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...

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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.

Vyrus 987 C3 4V: the world's most powerful production motorcycle

The name Vyrus may not be familiar to motorcycle enthusiasts when they begin reading this article, but by the end of it, there’s every chance it will be at the top of their list of “dream bikes.” The small Rimini-based Italian company is currently best known for producing the Bimota Tesi 2D, but the company's new, top-of-the-range, Vyrus 987 C3 4VV naked superbike is just about to propel it to even greater world renown, leapfrogging past a gaggle of superbikes to become the most powerful production motorcycle in the world. It's more powerful than Ducati’s Desmosedici RR, MV Agusta’s F4 312RR, Suzuki’s Hayabusa or Kawasaki’s ZZR1400. The hub-centre-steered Vyrus runs a 211 bhp supercharged 1198cc 1098R Ducati engine, weighs just 158 kg and costs EUR 65,000 (US$91,700).

The 4VV is the lightest and most powerful of four Vyrus variants.

The base model 984 C3 2V comes with a 100 bhp two valve 1000DS air-cooled Ducati engine, weighs in at a featherweight 150 kg and sells for EUR 33,400 (US$47,000). Just to put that weight in perspective, a MotoGP bike weighs 148 kg.

Next up the ladder is the 985 C3 4V, which weighs in at 157 kg, uses a 155 bhp 999R water-cooled Testastretta Ducati engine and costs EUR 50,000 (US$70,500).

Second from top is the 155 kg 987 C3 4V which sells for EUR 55,000 (US$77,500) and uses a water-cooled 1098R 1198cc Ducati engine producing 184 bhp

Finally, the range-topping 987 C3 4V V takes the 987 C3 4V and adds EUR 10,000, a supercharger, three kilograms, 27 bhp and, of course, the title of being the world’s fastest production motorcycle.

Take a close look at the Vyrus in the photo gallery and you’ll see the machine is full of innovation and incredible attention to detail, and very much a production of Vyrus’ owner, Ascanio Rodorigo.

The essence of the Vyrus brand is adequately encapsulated by this short outline from Rodorigo which explains his passion for detail:

I was a young boy, at the airport of Rimini the Ferrari Team came with a tester and a F40 to make brakes homologation. My father, a jet fighter pilot, was invited to participate and was inside the car. Happy and excited by the adventure. I walked around the car and looked at every particular. Lights, dashboard, internal equipment, everything did tell me I thought that was the best thing I could see at that time, the enthusiasm of my father become virulent because his approval of noise, velocity, real sensations and feeling. What a beauty!

My dream was a production of little series of bikes that could give me the fantastic sensation of a Race GP motorcycle but with lights and lateral stand!

The rear swing arm hand bended and welded to be the strongest and lightest possible, the special bolts machine worked to save 3 grams each, the seat with 8 mm foam to have the best feeling in drive, the carbon fibre everywhere, the fuel tank cap screw type, the bleeding system of fuel and engine vapour running in carbon fibre canisters, injection and ignition controlled by the most advanced computer, cable wiring almost invisible but the most complicate available, Racing style dashboards, the best brakes. All the best for a “Championship with a license plate”: the dream became true with Vyrus. I never had compromise since was young boy, why should I change now?

So what’s it like to ride?

The most experienced, knowledgable and best known motorcycle road tester in the world is Brit Alan Cathcart. Cathcart rode the unblown Vyrus and his report is available online here.

Vyrus it's a little workshop, and production is limited and highly exclusive and production of the 987 is currently sold until June. A four month wait seems a small inconvenience to pay for such exclusivity.