Monday, August 07, 2006

AC Schnitzer: Doing more with BMW bikes

The BMW F800S, after it's been given the AC Schnitzer treatment!

German tuning house, AC Schnitzer, have been at it again. And this time, the BMW F800S and the R1200S have been at the receiving end of their magic wand.

For the F800, there is new, sports-oriented suspension from WP, a more substantial fairing, a high-performance titanium exhaust system, and improved engine cooling, resulting in better power delivery.

The R1200S gets funkier and more track-oriented

The R1200S gets fully-adjustable WP suspension, a race-oriented titanium exhaust system, and lightweight forged wheels, which reduce unsprung weight and hence improve steering. An adjustable footrest system is also being developed, for better ergonomics on the racetrack as well as on the street.

That's an R1200R, given the Schnitzer treatment

For more info, visit AC Schnitzer here

Payback Time: Suzuki GSX-R 750 (1996 – 1999)

The 1996 GSX-R 750WT got a brand-new beam frame (in place of the old perimeter frame), weighed less and packed more punch. Give Honda Fireblades something to think about, eh Suzuki? :-)

By the time this generation of GSX-R 750 came out, the Honda Fireblade 900RR was already thrashing everything on the road, the Kawasaki Ninja ZX-9R wasn’t helping the cause of 750cc superbikes either and the Yamaha R1 was waiting in the wings. Everyone was ready to write off the 750 when, like a phoenix rising from the ashes, Suzuki hit the motorcycling world with this – the GSX-R 750WT. The first big change was the chassis, with the old perimeter frame being dumped in favour of a proper, contemporary beam frame. Suzuki also put the bike on a strict weight loss program, with the Gixxer losing all of 25 kilos, which helped improve handling in a big way. Befitting the new package, Suzuki also lavished top-spec suspension components on this GSX-R, making it even more of a tool for the totally committed rider.

If the things were looking up in the chassis area, the engine guys weren’t about to be left behind either. The GSX-R 750 WT’s brand new engine was much lighter (around 10 kilos!) than the old 750’s, was fed by bigger carbs, revved higher, and made close to 115PS at the crank. For the first time, the bike got an electronic engine management system monitoring the carbs, which paved the way for full-on EFI systems on the WW and WX models. For a bike that everyone had already prepared to write off, not bad at all, eh? So good was this GSX-R that ridden hard enough, it would keep a Fireblade at bay – and don’t forget that the ’Blade had a 150cc engine capacity advantage over this Gixxer.

Those in the know say that the GSX-R 750 WV, the last of the carb-fed GSX-R 750s, is the one the best, most refined and most committed GSX-Rs ever made. Fit a set of modern, sticky tyres and new brake pads, and they say that the old GSX-R will still keep up with far more contemporary machinery on the racetrack. Maybe it really will. Maybe it won’t. But we’re sure it was one hell of a bike anyway.

Here's what PB mag had to say about the 1996 GSX-R750 SRAD!

GSX-R 750 (models WT, WV, WW and WX)
Power: 120bhp@12,000rpm
Weight: 174kg
Top Speed: 254km/h
0 – 400m: 11.9 seconds

Kevin Schwantz: "Today, at the level I currently ride, I can still get what I need out of a GSX-R 750 and I don't think I can do that on a 1000..."

Kevin Schwantz speaks about the Suzuki GSX-R:
The GSX-R750 was introduced in 1986 and as I was under contract by Suzuki, I was one of the first to ride the GSX-R at a professional level. I rode for Yoshimura Suzuki from 1986-1988 and during that time rode the current year model. The 1986 GSX-R750 handled great, but the problem was getting power and reliability at the same time. It was an awesome bike to ride, though I didn't win any races.

The 1987 GSX-R750 bike will always be my favorite. It was so reliable, I don't even remember breaking in a race. The bike was light and actually quite nervous, which I feel like got me ready for a GP bike because it was styled in that direction. Every time I got on it, I felt like I could win.

The 1988 GSX-R750 was a completely redesigned look – much smaller bodywork and therefore looked a sleeker-faster-smaller motorcycle that was again blue and white. Handling-wise, the bike was good, though we struggled with top speed development.

Today, at the level I currently ride, I can still get what I need out of a GSX-R 750 and I don't think I can do that on a 1000. I am able to ride at a pace that allows me to slide the thing around and have lots of fun! If I ride a GSX-R 1000, I've got to be on my game much better and nowadays I just ride for fun. However, there is no doubt a GSX-R 1000 is faster in the right hands!

Kevin Schwantz in action on his Suzuki RGV500 GP bike

Friday, August 04, 2006

Top Fuel motorcycles: A lesson in acceleration

Zero to 100km/h in 0.7 seconds quick enough for you?

What are the fastest accelerating motorcycles in the world? MotoGP bikes? No! Top fuel drag bikes. The figures are mind numbing – a top fuel drag bike accelerates from zero to 100km/h in 0.7 seconds. Zero to 370km/h comes up in less than 6.5 seconds. And the quarter mile (400m) is dispatched in about 6.32 seconds, which is more than three seconds quicker than what a stock Kawasaki ZZR1400 (with ram air, a claimed 197 horsepower) will do.

But then, there’re precious little machines that accelerate as hard as these top fuel drag bikes do. The aforementioned 197bhp (closer to 170bhp in the real world) ZZR, for example, weighs in at around 330 kilos. Top fuel drag bikes come in at 400 kilos, but also pack a real 1000 horsepower. Er, yes, that's right – 1000bhp. Formula-1 cars don’t accelerate as hard as these bikes. Neither does an F14 jet fighter. The Bugatti Veyron, which packs an 8000cc, 1001bhp 16-cylinder engine, takes 10.8 seconds to do the quarter mile run, while a Ferrari Enzo, with its 6000cc, 660bhp, V12 engine does it in 11 seconds flat. The V10-powered Porsche Carrera GT takes 11.1 seconds, and the V12 Lamborghini Murcielago takes 11.72 seconds.

Top fuel drag bikes cost in excess of US$80,000 (about Rs 36 lakh!) to build. They have four-cylinder supercharged engines that run on nitromethane, which is consumed at the rate of around 40 litres per one kilometre!

Is there anything at all that can live with a top fuel drag bike. Yeah, a top fuel drag car, which consumes close to 35 litres of nitromethane per second, does the quarter mile in less than 4.5 seconds, and accelerates to speeds in the region of 500km/h in that time. A Ferrari Enzo driver can go past a top fuel drag car (that’s standing still) at 300km/h, and if the drag car leaves the line immediately after being passed, it’ll still overtake the Ferrari within a distance of 350 metres.

The next time somebody tells you how hard their new Porsche 911 goes, you know what to tell them, eh? :-)

That rear tyre is transferring close to a 1000bhp on to the track...

Aprilia, KTM, Moto Guzzi, Ducati: Taking on Japan Inc.

Expect the KTM RC8 to create a proper stir in the sportsbike market!

When it comes to building and selling high-performance motorcycles, European manufactures are taking on Japan Inc. in a big, big way. First Ducati let loose with the Desmosedici RR MotoGP replica. Now, Aprilia are said to be planning a return to World Superbikes in 2008 and for that, they are said to be working on a road-going RS1000 powered by a V-four engine. Sergio Robbiano – designer of the recent Bimota DB5 and DB6 machines – is going to design the new Aprilia, so expect it to look really good.

KTM, builders of some very good off-road and dual-purpose bikes, are also working on the RC8, which will be powered by a 1150cc V-twin. A KTM spokesperson was recently quoted as saying that 'Our RC8 superbike is a rocket,' and that the company can 'evolve the engine even more into a WSB winner.' No wonder then that KTM are also planning to get into WSB in the next two years.

While Moto Guzzi have no plans to go racing, it seems they do plan to break away from their 'old codger' image. Which is why they're planning a 1200cc full-on sportsbike that they may launch by 2008.

With so much action happening from other European manufacturers, would you expect Ducati to sit around twiddling their thumbs? No! They are also rumoured to be planning to attack the WSB series with renewed vigour. And a new motorcycle – a 1200cc V-twin. The buzz on various websites and in foreign magazines is that they're working on the new 1188R, which will take styling cues from the late, great 998R.

Honda, Yamaha, Suzuki and Kawasaki should be getting worried now… ;-)

Thursday, August 03, 2006

AC Schnitzer BMW HP2: The Ultimate Supermoto

This AC Schnitzer converted BMW HP2 should be just the ticket for a bit of sliding around

The HP2 is one hell of a barking mad off-road bike from BMW. 100 horsepower packed in one lean, lithe package, the HP2 (where HP stands of High Performance) offers a very different riding experience from BMW’s dual-purpose R1200GS. If I equate the GS with a Toyota Lancruiser Prado, then the HP2 would be a stripped out Willys Jeep – albeit one with a modern, refined and powerful engine, and updated suspension and braking components! The video below shows what a stock HP2 is capable of…

This BMW HP2 'Dig the dirt' video is insane!

Now, German tuning house AC Schnitzer have gone and converted an HP2 into a road-based ‘superbike.’ Up front, there’s a USD, 50mm WP fork and twin 320mm four-pot disc brakes. The rear shock is also from WP, and the bike now runs on ZR-rated Dunlop Sportmax GP Racer rubber – 120/70-R17 front, and 180/55-R17 at the back. There’s a new AC Schnitzer titanium exhaust system, which boosts power to 111.3bhp@ 7500rpm, and torque to 120Nm@ 5550rpm. Weight is 190kg, and weight distribution front:rear is a perfect 50:50. Should be one hell of a machine!

Staid old BMW bikes? Er, not this one

Also see: 2007 BMW HP2 Megamoto: BMW ups the ante yet again!

Other interesting BMWs? Here's a Rennsport from 1954

Six Fix: The mighty Honda CBX 1000

If you haven't heard the CBX's yowling six-cylinder engine, you haven't lived

Honda have always been proud of their engineering prowess – their machines have often exemplified cutting edge technologies. And the late-1970s/early-1980s six-cylinder Honda CBX was right up there – one of the most amazing machines ever to come out of Japan. The incredible CBX was inspired by Honda's six-cylinder RC166 250cc Grand Prix road racing motorcycle, on which Mike Hailwood won the World 250cc GP racing championships in 1966 and 1967.

Both the RC and the CBX were conceptualized by the widely respected Shoichiro Irimajiri, Vice-President at Honda R&D at one time. At the bike's launch in 1979, Irimajiri said ‘When we [Honda] were racing, we were up against four-cylinder two-strokes built by Yamaha and Suzuki. Cylinder multiplication was the only way we could be competitive. That's why we built the five-cylinder 125 and the two six-cylinder machines. The CBX is a direct descendant of these race engines. That's one reason why it took only a year and a half to develop. We already had the engine technology from our GP racing experience.’ All right, Irimajiri San! Now how cool’s that!

The six-cylinder, 1000cc CBX engine, with four valves per cylinder, featured sophisticated constant velocity carburetors and made around 85 horsepower at 9,000rpm (the company claimed 105bhp…). The engine looks very wide in pictures, but the bike is actually only two inches wider than the four-cylinder Honda CB750. According to a road test done by American magazine Cycle (now merged with Cycle World magazine), the CBX did the quarter mile in 11.55 seconds and was capable of 220km/h top speeds. In 1980, in the US, the bike cost US$4,200 or about Rs 200,000 at today’s exchange rate.

The styling – which looks so, so cool even today – was done under the direction of one Norimoto Otsuka. However, for the bike’s weight and power, the chassis was a bit spindly, with weedy forks and narrow wheels and tyres (which were the norm in those days), which meant the CBX didn't handle very well.

Given its weight, high list price and relatively poor handling, the CBX did not sell very well, and Honda ceased production of this bike by 1982-83. Today, there are some six-cylinder cruisers still in existence, but none have the magical charm and the charisma of the CBX. (That just might change if Suzuki let loose with a ZZR1400-beating six-cylinder Hayabusa in 2007!)

Personally, I have ridden the 1980s six-cylinder Kawasaki Z1300, which Kawasaki built to compete with the Honda CBX. I quite loved the sheer audacity and the visual drama of the Z1300. But I still hope to ride a CBX someday…

Read Cycle magazine’s first road test of the mighty Honda CBX here

A shot from Cycle magazine's 1979 road test of the CBX 1000
And here's a video of the great CBX!

Wednesday, August 02, 2006

1990s: The first liquid-cooled Suzuki GSX-R750s

Er, ignore the paint job. The bike is good

In 1992, Suzuki, in a bid to increase power, made the first water-cooled GSX-R. Power went up to around 104PS at 11,500rpm but the bike was saddled with a weight penalty. The bike could still do the 0 to 400m run in under 13 seconds and had a top speed in excess of 230km/h, but in terms of handling prowess, the GSX-R had started losing out to more modern tackle from other manufacturers. Plus, Suzuki were coming up with some really terrible paint schemes.

Suzuki had not graduated from the first GSX-R’s perimeter style chassis, which, by the time the early-1990s GSX-R came out, was already long in the tooth. The way this frame was meant that the GSX-R’s engine had to be kept fairly upright, which in turn made for a higher centre of gravity, slower steering and a more ponderous feel to the whole package. Other manufacturers had already moved to beam frames wrapped around the engine (rather than the GSX-R’s setup, which had the beams over the engine rather than around it…), with as straight a line as possible between the steering and swingarm pivots. Against its peers, the Yamaha YZF 750, Honda VFR 750R and the Kawasaki ZXR 750, this iteration of the GSX-R got a proper kicking – on the road and on the track. The bike was fast, but not fun. You wouldn’t think of spilling its predecessor’s pint, but with this one, you could get away with pouring that pint over its head with barely any risk of retribution. It was time for Suzuki to play catch up, which it would do with its next generation Gixxer.

GSX-R 750 (models WN, WP, WR and WS)
1992 - 95
Power: 104PS@11,500rpm
Weight: 199kg
Top Speed: 230km/h
0 – 400m: 12.26 seconds

Monday, July 31, 2006

Indian Autorickshaw Challenge: Three-wheeler Madness!

What vehicle would you choose if you had to race through 1,000km in southern India. Not an autorickshaw certainly…? :-))

They are calling it the Indian Auto Rickshaw Challenge, and it’s going to kick off on the 21st of August, from Chennai. The organizers claim that teams from over 15 countries worldwide are going to take part in this week-long endurance rally, and yes, the autorickshaw riding (driving?) participants will traverse nearly 1,000km through Tamil Nadu, with the event ending in Kanyakumari on the 28th of August.

Being held for the first time in India, the route for this rather unique rally is via Mamallapuram, Pondicherry, Thanjavur, Madurai, Tuticorin, Courtallam and finally Kanyakumari. The longest distance covered on any one single day will be during the third leg – Pondicherry to Thanjavur – which is 177km. The fourth and fifth legs will be 163km and 148km long, which will also test the endurance of both man and machine. Covering such distances in cars or motorcycles may be a cinch, but doing the same in seriously underpowered autorickshaws, with their rubbish ride quality, will be tough! Unpredictable road and weather conditions, unfamiliar food, and heavy traffic in places will add to the challenge, especially for foreign participants.

For those taking part, teams can comprise of a maximum of three people per autorickshaw. And if three-wheelers are not for you, you can also take part on the Enfield 350 or 500 Bullet motorcycle, with our without a sidecar! For more information, go to

If you're not from India, you've probably never seen one of our autorickshaws. So here, go for a ride in one, through the streets of Mumbai...

Friday, July 28, 2006

Freddie Spencer: The Sultan of Slide

The great Freddie Spencer, in action on his Honda NS500
During the 1980s, Americans were at the top in 500cc motorcycle grand prix racing. Kenny Roberts, Eddie Lawson, Wayne Rainey, Kevin Schwantz and yes, Freddie Spencer. Freddie first won the 500cc world championship in 1983 and then, in 1985, won the 500cc and the 250cc world championships! Yes, two world championships in the same year! Though the softly-spoken Freddie is universally acknowledged as one of the most naturally talented motorcycle racers of all time, he could not, after winning two world championships in 1985, regain the same form again, and faded away from the scene by the late-1980s. Today, Spencer is still respected by those who raced against him and most people have a good word to say about this great racer.
Read a very interesting article about Freddie Spencer here

Freddie Spencer races his Honda NS500 against a Nissan 300ZX and a streetbike. Great video!

Spencer, one of the greatest motorcycle racing icons of all time...

Friday, July 21, 2006

Flexi-flyer: Suzuki GSX-R750 (1985-87)

The very first GSX-R. The repli-racer-for-the-road saga begins...

This, the first GSX-R, was definitely was a head-banging, hell-raising, outlaw. The bike was very light for its time, what with Suzuki using an aluminium alloy chassis and magnesium bits in the engine. The bike featured oil cooling (called SACS – Suzuki Advanced Cooling System) for more efficient heat dissipation, stout, 41mm front forks, twin 300mm dia brake discs at front and those twin round headlamps which later became such a Gixxer styling trademark.

The bike’s 749cc, DOHC, 16-valve inline-four was peaky and made most of its power only in the higher reaches of its rev range, which made it a bit of pain to use around town. But then the GSX-R was never made for drop-the-kids-to-school or fetch-the-groceries duties. It was meant for the dedicated, hard-core sportsbike rider who was more interested in getting his knee down than cruising down some Euro-boulevard desperately trying to look cool. Back then, the metrosexual male hadn’t been invented yet and women only rode Vespa scooters. Twist the throttle hard and the GSX-R delivered, waking up at 7000rpm and then screaming all the way up to its 10,500rpm redline, by which time you’d be doing more than 200km/h.

As you would expect, the first GSX-R wasn’t anywhere near perfect. In trying to reduce weight, Suzuki had, perhaps, gone too far – the ‘perimeter’ alloy frame couldn’t cope with the power and was prone to flex, as were the rather skinny wheels of that era. There wasn’t a great deal of feedback from the chassis, the rear shock was too soft and had inadequate damping, and at times, the brakes could be a bit temperamental! But while all this made it tough to pretend you were a Barry Sheene for the road, there’s no getting away from the fact that this first GSX-R was a landmark machine. Future generations of motorcyclists would thank the Gixxer, and Suzuki, for the current, 180bhp, open-class two-wheeled rocketships we see today.

GSX-R 750 (models F, G and H)
Years: 1985 - 87
Power: 80bhp@10,500rpm
Weight: 176kg
Top Speed: 205km/h
0 – 400m: 12.65 seconds

Other GSX-R stories:
Twenty years of the Suzuki GSX-R
Late 1980s/early 1990s GSX-Rs
GSX-R1000 vs Westfield XTR4 video!
Late 1990s GSX-R
Limited edition GSX-R Phantom

Wednesday, July 19, 2006

Gunslinger: Suzuki GSX-R750 (1988-91 models)

The 1988 Suzuki GSX-R750 'Slingshot'

In addition to SACS and Hyper Sports, this Suzuki GSX-R also had ‘Slingshot’ emblazoned on its flanks. This came from the bike’s redesigned Mikuni carburetors, which had straighter intakes for better combustion efficiency. This GSX-R, with its then radical, all-new styling, looked menacing. Mess with it and it would kill you.

Power was up to a real world 92 horsepower and the bike was capable of doing more than 230km/h in a straight line. The new, shorter stroke 749cc inline-four got a new bottom end (adapted from Suzuki’s own GSX-R1100), revved quicker and higher than the old model’s engine and was less peaky. While the older GSX-R didn’t wake up at all before 7,000 revs, the new one started making its grunt from 5,000rpm onwards – a big improvement for low speed, city riding. In a surprise move though, the M model went back to a longer stroke engine (perhaps to improve rideability and further reduce peakiness…?), which also made a genuine 100bhp for the first time.

The bike’s chassis was a strengthened, beefed-up version of the first GSX-R’s perimeter alloy frame, and steering geometry was made more radical in order to quicken the steering. The M version was the first production motorcycle to get upside-down (USD) front forks, which are now almost ubiquitous on all sports machinery. The ‘Slingshot’ GSX-R also got wider wheels, stickier rubber and higher-spec, multi-adjustable suspension – all of which helped in making it a better tool for the racetrack, where a lot of these bikes ended up being used. With its near unburstable engine and its proclivity for wheelies, stoppies and other acts of assorted two-wheeled hooliganism, this was a ‘proper’ Gixxer and a worthy successor to the first bike.

GSX-R 750 (models J, K, L and M)
1988 - 91
Power: 92bhp
Weight: 208kg
Top Speed: 235km/h
0 – 400m: 12.22 seconds

Right click and download a roadtest video of the 2006 Suzuki GSX-R1000 here

An old sketch of the Slingshot GSX-R, which I made in 1992
This video shows 20 years of evolution of the GSX-R...

Saturday, July 15, 2006

MV Agusta: You've come a long way baby!

On top of our list of lust-worthy MVs is, of course, the very beautiful MV Agusta F4 1000, a more powerful version of the earlier F4 750, which was, by far, the most mind-blowingly beautiful motorcycle to ever come out of Italy. And the 1000 continues to flaunt the same lines. It’s amazing, really – the 750 made its debut way back in 1997. Giacomo Agostini, who won multiple motorcycle roadracing world championships on MV Agusta bikes in the 1960s, unveiled the F4 Series d’Oro at Milan Show back then. And yet, the shape looks so terrific even now. I guess Tamburini has something special. He knows how to pen lines that stir our souls. Or maybe it’s something about Varese, in Italy, where the MV Agusta factory is situated.

To come to the bike itself, the 1000 has better ergonomics and is more comfortable than the old 750. Its 998cc inline-four revs to 11,750rpm, produces 166 horsepower, and the bike will do close to 290km/h. Plus, it’s littered with those desirable little bits which make it so lust-worthy – the exquisite chrome-moly chassis, 50mm Marzocchi USD front forks, beautifully machined alloys, and single-sided swingarm. Anything that can make a Japanese 1000cc superbike seem commonplace has got to be something really special. The MV Agusta F4 1000 S is that something. Italian motorcycles rock!

Below are some pics of an MV Agusta F4 in Rothmans livery. Yeah, Rothmans-liveried Fireblades we've seen, but an MV F4 in Rothmans colours? That's a first!  :-)

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Wednesday, July 12, 2006

Striking Trike

My friend (and ex-colleague at CAR India) Jayesh, having a go on Timothy's trike!

Ex-motocross racer, ex-stuntman, motorcycle workshop owner and talented moto-craftsman he may be, but the most notable thing about Timothy Lewis is his ever-ready laugh and his infectious enthusiasm for motorcycles. And since he’s never satisfied with stock, he’s always looking at building something new, doing something nobody’s tried before. Money is not a driving factor for him – if he thinks he’ll enjoy building something, he’ll go ahead and build it anyway. Which is why this three-wheeled contraption exists. I asked him why he built this machine. He laughed and shot back, ‘why not?!’ Can I ride it? 'Yeah, sure!'

So we find ourselves on the Bandra-Worli sealink at six in the morning. As photographer Pratul sets up his photo equipment, there is already a crowd gathering around Tim’s trike. People want to touch it. Sit on it. Someone asks me when the machine is being launched in India. Another one wants to know how much it’ll cost. Timothy is standing on one side, smiling quietly. In the meanwhile, Jayesh (who’s now studying at IIM and is an MBA in the making…) has donned his jacket and helmet and is ready to ride the trike for pictures. And he actually manages to pull away without stalling the engine. Bravo! After a few runs up and down the sealink, security guards arrive on the scene to chase us away. We take the action to Bandstand, in Bandra. The crowds continue to gape and point. For those 30 minutes, Jayesh is Shah Rukh Khan.

But to come back to the machine itself, it’s no ordinary bodge-chop job. It’s been done with care and is finished quite well. The engine has been taken from a Maruti 800 and is fitted with a high-lift camshaft, resulting in a slight increase in power. Start the thing and it throbs quietly, while Timothy tells us it’s very reliable. I’m sure it is. The front forks are really long and the bottom legs are taken from a Honda CBR1000F. The front wheel is a 15-incher, clad in meaty Dunlop 170/80R15 rubber. Steering this thing takes some doing, believe me.

The gearbox is from a Maruti Omni, and transfers power – through an Omni differential – to the rear wheels. Which, by the way, have been taken off a Mazda Miata. You operate the clutch with your left hand and shift gears with your right, using a Premier Padmini’s column-shifter. Of course, shifting gears requires the rider to let go of the handlebar, which is a bit disconcerting. As this… vehicle gathers speed, it becomes increasingly disconcerting to let go of the handlebar and shift up another cog. Thank god for the M800 engine, because with anything more powerful, things would have been terrifying. Especially given that the only brakes here are from a Bajaj autorickshaw. ‘These would have been sufficient for a Bullet 500 engine, which I was planning to use earlier,’ explains Timothy. Oh, well.

We’re hungry by now, so we troop into an Irani joint for a spot of breakfast. Over Keema Pao, masala omelettes, bun maska and tea, we ask Tim what’s next on his list. What’ll he come up with next? ‘That,’ he says with a twinkle in his eyes, ‘is a secret! But I can assure you that nobody in India has tried anything like it before.’ And he laughs.

Timothy, the builder of this three-wheeled special, can be reached on +91-9820241057

Tuesday, July 11, 2006

Campagna T-Rex: Three-wheeled madness

It costs US$50,000, has three wheels, and looks as dramatic as a Lamborghini Diablo. And, oh, it almost goes as hard as one too!

The Campagna T-Rex is powered by a Kawasaki ZZR1200 inline-four, which makes 152 horsepower. It's Canadian creator, Daniel Campagna, spent more than eight years designing and developing the T-Rex. Daniel has done time as mechanic to Formula 1 legend, Gilles Villeneuve, so he'd know a thing or two about high-performance machines. And indeed, the T-Rex goes from zero to 100km/h in 4.1 seconds and hits a top speed of 240km/h. It weighs only 408 kilos, so acceleration, while not in the same league as the newest litre-class superbikes, is still tremendous. Plus, it seats two people in comfort. One more addition to my dream garage...!

Random Ramblings