph wind.

Jacobs suspects that some fine tuning will see his vehicle reach that target fuel efficiency of 235mpg but as of writing, the poor weather being what it is, he has been putting his time to good use by pimping his ride, adding reflective striping and other embellishments. As the weather improves, his work in progress may yet see his target achieved and perhaps even exceeded.

Tilting 'bullet-proof’ 150mph 3-wheel EV … Urban Jet or urban myth?

The race to produce a narrow, tilting, hybrid motorcycle/car/EV continues with another boutique manufacturer throwing its hat into the ring. This time, its Cherban who has released plans of its concept Urban Jet, a 150mph three-wheeler EV that is said to be able to accelerate from 0-60mph in less than 3.5 seconds. It’s a two-seater (bobsled style – though hopefully not as scary) that leans up to 45° into corners, and is reminiscent of the Dutch Carver which unfortunately went bankrupt, even after a very favorable review on Top Gear (see it briefly in our video on the Nissan Landglider and other narrow track vehicles).

The specs on the rear-wheel-drive Urban Jet, which supposedly has the power to rival a supercar, appear more of a wish list at this stage rather than a fait accompli. For instance, the Urban Jet website reports that the body would be made from the same material as bullet-proof vests – Aramid fiber, and that the vehicle’s safety cell would pass FIA rules for Formula One chassis.

To give the vehicle that motorbike handling “feel”, especially when cornering, steering is via a handlebar arrangement and its dashboard features an 8-inch monitor with MP3, 3G and iPod connectivity.

We believe one of the biggest issues for the Carver was that it absolutely chewed through front tires and although the Urban Jet is lighter, it has an even skinnier front wheel, so one has to wonder how this three-wheeler has overcome the problem.

According to Cherban, the front suspension is anti-dive, a-arm, swing arm; while the rear has independent wishbones. Hydraulic discs on the front and rear bring the Jet to a halt and also contribute to the regenerative energy capture during deceleration.

Powering the Urban Jet is a polymer lithium battery (26kWH), which weighs almost half of the vehicle’s total 312.5lb (142kg) – overall weight is 770lb (350kg). Life span of the batteries is more than 1,500 cycles with recharging via plug-in and an inboard charger: 110V, 16A or 22V 16A mono. Full charge can be achieved in 150 minutes, which should allow the vehicle to travel roughly 220 miles (350km).

The Urban Jet’s dimensions are: L: 11.15ft (3.4m) x W: 2.8ft (0.85m) x H: 5ft (1.55m), which Cherban says means it can fit two Urban Jets in a parking space. This would appeal to many motorists who find city parking virtually impossible or have run out of garaging space at home.

The Urban jet is enclosed which means protection from the weather and there’s no need to wear a helmet. While in convertible mode the vehicle has a top speed of 60mph. The trunk has a 20 gallon capacity.

The company says it will never perform any restyling or modification to the Urban Jet, rather, it will replace the model in its entirety, should technical developments necessitate it. Nor will it market any other type of land vehicle under the Cherban brand.

Each Urban Jet will come with a unique plate stating: “Built by Cherban for … “

No word on pricing yet as Cherban searches for sponsors for its adventurous project.

Scala rider G4 headset lets bikers be heard

Making oneself heard over the roar of a motorcycle engine can be difficult at the best of times. But being heard over the roar of a motorcycle engine when tearing down the highway with your head encased in a helmet is downright impossible. Naturally technology has come to the rescue in the form of Bluetooth enabled helmets and helmet-to-helmet communication systems. The latest solution to keep chatty bikers happy is the scala rider G4 bike-to-bike Bluetooth headset that offers group intercom between up to three riders at distances of up to one mile.

As well as offering intercom conversations between three separate riders, the scala rider G4 from Cardo Systems also allows communication between two riders and their two passengers, also at distances up to one mile, depending on the terrain. With the headset offers full duplex (simultaneous talking/listening) capability as well as mobile phone call conferencing between riders, between rider and passenger, or with outside callers why would you need to go back to the office? Just hold a meeting on the road.

The G4 can connect with virtually any portable Bluetooth device including mobile phones, MP3 players and compatible GPS units for in-helmet voice instructions. Its A2DP capability means the headset can receive CD-quality music from any A2DP capable MP3 player. It can also connect with non-Bluetooth MP3 players, GPS units via its embedded jack, as well as the entire line of scala rider headsets. The unit has a built-in FM radio with RDS and scan and seek features with six-station memory.

AGC technology automatically adjusts the headset volume of audio from an MP3 player, mobile phone, intercom or GPS, based on ambient noise and riding speed. Meanwhile, PLC technology is designed to improve audio quality in dense urban surroundings. Meanwhile, VOX technology allows the wearer to make voice-controlled hands-free intercom calls and phone calls with answer, voice dial and call reject functions.

Designed to fit virtually all three-quarter and full-face helmets the scala rider G4 features a weather-resistant design and noise-canceling microphone, which is available in a corded version for full-face helmets.

 The headset can be self-installed in five minutes with a glue-on option included for those not wanting to go with the clamp, which features a quick-release mechanism. The two included speakers are slim enough to fit even tight helmets according to the makers.

The scala rider G4 is available through Cardo Systems for a suggested retail price of US$279.95.