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.

We are trying to find out if its true will keep you posted. (If you know anything about this please drop me a email at sri at preownedbike.com!)

In meanwhile enjoy this [Not safe for work!] clip.

Acknowledgement: Photo in thumbnail is courtesy of Vte.Moncho used under creative commons license.

Munich. Winning the overall ranking in style, being victorious in two categories and scoring four more top ten positions in the reader’s vote „The best sports motorcycles 2010“ of PS (Das Sport-Motorrad Magazin) BMW Motorrad continues their success story. It was crowned with winning the title “Best motorcycle brand”.

“I’m glad to hear of the overwhelming victory of our new S 1000 RR in this vote focussed on sporty motorcycles. I would like to thank the readers of PS most sincerely for their votes. This reflects the enormous enthusiasm for our products.”, said Hendrik von Kuenheim, Head of BMW Motorrad, commenting on the result of the vote.

With BMW Motorrad represented in the category “Best sport motorcycle over 700 cc” with a 4-cylinder supersports bike for the first time, the new BMW S 1000 RR won this class at the first go, thereby underscoring its superior technical conception combining highest performance with Race ABS and Dynamic Traction Control DTC.

At the same time the S 1000 RR secured the title „Best sports motorcycle“ by a wide margin. The BMW K 1300 S came undisputedly in first in the category “Best sporty all-rounder”. More top ten finishes were achieved by the BMW Motorrad models R 1200 GS Adventure, F 800 GS, K 1300 R und HP2 Sport.

In addition BMW Motorrad won the title “Best motorcycle brand“.

Honda developed the EV-neo, an electric scooter designed to provide the durability necessary for business use, envisioning a wide range of uses by businesses such as delivery services. Equipped with a lithium-ion battery and a brushless motor, EV-neo realizes excellent environmental performance with zero CO2 emissions in use. The battery is rechargeable using a household power source with attention given to the range per charge. Moreover, EV-neo provides performance equivalent to that of mass-market under-50cc gasoline engine motorcycles realizing a powerful ride even with cargo by leveraging the characteristics of a high-torque motor even at a low speed ride.

Under the key words of “quiet and clean” Honda held the world premier exhibition of the EV-neo concept model (under the name EVE-neo) at the 41st Tokyo Motor Show in 2009 as one of Honda’s new-generation personal mobility products which will contribute to the realization of a low-carbon society while transporting people and cargo. The mass-market model of EV-neo is currently under development.

[ Key specifications of EV-neo Prototype ]

Range Over 30km (at 30km/h on a flat road) per charge

Battery type/make Lithium-ion battery manufactured by Toshiba

Charge performance charged in approximately 4 hours (100V power source)

Honda was looking to take the original Valkyrie to the next level. When it was first introduced, this bike, which had been derived from the 1520cc Gold Wing, had a significant impact on the motorcycle market. The Valkyrie was the first genuine power cruiser, a custom-styled motorcycle that had plenty of muscle, great handling and long-distance touring abilities to go along with its good looks. It really expanded the notion of what a cruiser’s functional capabilities could encompass, and in doing so the Valkyrie built an unusually strong following. So they wanted to extend this concept once again and take another cutting-edge motorcycle into uncharted territory.

Timeline

While it’s true the Rune sprung from the fertile minds of Honda’s futurist designers, shades of this revolutionary machine were seen in real steel nearly 10 years ago. The Rune traces its lineage back through a line of concept vehicles all the way to 1995, when Honda revealed the radical Zodia at the Toyko Motor Show.

Zodia

The Zodia was an innovative concept cruiser, a high-tech custom showcasing engineering concepts never seen in production, and styling that blended elements of classic retro lines with new-age futuristic technology. Some of the Zodia’s more shocking design elements, such as the trailing-link front suspension and single-side swingarm, are now seen in the Rune.

The Zodia’s senuous body lines wrapped around many other unique features. Powered by a 1500cc maintenance-free overhead camshaft V-twin, the Zodia transferred engine power to the rear wheel via Honda’s innovative hydro-mechanical automatic transmission, the HFT (Human Fitting Transmission). Braking was supplied by unique rim-mounted brakes assisted by Honda’s latest generation of Linked Braking/Antilock Braking System.

The T-Series Concepts

Three years after the Zodia first appeared, Honda revealed another concept machine, this one based on the Gold Wing’s horizontally opposed six cylinder engine. T1, as it was known, would be followed by three more concept bikes in the T-series, each seemingly more radical than the next. While all four began as Honda Research America (HRA) ideas and sketches, outside sources-including a master fabricator not connected with motorcycling in any way-were also tapped in order to push the boundaries of design beyond the usual limits. All the T-series concept bikes were shown to the public, and Honda carefully gauged public reaction. Of the four, T2 clearly triggered the most response. In fact, so strong was public opinion that Honda should build a motorcycle exactly like T2 that this perspective became the core objective of the Rune. Not surprisingly, the Rune and its T2 concept forebear appear nearly identical.

Concept Type 1

First to be introduced to the public in late 1998/early 1999, T1 aims to evoke a hot-rod or muscle car image. Purposely abbreviated body parts shift the focus of T1 away from exterior parts and onto the engine.

Based on a steel-tube twin-spar frame, the brightly painted frame members sweep back to lend a sporty image, one that is enhanced by the chromed, cast-aluminum swingarm pivot and stylized grab rail.
The grab rail is faired into the rear fender (a similar treatment was given to the VTX), which is chopped for a shorty look and also sports an integrated LED taillight that produces a clean, uncluttered appearance in the rear end.

The smoothly integrated tank/seat junction has also been echoed in the VTX, as is the handlebar-clamp mount for the speedometer-two more styling elements that make for sleek, clean lines. The design of the T1′s exhaust pipes has been loosely derived from sportbikes and muscle cars, thereby adding to the sporty, performance image.

The rear suspension is a distinct departure from the Pro Arm single-shock design. A cast aluminum swingarm and a chrome-plated strut lead to a single shock that purposely peeks out from under the seat and fuel tank.

Concept Type 2

T2 blends together a neo/retro persona; retro with respect to the deep fenders and low-slung tank that are evocative of lowered and chopped roadsters from the 1940s and ’50s. Yet the T2 is cutting-edge with its use of a six-cylinder engine and aluminum twin-spar frame plus Pro Arm rear suspension.

The radiator shroud transcends function to become a full- on styling element with sweeping curves that also hark back to classic roadster grills.

On the T2, the single-sided Pro Arm swingarm stands out in its full glory; note the massive construction!
Taking advantage of the right-side Pro Arm, the left rear quarter has been purposely left unencumbered to highlight the gorgeous rear wheel that is perfectly framed by the strong lines of the sweeping, flared rear fender. Notice the clean and functional look provided by the knock-off wheel hub.

The beautifully integrated, faired-in muffler was kept short to keep the rear wheel area open, but it makes its own powerful statement along the way.

The bold, massive look to the radical two-shock trailing- link front end lends a strong mechanical presence, further feeding the neo/retro presence.

The unique dual-bulb headlight treatment includes a projector beam in the bottom portion, which gives the headlight a very different face. Note the painted headlight shell with the chromed cap.
With the instruments packaged into the wing-shaped handlebar cover in futuristic style, plus the flush-mounted LED taillight/turn signals, the T2 offers a distinctly neo look from head to toe.

Concept Type 3

The drag strip served as the inspiration for the T3, with styling aimed toward a more performance-based machine rather than a pure cruiser. Note the tubular steel frame, flawless hand-formed aluminum body pieces, and air scoops on each side, in keeping with the drag bike look.

With a raked front end, bold pipes and short fenders, the T3 takes on a very businesslike appearance.
The sweeping fan-shaped arrays of triple exhausts on each side tickle the eyes and tease the ears; with six-into-six pipes, what would this bike sound like at full chat?!

Drag-style handlebar and an upright speedometer lend a functional air to the T3′s treatment, one that is capped off by the gigantic 230/60-16 rear tire. The conversion to chain final drive is most appropriate.
The front wheel presents a beguiling look; the brake discs bolt up directly to the wheel’s five spokes rather than through central disc carriers, creating an unusually open and airy appearance.

The T3′s rear fender offers a nicely integrated, organic style treatment as it flows curvaceously forward and downward into the seat and “side panel” area.

Concept Type 4

Unlike the first three designer-driven T-bikes, the T4 concept is unique in its intent as a technical material study-an internal showpiece that is a rolling exercise in construction techniques. T4 was formed by the hand of master fabricator Mike McCluskey, a man who usually spends his time restoring Ford Cobras and vintage aircraft. Striking as the styling may be, it’s the flawless execution and expert craftsmanship that really stand out.

The twin-spar frame consists of three sections of solid billet aluminum per side plus the steering head; all have been milled to shape, then welded together in virtually seamless perfection. Billet aluminum triple clamps top off the exquisite front end. The three pieces of the swingarm were likewise milled from billet, and the exposed-shaft driveshaft moved outboard for rear-wheel clearance. The driveshaft’s front and rear gearcases are also milled billet items.

Even small, unobtrusive pieces such as the front engine hanger have been milled from billet; it’s a real piece of artistry in metal, squirreled away from sight.
With flush-mounted allen head bolts and clearcoat finish over brushed aluminum, the T4 finish exudes a very mechanical presence.

More than a styling exercise, the hand-formed aluminum chin piece also houses the radiator element within its vented confines. Note the tidy little coolant reservoir that resides on the right side of the engine.
Nothing too subtle about the rear drag slick-it’s the real deal, a 26.0 x 9.0-15. Outrageous? You bet!
Custom-made pieces include the exhaust system, coolant tank, battery box and taillight.

Acknowledgement: Honda

In “Dinner for RR” the BMW S 1000 RR knows the trade even better: Thanks to its acceleration of 2.9 seconds from 0 to 100 k.p.h. the bike is able to pull the tablecloth even from a huge, impressing banquet leaving all the china and glasses intact.

If you haven’t seen the “Dinner for RR” clip yet, here is the clip.

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.

Nestled in this famous seaside resort is Vyrus – a small, exclusivist Italian motorcycle manufacturer.

Dream child of Ascanio Rodorigo a true craftsman, if there ever was one. Who describes his passion as follows:

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’m a race car, only race sensation, rude but efficient) 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?

Vyrus initially worked alongside Bimota on the evolutionary development of Bimota’s “Tesi” motorcycle.

The “Tesi”, meaning Thesis in Italian, had its origins as a university engineering project linked to Massimo Tamburini.

The Tesi design was easily distinguished by the use of its Hub-center steering front suspension arrangement. The incredible fact is that the Hubsteer front-end is extremely stable and makes bikes using this very easy to handle and drive.

Vyrus split from the Bimota and completed the first evolution of the Tesi’s development, marketing the bike under their own name.

Vyrus has till recently two models:

Vyrus 984 C3 2V

• Engine type 4 stroke
• Number of cylinders 2 L shaped 90
• Bore 94 mm
• Stroke 71.5 mm
• Displacement 992 cc
• Compression ratio 10,5 : 1
• Lubrication system forced by pump at gear
• Cooling system Air cooled
• Power 90.5 hp
• Maximum Speed 232 km/h
• Valve gear Two valve Desmodromic
• Clutch Dry multiple disk
• Gearbox 6 speed
• Fuel injection Electronic EFI euro 1
• Front suspension Progressive link FG Suspension fully adjustable
• Rear suspension Direct System FG Suspension fully adjustable
• Frame Double omega design
• Steering From 18° to 24°
• Trail From 80 mm to 106 mm
• Front brake 320 mm Twin floating disks
• Rear brake 210 mm single disk
• Front tyre size 120 75 zr 17 – mt 3.50
• Rear tyre size 180 50 zr 17 – j 5.50
• Dry weight 150 kg
• Tank capacity 16 litres
• Wheelbase 1365

and

985 C3 4V

• Mo 4 tempi
• Number of cylinders 2 L shaped 90°
• Bore 104 mm
• Stroke 58.8 mm
• Displacement 999 cc
• Compression ratio 11.9:1
• Lubrication system Forced by pump at gear
• Cooling system Water cooled EWSC (Electronic Water System Control) Power 155 bhp
• Maximum Speed 292 km/h
• Valve gear 4 valve Desmo system
• Clutch Dry multiple disk
• Gear box 6 speed
• Fuel injection Electronic Control Unit by EFI
• Front suspension Progressive link FG Suspension
• Rear suspension Direct system
• Frame Double omega design
• Steering From 18° to 24°
• Trail From 80 mm to 105 mm
• Front brake 320 mm twin floating disks
• Rear brake 210 mm single disk
• Front tyre size 120 75 zr 17 – mt 3.50
• Rear tyre size 190 50 zr 17 – j 5.50
• Dry weight 157 kg
• Tank capacity 13 itres
• Wheelbase 1395 mm

The 985 has V-twin 4 valve Ducati engine which develops a claimed 150 HP.

The engineers of the company are experienced in high-class motorcycles: many of them having worked for companies like Ducati or Bimota.

All materials and constructive process comes from aerospace and F1 technology. A total of approximately 750 different parts (and about 100 days) go into making the most exclusive, lightest and advanced custom sports bike ever. Each bike a creation specific to fit the client.

In all, Vyrus make only 20/25 units per year, a sort of atelier of motorcycle.

Clients from all over the world come to Vyrus to create their dream bike (Tom Cruise has been one of them).

987 C34V

987 C34V – is the newest model and is equipped with 185hp Ducati Engine. Also available with a supercharged version that produces 211bhp.

It’s the lightest sports bike ever produced in series and includes many technical innovations.

Here are some pictures of the bike:

Here is a picture montage the bike – factory/history:

Acknowledgement: Vyrus, wikipedia

The system may enhance rider safety by shielding the rider from harsh ambient weather conditions. By reducing heat and cold fatigue, that may impair the rider’s concentration, the rider will be more relaxed and alert on his or her bike.

The system can also be mounted on ATV’s, snowmobiles and other open-air vehicles.

The Motorcycle A/C System comprises a compact A/C unit and a lightweight air-delivery unit:

The A/C unit employs solid-state technology also used by NASA, rather than conventional and bulky compressor-based technology. Therefore, the unit is compact, requires relatively low power to operate (from on-board electrical system) and is very reliable.

Note that the system is compatible with heavyweight motorcycles, as these bikes provide sufficient power and mounting space.

It is also Eco-friendly as it does not use any gases harmful to the Ozone layer and has a very low carbon footprint.

The A/C unit has several pre-set modes: 3 cooling modes, 3 heating modes and 3 ventilation modes.

The system is operated by a key-chain wireless remote control unit.

The air-delivery unit is a lightweight vest to be worn under protective gear.

Conditioned air from the A/C is driven into the vest via a compact manifold that is installed in the vest. The air is distributed evenly over the torso, generating a comfortable micro-climate under the protective garment.

Here is the video of the system in use.

We have not had a chance to try the unit out but please if you do, drop us a line – would love to hear how it works out!

Acknowledgement: Gizmag, EntroSys