The auction already has bids in excess of $150,000 for the two custom-built motorcycles. Bidding continues until the auction closes at 5:50 p.m. EDT on July 31. The auction proceeds will be added to more than $500,000 that Cadillac has helped the organization raise since last September.

Leveraging the iconic Cadillac brand equity, the Discovery Channel’s “American Chopper” series pit the highly competitive father-and-son duo Paul Teutul Sr. and Paul Teutul Jr. in a contest to design and build the best Cadillac design-inspired chopper.

Over the months, the show has featured visits from Duchenne kids at the facilities of Orange County Choppers and Paul Jr. Designs, and the General Motors Technical Center, where the final choppers were unveiled last June.

“You guys captured all of the design cues we work so hard in the studio to create and you’ve put it together in a very expressive way,” GM Vice President of Global Product Design Ed Welburn said at the unveiling. “The fact that they both look very different but are both very obviously Cadillac-inspired is very cool because it shows the breadth of Cadillac design.”

Cadillac’s partnership with CureDuchenne began in September 2010 in preparation for Super Bowl XLV. Cadillac donated ad space during the latter part of the NFL and college football seasons and auctioned Super Bowl tickets to raise nearly $500,000 to benefit CureDuchenne. That was followed by a Cadillac-sponsored auction and satellite radio ad campaign with Justin Bieber.

“Cadillac’s support has been nothing short of incredible,” said Debra Miller, president and CEO of CureDuchenne. “They have put CureDuchenne on the national radar in this country and that has helped mobilize a volunteer base that all want the same thing as we do – to find a cure for this devastating disease.”

Duchenne is the most prevalent form of muscular dystrophy, affecting one in every 3,500 male births around the world. Approximately 20,000 boys and young men are living with the disease in the United States, many of whom will not survive their teenage years.

The CureDuchenne organization directs its resources to peer-reviewed research programs that have greatest potential to provide treatments and cures for the current generation of Duchenne boys.

“Their organization has an entrepreneurial spirit that Cadillac is drawn to as a brand,” said Don Butler, vice president for Cadillac marketing.”They are not afraid to create their own path of innovation toward new solutions and technologies.”

Paul Teutul Sr.’s Cadillac-inspired chopper features a 160-hp diamond-cut and polished S&S wedge motor, large Brembo brakes, an angular frame, handlebars and lighting, and a centered rear exhaust similar to the CTS Coupe. The bike also features other Cadillac design cues, including a V-Series mesh tank area (containing a nitrous-oxide system), V-series badges and a CTS clock on the center tank.

“The wheels, lights, grilles are identical to the car,” Paul Sr. said during the unveiling. “Because the CTS-V has a 560-hp supercharged engine, we made the air cleaner into a ‘super-charged’ intake and added fuel injection.”

By contrast, Paul Jr.’s chopper has a more fluid design, blending curves around angular chevron design accents, side pipes and black diamond paint with Cadillac V-Series insignia. It also has a Crazy Horse motor, air suspension, large yellow V-inspired brake calipers, and taillights and trunk badges from a CTS sedan on the wide rear fender.

“When we were asked to build a bike for Cadillac, we immediately gravitated toward the CTS-V. It’s exactly what we do with motorcycles” said Paul Jr. “The CTS-V has the lines, the power, the looks, so a lot of our design cues were pulled from the CTS-V.”

Paul Jr.’s cycle is the favorite among fans with more than 138,000 members joining his Facebook page and bids for his chopper topping $110,000. Bids for Paul Sr.’s chopper have topped $50,000 with almost 10,000 Facebook members.

About CureDuchenne

CureDuchenne, a national nonprofit organization located in Newport Beach, Calif., is gaining international attention for its efforts to raise funds and awareness for Duchenne ­– a devastating and lethal muscle disease in children. One in every 3,500 male births results in a child being afflicted with the disease. Over 300,000 boys and young men are living with the disease worldwide, and many will not survive their teenage years.

Acknowledgement: Cadillac

Passionate, dedicated, practical-minded designer seeking opportunity. 10+ years of experience in the automotive industry, contributing a vivid balance of fresh ideas and common sense. Led a series of projects including consumer product, automotive color & trim, aftermarket, & graphic design, video editing/animation, and marketing support.

Here are the images of his that caught our eye.

The 3R-C, a three wheeled battery electric model, envisions a single occupant vehicle for zero emission commuting.

Here is the video with an edited package with general views and soundbites.

Six-cylinder power units have always had particular appeal, offering not only supreme smoothness and refinement, but also superior power and performance as well as a truly emotional driving – or, in this case, riding – experience. A further point is that the typical sound of a straight-six almost like a turbine is absolutely incomparable, with straight-six power units at BMW having stood for fascinating engine technology in BMW cars for more than seven decades.

Looking at motorcycles, inventive engineers have also tried time and again to offer the enthusiast the thrilling concept of a straight-six power unit. But while a few engines in straight-six configuration have indeed been fitted in motor­cycles both lengthwise and crosswise, the straight-six has never really made a genuine breakthrough neither on production models nor in motorcycle racing.

Depending on the way the engine was fitted, six cylinders in-line inevitably made the engine either very long or very wide, creating disadvantages in terms of the running gear, weight distribution, and the centre of gravity. A further drawback was much higher engine weight usually setting off the benefits of extra engine power.

The BMW Concept 6 now proves that a straight-six, benefiting from the most advanced construction and production technology, may offer not only unique prestige, but also a supreme standard of riding dynamics.

The new BMW straight-six will further expand the K-Series in the foreseeable future. The first model to be introduced will be an innovative and luxurious BMW touring machine. Reflecting the tradition of the BMW K-Series, this will of course be a genuine top-of-the-line product.

Highly compact and dynamic six-cylinder.

The starting point for this dynamic introduction of the straight-six in the new Concept 6 from BMW Motorrad is of course the extremely compact form and configuration of the engine. The power unit is approximately 100 mm or 4″ slimmer than all former straight-six production engines and only a bit wider than a large-capacity straight-four with conventional technology.

The reduction in width is achieved in particular by the slightly over-square bore: stroke ratio with relatively long stroke and very small gaps between cylinders. To achieve this very compact configuration with minimum width, the electrical ancillaries and their drive components are positioned behind the crankshaft in the open space above the transmission.

High-tech lightweight construction in all areas serves to make the power unit relatively light from the outset, important components in this context being the two hollow-drilled camshafts and the very light connecting rods. The perfect compensation of masses ensured by the configuration and layout of the engine avoids the need for a balance shaft and its drive elements on the new straight-six, which again means lower weight and enhanced running smoothness.

In its layout, the straight-six featured in the Concept 6 follows the well-known straight-four in the K 1300 model series, again coming with cylinders tilted to the front by 55o. This ensures not only a low centre of gravity, but also very good weight balance as an element essential above all under sporting conditions for precise feeling and clear feedback from the front. A further advantage is that the tilted engine provides extra space for the aerodynamically positioned intake manifold directly above the engine and allows ideal configuration of the frame profiles following the flow of power.

The straight-six featured in the BMW Motorrad Concept 6 comes with dry sump lubrication. Apart from greater reliability even under extreme conditions, dry sump technology serves to keep the crankcase particularly low and flat, with the engine being fitted lower down and masses concentrated around the centre of gravity. Doing without an oil sump, the engine may be positioned far lower than on a conventional layout.

The oil reservoir is provided by an oil tank integrated at the rear of the engine block. This avoids the need for a separate tank, again helping to make the entire power unit more compact and reduce weight to a minimum.

Maximum supremacy in running refinement and performance.

Designed and laid out as a straight-six, the engine also opens up new dimensions in motorcycling in terms of supremacy, power reserves, performance and running refinement.

Output of the new six-cylinder will be in approximately the same range as on BMW’s 1.3-litre straight-four power units. Torque, on the other hand, will be right at the top of the range, even in comparison with the largest motorcycle engines, such superior power and muscle coming inter alia from engine capacity of no less than 1.6 litres.

The engine’s power and performance characteristics are equally impressive, offering 130 Nm or 96 lb-ft of torque from just 2,000 rpm and at the same time revving up almost to 9,000 rpm – a dynamic potential quite unparalleled in the tourer segment. This alone qualifies the engine of the Concept 6 as the ideal power unit for a wide range of different motorcycles.

Environmental compatibility and all-round economy re-defined.

The Concept 6 shows the absolute supremacy of its six-cylinder drive system also in ecological and economic terms. Fuel consumption of this six-cylinder naturally equipped with a fully controlled catalytic converter is lower than on a comparable four-cylinder under normal touring conditions. The use of E-gas technology (ride-by-wire) then offers further potentials for enhanced fuel economy and riding dynamics throughout a wide range of different riding modes and conditions. And last but not least in this context, the straight-six power unit featured in the Concept 6 offers long inspection intervals through the use of cup tappets controlling the engine valves.

Dynamic and powerful design in Café Racer style.

Supremacy and dynamism are also borne out clearly by the thrilling design of the Concept 6 and, as usual, this project from BMW Motorrad is more than “just” the attempt to develop a motorcycle of a kind never seen before.

Working on Concept 6, the designers at BMW Motorrad have therefore focused yet again on technical function and quality and, in particular, the emotional element bringing together man and machine. Their rule, quite simply, is that a motorcycle must not only follow the laws of functionality, but also arouse emotion in all its facets. In a nutshell, therefore, the machine must be simply thrilling.

Precisely this is why the design of the Concept 6 focuses in particular on the powerful straight-six engine as the heart of the machine. Conceived as a mixture of classic and modern styling elements in motorcycle construction, the Concept 6, with its long front end and short rear, takes up the design language of the legendary Café Racer. Powerful and muscular, the body elements extend around the power unit finished in a special platinum colour, presenting the engine almost adoringly from every angle.

Smooth and soft lines ensure fully organic integration of the power unit within the machine, while at the same time they create a powerful, exciting and dynamic contrast to the sharply contoured front and rear ends.

The so-called Split Face, a well-known design element of the latest models from BMW Motorrad, extends smoothly from the front of the fairing all along the top of the fuel tank made of carbon-fibre, again confirming the high technological standard of the Concept 6 and forming an exciting contrast to the outer shell in aluminium with its white layers. The division into three sections created by the Split Face is further accentuated at the front by the LED headlight integrated longitudinally in the machine in its rod shape and by the slender LED rear light extending far up into the seat hump.

The powerful and supreme character of the Concept 6 is also underscored by the six-chamber exhaust system complete with sidepipes and the strong presence of the intake ducts again finished in platinum look. Aerodynamic components such as the twin-tipped engine spoiler and the air guide elements derived from the design of the new S 1000 RR Supersports, on the other hand, bridge the gap between functional and clearly visible technology, on the one hand, and the soft and smooth design of other body elements, on the other.

Innovative suspension technology and equipment

The suspension of the BMW Motorrad Concept 6 is built around a light-alloy bridge frame as well as Duolever and lightweight Paralever arms holding and guiding the wheels front and rear. Seventeen-inch HP forged wheels as well as the extra-large brake system with its six-piston fixed callipers emphasise the sporting look of the new machine and its high level of technology.

The outstanding supremacy of the Concept 6 and its drivetrain is also reflected by details such as the instrument panel intentionally kept in minimalist design but nevertheless completely equipped with all the instruments and gauges required. While a digital display performs its usual function of clearly presenting road speed, there is intentionally no rev counter on account of the supreme flow of power at all speeds. So instead of a conventional rev counter, a LED display shows the rider at all times how much torque is readily available whenever required.

Here is a video of the bike

via : BMW

SIMPLE – light in weight, low on energy

Simple combines features and advantages from both automobiles and motorcycles. The concept owes its passenger cell to the car, providing protection from wind and weather as well as shielding the driver from exterior noise and offering occupants a high degree of safety in the event of an accident. The motorcycle inspired the slim design of the Simple (at just 110 centimetres wide) and its configuration for two people sitting one behind the other. Plus it boasts the dynamic driving style typical of a two-wheeler, allowing you to lean right into corners as desired. The designation “simple” is an acronym of the project name “A sustainable and innovative mobility product for low energy consumption”.

The BMW designers initially planned a small vehicle with low weight and minimal aerodynamic drag properties. Following a concept phase of several months, the pooled requirements and ideas gave rise in 2005 to a vehicle based on tilting technology. In contrast to other vehicle concepts in which only the passenger cell tilts during cornering, here all the driver has to do is determine a change in direction for the appropriate tilt to follow automatically. The stand-out feature of the Simple concept is that it activates the hydraulics only in exceptional situations, for example if the vehicle threatens to become unstable during extremely slow driving, when righting the vehicle during standstill or in extreme situations such as drifting. Otherwise, Simple rides like a motorcycle and, beyond natural gravity and gyroscopic forces, requires no energy whatsoever to lean into a corner. The passenger also benefits from this tilting technology as he feels no transverse forces and, particularly during rapid changes of direction, need not compensate for any lateral movements.

All that is needed to power this lightweight vehicle with a kerb weight of approx. 992 lbs is a 36 kW combustion engine. Acceleration from 0 to 60 mph is estimated at under ten seconds and the vehicle has an excellent drag coefficient of 0.18. Using the electric motor and the combustion engine, the Simple would need just 6 kWh (equivalent to .5 gallons) over 60 miles

CLEVER – cooperative driving pleasure

CLEVER is the acronym for “Compact Low Emission Vehicle for Urban Transport” and refers to a research project aimed at producing a low-emission, practical city vehicle. The CLEVER project was launched in 2002 as an initiative of Berlin’s Technical University, sponsored by the 5th Framework Programme of the EU Commission. Further research partners were the University of Bath, England, the Institut Français du Pétrole and the University of Natural Resources and Applied Life Sciences, Vienna. Involvement on the industry side came from Cooper-Avon Tyres Ltd., the ARC Light Metal Competence Centre Ranshofen GmbH, TAKATA-PETRI AG and WEH GmbH. The BMW Group took over the technological management and the construction of the chassis, interior and exterior. The design and the prototypes likewise came under the aegis of the BMW Group.

Being CLEVER means sitting one behind the other in a three-wheeled vehicle driven by a low-emission natural gas engine. And that adds up to low aerodynamic drag, minimal weight and a small road footprint: the research vehicle is around 3 metres long, 1 metre wide and 1.4 metres tall, weighs in at under 900 pounds and offers no more than a square metre of frontal area to the airstream. But being CLEVER also means enjoying the riding fun of a motorcycle coupled with the safety of a passenger car. To this end, the driver and passenger sit in a crash-optimised aluminium space frame with computer-controlled tilting during cornering, offering occupants a typical two-wheeler ride experience.

Focusing on the essentials of motorised travel in city traffic thus paved the way for new technologies and innovative solutions. The tilting technology, in particular, was then a novelty in this form: the single-cylinder engine along with the seamless CVT transmission are mounted in a subframe to which both rear wheels – controlled by swing arms – are attached. The connection to the front main frame is by a central pin with two hydraulic actuators. Depending on the driving situation, these ensure that the driver and passenger lean into corners by up to 45 degrees. It makes for driving that is free of transverse forces and, for the first time, is entirely computer-controlled.

The research engineers came up with a similarly unusual solution for the front steering, which is controlled by an H-shaped swing arm. To save space and weight on the one hand, while on the other creating a secure connection to absorb energy in a frontal collision, they developed a new kind of wheel hub steering. The pivot pin around which the wheel turns during steering is located inside the wheel hub, allowing the front axle to be attached to the swing arm flanges on both sides. When the driver turns the steering wheel – which, incidentally, comes from the BMW Z4 – a steering transmission with lever arm control transmits the steering commands. This not only prompts the wheel to turn but, depending on speed, also tilts the entire passenger cell into the corner.

A paramount aim of the CLEVER was to use a drive system with minimal emissions. The stipulation of low CO2 emissions in the region of .13 lbs per 62 miles was thus part of the brief from the start. The researchers opted for a fully developed single-cylinder engine with 230 cc displacement and output of 12.5 kW, powered by natural gas from two compressed-gas cylinders. The research vehicle accelerates from standstill to 40 mph in around 7 seconds, going on to a top speed of approx. 60 mph. The two gas cylinders each contain 3.75 lbs of CNG (Compressed Natural Gas) to provide a range of about 120 miles. That means it costs two people $1.5 to travel around 60 miles. The cylinders are also designed to be easily refilled at gas filling stations as well as at home.

On a par with eco-friendliness and energy efficiency, a high level of passive safety was among the principal requirements in the brief. As in a Formula One racing car, the main frame – weighing just over 130 lbs – constitutes the survival cell, while the front wheel and steering ensure a deformation path of some 35 centimetres to absorb sufficient energy in an impact. Thanks to special seat belts and a specially developed driver airbag, the research vehicle complied with the Euro NCAP crash test requirements for small cars at the time: even in a frontal collision at 35 mph, the three-wheeled prototype offered a secure survival cell.

Acknowledgment:- Material used in this article is sourced from BMW.

The BMW C1-E provides exemplary protection for its rider. This is ensured by the safety cell with the conspicuous roll-over bar which dynamically spans the rider seat in combination with the energy-absorbing impact element at the nose end. A further special point is that the C1-E rider wears a seat-belt. In the study this safety feature is highlighted by red belts and belt buckles.

Visually the concept vehicle expresses brand typical sheer driving pleasure and clearly distinguishes itself from typical scooter looks. Its lines are dynamically stretched and flow horizontally with a low visual centre of gravity. The fairing with its windscreen, the luggage space behind the rider and the side stand for effortless parking ensure high suitability for everyday riding combined with a high degree of wind and weather protection.

The electric motor employed in the study has been designed for city use and is based on components by the company Vectrix. The motor obtains its power from a lithium-ion battery and thus possesses sufficient power for mastering most inner-city traffic riding with ease. Alternatively the vehicle could also be equipped with an efficient, low-emissions internal combustion engine.

The safety features of the C1-E have been taken from the former BMW C1 and further enhanced. BMW’s avant-garde two-wheeler is regarded as a milestone in safety on two wheels. It is the only motorised single-track vehicle to be exempt from mandatory helmet wearing in almost all European countries.

This BMW Motorrad study is to remain the only model of its kind. Series production is currently not planned. Nevertheless, findings from the project will find their way into other future developments in the field of single-track vehicles.

eSUM stands for European Safer Urban Motorcycling. It is a cooperation project between major urban European motorcycling centres and motorcycle manufacturers. The cities currently involved in the project include Paris, Rome, Barcelona and London and the manufacturers are BMW and Piaggio.

The advantage of two-wheeled transportation is that it offers a great opportunity for improving the flow of traffic in urban locations. Moreover, it is environmentally friendly and lends itself to individualisation. However, the vast majority of accidents occur in urban traffic, in areas where 80 percent of the population live. The idea behind eSum is to look into ways of countering this trend. The joint goal is the identification, development, and practical demonstration of measures which are able to guarantee safe motorcycle and motor-scooter transport in the inner-city traffic of the future.

One of BMW Motorrad’s major concerns over the last twenty years has been the improvement of motorcycle safety. This was amply demonstrated by the consistent strategy which has led to the Motorrad ABS and continued with its long-term ongoing development. Only a few weeks ago, on August 31, the 1,000,000th BMW motorcycle with Integral ABS, a BMW K 1300 R, left the production line in Berlin-Spandau.

Since 2005, a series of further active safety features have been developed to enhance the safety BMW motorcycles still further: RDC Tyre Pressure Control, ASC Anti-Slip Control, the new Race ABS and the DTC Traction Control incorporated in the new BMW S 1000 RR, not to mention the innovative range of BMW Motorrad rider equipment.

Over and above this, BMW Motorrad is also conducting research into forward-looking rider assistance systems designed to increased road safety, as part of the ConnectedRide project. Features being looked at include cross-traffic and traffic-light assistance as well as a warning system for impending poor weather, road obstacles, an approaching emergency vehicle, or sudden braking manoeuvres.

Acknowledgment:- Material used in this article is courtesy of BMW

From the Asimo division of Honda here it is the “bipedal humanoid robot” as honda calls it.

The compact experimental device that fits comfortably between the rider’s legs, to provide free movement in all directions just as in human walking – forward, backward, side-to-side, and diagonally – achieved using the world’s first omni-directional driving wheel system (Honda Omni Traction Drive System, or HOT Drive System).

Honda will continue research and development of the device including experiments in a real-world environment to verify the practicality of the device.

Key specifications of the experimental model

Length × Width × Height(mm) 315 × 160 × 650
Weight less than 22 lbs
Battery Type Lithium ion battery
Operation time (with fully charged battery) 1 hour

Here is the video of the U3-X in action.

And for those of you wonder how the sideways movement works – here is the demo of concept.

If Jean-Michel Thiers (a former Yamaha engineer) has his way the conventional telescopic fork on motorcycles will be a thing of past at least in the super bike category. Jean-Michel developed a single sided hub centric steering concept. He believes in it so much now he has started his own company promoting the idea.

The concept certainly makes a lot of sense. Here are the advantages.

a. 50% anti-dive vs. 90% pro-dive with forks. The classic front fork suspension makes the front of the motorcycle dive under braking which in extreme cases can cause the motorcycle to flip forward. Having a front swing arm allows to design the front suspension with any type of positive dive (like with forks) or negative dive as well as progressive dive. With negative dive the bike will actually raise during braking. Of course most riders like to have some dive to have a feel for how hard they are braking so the ideal bike will have just enough dive to be felt by the rider.

b. Greater comfort. Because the front suspension undergoes less dive during braking it does not tend to compress the suspension as much. This allows for softer springs to be installed.

c. Lighter frame and a lower center of gravity improving handling. There is no longer a need for a sturdy frame around the upper steering column to counter force from the telescopic fork. On some models the engine can be used as the structural main frame of the motorcycle.

d. Suspension rate and dampening can easily be adjusted on the fly as on rear suspensions.

e. Constant stability. Minimal change in wheel base throughout suspension travel.

f. More precise handling. Minimal change in trail throughout suspension travel.

g. Single sided swing arm allows quick wheel removal and installation as only the wheel nut needs to be removed.

h. More compact and aerodynamic overall motorcycle design. Resulting from a lower amount of dive under braking the suspension travel is reduced (although the suspension can be designed to have wide travel for off road use).

i. Increase in braking performance. During braking the reduced dive result in less weight transferred to the front which allows for the rear wheel to absorb more braking power.

j. Greater power to steer the front wheel. Steering ratios can be easily adjusted to provide greater power to steer the front wheel on heavier bike or less handlebar travel to make tighter fairings possible on sport bike. Geared up ratios on sport bikes does not require excessive force at the handle since the four-bar design is easier to steer.

k. More pronounced separation between suspension and steering/control. Allowing adjustment of both to achieve optimum performance. The percentage of anti-dive can be varied with minimal effect to the steering (On telescopic forks, the dive under braking causes the wheelbase to get shorter, the rake to steepen and the trail to reduce.)

Anything that will make it a bit more safer on the road is a winner in our book. We wish Jean-Michel all the best with his idea.

The 4MC is the original work of engineer and company director Nick Shotter. He has specifically designed the 4MC to get its rider through traffic safely yet efficiently.

His interest in safety originated from being injured in a road accident when working as a London motorcycle courier.

The 4MC has evolved through Nick’s rigorous design process which began in 1989. In 2000 the 4MC won a DTI Smart Award for a Feasibility Study.

From 2002 Nick introduced the 4MC to many well known manufacturers with an invitation to buy the 4MC’s intellectual property (IP). Between 2004 and 2008 he built a full sized working prototype to further demonstrate the 4MC.

The 4MC’s unique designs are covered by several patent applications. The 4MC’s patent applications, trademark, and prototype are all part of the 4MC’s IP. At this stage the IP is available for sale. Once the patent applications have been granted the IP will be available for either sale or license.

The prototype’s purpose is to demonstrate the 4MC. To achieve this it was not necessary to equip the prototype with mudguards, lights, or bodywork. The prototype is very sure footed and terrific fun to ride.

Here are some video clips on the 4MC.

Intro:

On wet track:

On dry track:

In stimulated city traffic:

Acknowledgements :- 4MC; Wonderful article at gizmag