Zero Motorcycles to hit the road in 2010 TTXGP

The running of the first ever clean emissions Grand Prix at the Isle of Man in June made 2009 a landmark year in the history of two-wheeled motorsport. Next year is shaping up to be even bigger. A series of races will be run throughout 2010 beginning with TXGP North America Championship at Infineon in Sonoma, California in May. The latest competitor to throw its hat into the ring is US-based Zero Motorcycles, which will make its road racing debut on home turf with a bike that's expected to be based on the Zero S model.

"It is good news that a company of such standing as Zero is committing to TTXGP 2010, said Jeremy Burne, TTXGP North America Director. "This announcement follows on from last week when Italian manufacturer CRP Racing went public with the news that they will be building a bike, the eCRP1.0, for the TTXGP 2010 series. This kind of initiative on both sides of the Atlantic really positions TTXGP as a truly global player."

Zero tasted success on the dirt in Europe recently with the company's MX model winning the Electric Motorcycle Challenge organized by the French Federation of Motorcycles. Zero finished third overall in points for the series and along the way showed the potential of electric drivetrains by beating some 450cc gas-powered motorcycles. Zero also organized the first all-electric 24-hour endurance motocross race back in April - results of that race can be found here.

According to Zero Motorcycles CEO Gene Banman, the company has identified a series of strategic partners for its tilt at the TTXGP and will announce further details shortly. 


The 2010 TTXGP series will also include three events in the UK (Cadwell Park, Lincolnshire on 3-4 July, Snetterton, Norfolk on 17-18 July and Castle Combe, Wiltshire on 11 September), plus another Isle of Man event in June 2010. A grand final for leading teams will be held in November at an as yet unnamed venue.



Source: gizmag.com @By Noel McKeegan

Honda aerodynamic scooter conversion results in 214 mpg

 

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.

Source: gizmag.com @By Paul Ridden

Part dirt bike, 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.

Source: gizmag.com @By Ben Coxworth

Students compete to build racing motorcycles from scratch

The challenge: to design and build a high speed road-racing motorcycle from scratch, with an eye towards cost-effective production. Could you do it? The folks at Spain’s Universidad Carlos III de Madrid (UC3M) think that a team of their engineering students can. The team is competing in the Moto Student competition, which pits university teams from around Europe and the rest of the world against each other to see who can design the best commercially-viable bike.

The contest is being presented by the Moto Engineering Foundation (MEF). They supplied each team with a 125cc 2-stroke engine, shocks, brakes, tires, wheels and muffler. The teams then designed a prototype around those components, with a hypothetical production run of 500 bikes in mind. One catch: the projected manufacturing cost of those hypothetical bikes cannot not exceed 4,500 Euros (US$5,654) per unit. Teams can swap in components other than those supplied, except for the engine. The bike must be finished within three semesters.

The UC3M team started last year by observing production racing motorcycles, to understand their form and function. That was followed by brainstorming sessions and some initial sketches. Next the students used MEF-supplied 3D design software to create the chassis and swingarm of their bike, assemble everything, and see how it all might work together. Now, they have a real-world physical prototype, which they look forward to testing on the track... presumably their test rider is going to be wearing a lot of protective gear.

 While taking part in the competition is a learning experience for the team, their fresh “outsider” approach could also lead to new insights into motorcycle design. "The main challenge has been to start from scratch, choosing an innovative design, without the constrictions of a traditional approach, with the goal of being able to unify the technical solutions which we think can offer us a competitive edge, and which on the other hand, allow us to learn the most possible," remarked Technical Director José G. Pérez Alonso.

The winner will be chosen at the Ciudad del Motor (Motor City) event in Aragón this October. Top prize is 6,000 Euros (US$7,537).

Source: gizmag.com @By Ben Coxworth

The Ostoure super-naked motorcycle design concept

The Ostoure super-naked motorcycle concept is Iranian designer Mohammad Reza Shojaie's take on the street muscle bike of the future. The concept draws inspiration from ancient Persian engravings, combining these with cutting-edge design elements and some high-tech trimmings such as two-wheel drive and an in-helmet heads-up display.

Ostoure means “legend” in Persian, and Shojaie says the bike’s design was inspired by the stone engravings of ancient Persepolis. Combining a muscular look with more delicate detailing, the Ostoure has an aggressive but refined appearance that would not be out of place on the boulevards of the near future.

The concept bike, which exists only as renderings at this point, features two-wheel drive with apparent shaft drive and dual differentials. Although it’s not clear from the renderings, Shojaie says steering is through the front wheel linkage, implying some type of hub steering. You steer the bike using the two handgrips located on either side of the fairing. The designer claims this nonstandard arrangement would be similar to piloting an aircraft.

 

The Ostoure has a single shock suspension on both the rear and front. Because of the front shock’s location, the bike uses a smaller front radiator, supported by smaller radiators located on each side.

Instrumentation is available both on board the bike, as well as through the helmet using a heads-up display (HUD). The Ostoure helmet is rather trick in itself. In addition to the HUD, the lid features a Bluetooth connection to the bike, built-in speakers, and even air-conditioning. The helmet’s controls are located on the bikes handgrip.

Although the Ostoure concept bike features some innovative tech, many of the concepts have been around motorcycles for years. Hub steering was used as far back as the 1920s, and has been seen more recently in Bimota, Tier Motorsports, and Vyrus. Helmet HUDs are currently available for motorcycles from OEMs and after-market providers. Shaft drive is not uncommon, and there are even a few two-wheel drive bikes from Yamaha, BMW, KTM and others.

With it’s eye-catching styling and just-over-the-horizon technology, the Ostoure concept has been generating a lot of buzz. In fact, Shojaie says his design earned him a scholarship to the Istituto Europeo di Design in Italy, so we can look forward to more great work from this promising designer.

Source: gizmag.com @By Alan Brandon

MV Agusta 675cc F3 oozes technology, style, class, power and heritage

The star of the 2010 EICMA motorcycle show held in Milan this week was undoubtedly the new MV Agusta F3. Though many of the specifics of the new three cylinder 675cc F3 have not been revealed, MV claims it has the smallest motor and the most horsepower (138 bhp) of any middleweight bar the Ducati 848 V-twin. The engine uses a counter-rotating crankshaft (claimed to partially balance the gyroscopic effects of the wheels to make a more nimble machine), and comes with ride-by-wire, traction control and multiple engine power maps – all firsts in the class.

Though the bike might be a bit short on detail, what is clear is that the MV Agusta name remains at the extreme end of capability and it's heart-warming to see it still at the forefront of motorcycle engineering.

MV Agusta was once the best known motorcycle brand in the world, and the pride of Italy. It was the motorcycle upon which Giacomo Agostini, John Surtees, Mike Hailwood, Phil Read et al won 17 world MotoGP (then 500cc) riders championships.

In the previous four-stroke era of motorcycle racing, MV Agusta was simply unbeatable - it won 17 consecutive MotoGP (500cc) titles before the two-stroke engine came along, rendering all four-stroke machinery uncompetitive. Its percentage of race starts versus race wins will never be surpassed. Ducati is often likened to being the Ferrari of motorcycles, but MV Agusta has a heritage far more akin to that of the Maranello brand.

In terms of the number of MotoGP riders titles, MV Agusta ceased competing at the end of 1976 yet still has more championship wins (18) than either Honda or Yamaha which have 14 titles apeice. Hence simply hearing the sound of

The frame is similar to its larger brethren in being a mixture of steel tubing lattice and aluminum side plates. It also has a single-sided swingarm with adjustable Sachs suspension unit, while the front forks are adjustable upside down Marzocchis. The brakes employ a Nissin master cylinder and Brembo radial calipers and discs.

That’s as much as we know about the specifications at this point, but you don’t need to be a Rhodes Scholar to recognize many of the visual elements of its larger stablemate and the evolution of one of the most beautiful and balanced motorcycles ever created. MV has without doubt met its obligations in maintaining the style, technology and tradition of the brand in the new F3.

MV is apparently shooting for a price in the vicinity of EUR11,500, though how that will translate into showroom prices in countries outside Europe is still to be determined.

Source: gizmag.com @By Mike Hanlon

The Lito Sora - the biggest, baddest electric motorcycle in Montreal

Montreal's Lito has thrown its hat into the ring with a new electric motorcycle that makes some pretty outrageous claims. A full 12 kilowatt-hours' worth of onboard lithium polymer batteries gives the Sora a massive 300 km range – that's 185 miles between charges. Or you can choose to wrap the throttle on and scream up to a top speed of 200 km/h (125 mph). With chopper/fighter bad boy looks and some interesting and innovative features like in-dash touch screen GPS and electronically adjustable ergonomics, the Sora looks like an absolute animal of a machine. You can't help but think that if it had an accessible pricetag, it would look very tempting to the average biker.

Zero Motorcycles has chosen light weight and low cost as its dual strategy to get the electric motorcycle market started in the US – we assume both those considerations have gone out the window at Lito.

ut then, dropping feather-light weight as a priority opens the door to some things that simply couldn't fit on the Zero S. The Sora uses regenerative braking, for example, which is inefficient on lightweight machines but a handy tool on heavier bikes like this 240 kg (530 lb) beast. It also packs a CV transmission, in a segment where most bikes avoid transmissions altogether – which keeps the engine output efficient at a broader range of speeds and enables the Sora's 125 mph top speed.

A higher weight ceiling also opens the door for more battery cells – in this case, nearly three times the power capacity of the Zero S at 12 kWh. That means there's more power to spend, whether you choose to spend it conservatively on longer range, or more gregariously on massive acceleration and high speeds.

The downsides to such a huge battery pack are equally compelling; the Sora takes a whopping 8 hours to charge from empty (although it does have the nifty feature of sending you an email when it's ready to go). Also, battery packs are still stupendously expensive. So 12 kilowatt hours' worth of lithium polymer will cost around as much as a new Japanese superbike, or maybe more.

 

One interesting innovation on the Sora is the way the tank-mounted GPS system is integrated with the battery management system. Punch in your destination, and the Sora will calculate how much power it needs to get you there – and it will adjust your available power along the journey to make sure you get there with charge to spare. It's a very smart feature designed to eliminate the range anxiety you tend to feel on an electric knowing that your battery is dwindling and it'll take anywhere up to several hours to get it charged back up.

Another new touch is the idea of on-the-go adjustable ergonomics – the Sora's stubby seat unit can move as much as 10 cm (4-inches) up and down to completely change the feel and handling of the bike. Drop it down for a relaxed, cruisy highway position, crank it up for extra agility and a more aggressive sporting stance. It'll be fascinating to see what sort of difference that system makes to the feel of the bike.

The Sora is more than just a concept – Lito has built at least one of these things, and in the flesh it looks, well, about 80% as tough as something Confederate might make. Which is TOUGH! The bizarre downward slope of the aluminum frame quickly becomes familiar to the eye, the front end is clean and muscular, and the bobbed back end looks absolutely superb. The flared battery cells are an acceptable substitute for a big lump of engine down below, the belt drive and swingarm look techno-amazing and the overall effect is one hell of a sexy bike.

There's no price listed for this beauty, but it's going to be expensive. The batteries alone will propel it pretty high up the list of motorcycle prices – and then there's the lightweight aircraft-grade chassis, the carbon fiber fairings, the CVT, the GPS, the proprietary software, the Elka suspension … we shudder to think what the final pricetag will be.

But by Odin we'd love to ride it.

Yamaha's 50th Anniversary R1 gets traction control

Yamaha's R1 will gain a six-mode MotoGP-developed Traction Control System (TCS) for the 2012 model year, along with a new ECU (Engine Control Unit) with new mapping. It's the only real change to the R1 for next year though, and Yamaha's premier sports bike will again be the heaviest of the liter bikes.

Other changes to the uprated YZF-R1 amount to cosmetic changes, (including the option of a 50th anniversary paint job), a slightly reshaped front cowl, a new YZR-M1 style handlebar crown, and reshaped footpegs.

The Traction Control System has been developed "using feedback gained from the winning Yamaha YZR-M1 MotoGP racer" according to the press statement.

When the TCS sensors detect wheelspin, the ECU adjusts the degree of throttle opening, fuel injection volume and ignition timing to reduce power to the rear wheel. There are six levels of traction control plus it can be switched off completely.

 

As the engine also has three mapping settings available to the rider via the Variable Map Function, the 2012 YZF-R1 effectively has twenty-one set-up options, but that may not be enough to persuade buyers to part with their cash given the many options available in the marketplace these days.

BMW's S1000RR has all that adjustability and more, and in stock form will blow the R1 away in a straight line, and Yamaha's addition of traction control is playing catch-up to most of its competitors - quite disappointing in a year in which it is celebrating celebrating 50 years of racing.

Kawasaki celebrates 40 years of the Z1

It's forty years since Kawasaki astonished the motorcycling world by showing the 903cc Z1 superbike at the 1972 Cologne Show. Some special activities are being planned for the 2012 Cologne Intermot show to commemorate the event.

The 82 bhp 903cc four-cylinder machine changed the world of motorcycling, beginning the horsepower war between the leading sports bike manufacturers that has seen horsepower increase by 150% and weight fall by 20% in the ensuing four decades.

Whatsmore, it did so at a very affordable US$1895 and was one of the key motorcycles which established the reputation of reliability and performance for Japanese motorcycles.

The Kawasaki 900 was originally developed as a 750 by Kawasaki designer Gyoichi Inamura and his team in the late sixties, but the surprise appearance of the Honda CB750 in 1969 meant that Kawasaki elected to wait and further develop its motorcycle as it did not wish to be seen doing a "me too", and the engine was subsequently enlarged to 900cc.

 

A decade after the Z1 was launched, I attended the launch of the "next" Kawasaki 900, the GPZ900R at Laguna Seca in California, and I was able to ride the original Z1 back-to-back with the GPZ900R - the contrast was stark, with the Z1 having so much low down torque that it felt like it had a truck engine in comparison to the high revving GPZ.

Kawasaki intends to tour an exhibit of historic motorcycles from the Z series around Europe over the coming year, culminating in a special exhibition in October during the Intermot show in Germany.

Adiva unveils all-electric CARGO3 tilting three-wheeler

If there is one thing that electric motorcycles are ideal for, it is for ferrying deliveries around congested urban centers quickly and efficiently. And that's just the market Italian-based Adiva has in its sights with the CARGO3 scooter it displayed at the 2011 Tokyo Motor Show. Similar to the newly electrified Honda Canopy, the CARGO3 is an all-electric tilting three-wheeler (one front, two rear) that features a rear deck to accommodate an optional rear mounting box, plus a roof, deflectors and wiper-equipped wide windscreen for protection from the elements.

Measuring 2165 mm (7.1 ft) long, 805 mm (2.64 ft) wide, 1,805 mm (5.92 ft) high and with a seat height of 720 mm (2.36 ft), the CARGO3 weighs 180 kg (397 lb), boasts a 100 liter+ (26.4 gal US) trunk capacity and can carry a load of up to 60 kg (132 lb). It is driven by two 0.5 kw electric motors, each providing a maximum torque of 180 Nm, with power supplied by a LiFePO4 battery that can be charged in around six to eight hours and gives the vehicle a maximum range of 50 km (31 miles).

Adiva has over a decades worth of experience in producing enclosed scooters and received an international patent for its innovative foldable roof in 2004. That design can be seen on previous Adiva models, including two-wheelers and three-wheelers in both one front, two rear and two front, one rear configurations. Like the Yamaha EC-Mui that was also on display in Tokyo this year, the CARGO3 follows the one front, two rear set up that Adiva says combines the agility of a scooter with the safety of three wheels.

Adiva's claims that the CARGO3 is ideal for delivering newspapers, letters and small parcels have already helped the company secure two major buyers in the form of the Japan Post Service and French Post Office.

Horex V6 motorcycle set for production

One of the sensations of recent times in motorcycling circles was the first showing of the VR6 Horex Roadster, with its extraordinary 200 bhp, narrow-angle, V6 supercharged engine. The name Horex is well known in Germany for its motorcycles, and the resurrection of the name is now almost complete with series production set to begin.

The new Horex VR6 Roadster factory will only build pre-ordered machines, with the engines built by Weber in Markdorf and the build performed on four sequential workstations in Augsburg. Each workstation is equipped with a PC so that the build of each machine can be documented. One mechanic builds a complete bike from start to finish, even performing the final dynamometer test.

The factory will only build pre-ordered bikes, so every bike built will be built to the specifications of its owner.

Initial low-volume production is expected to begin in the next few weeks with the price beginning in the EUR20,000 vicinity and climbing with the degree of customization required. Initially, you'll need to go to Germany, Austria or Switzerland to get your hands on one, but expansion is planned beginning next year into France, the Benelux countries and Italy.