Tuesday, April 28, 2009

Aero 3S add bling to the Campagna T-Rex, OptaMotive to add battery power

The Campagna T-Rex looks even cooler with the Aero 3S kit!

Anibal Harfouche and Jean-Pierre Lussier at Aero 3S are offering a body kit for the Campagna T-Rex. Powered by the 200bhp ZZR1400 engine, the T-Rex is already the coolest, maddest trike in the world – we absolutely love this thing. And the Aero 3S body kit – made of carbonfibre and fibreglass – isn’t bad looking either.

While Aero 3S are adding bling to the Campagna T-Rex, the Ottawa-based OptaMotive are converting the trike to battery power, in pursuit of the Progressive Automotive X-Prize. Optamotive will be replacing the T-Rex’s 1,400cc engine with an all-electric powertrain, which will produce more than 100 horsepower, push the electric ’Rex from zero to 96km/h in less than 10 seconds and provide a range of more than 160km on a single charge.

The project name for OptaMotive’s all-electric T-Rex is ‘Surge’ and you can get more details on their official website here

Tiff Needell of Fifth Gear tests the Campagna T-Rex. Wild!

Sunday, April 26, 2009

2009 Japanese MotoGP: Race results from Motegi

Jorge Lorenzo won the Japanese MotoGP at Motegi, followed by Rossi in second, Pedrosa in third and Stoner in fourth place

2009 MotoGP: Race results from the Japanese Grand Prix at Motegi

1. Jorge Lorenzo SPA Fiat Yamaha Team 43min 47.238 sec
2. Valentino Rossi ITA Fiat Yamaha Team 43min 48.542 sec
3. Dani Pedrosa SPA Repsol Honda Team 43min 51.001 sec
4. Casey Stoner AUS Ducati Marlboro Team 43min 52.929 sec
5. Andrea Dovizioso ITA Repsol Honda Team 43min 56.445 sec
6. Marco Melandri ITA Hayate Racing Team 44min 17.793 sec
7. Loris Capirossi ITA Rizla Suzuki MotoGP 44min 19.994 sec
8. Mika Kallio FIN Pramac Racing 44min 26.654 sec
9. James Toseland GBR Monster Yamaha Tech 3 44min 30.344 sec
10. Chris Vermeulen AUS Rizla Suzuki MotoGP 44min 30.483 sec
11. Randy de Puniet FRA LCR Honda MotoGP 44min 32.072 sec
12. Colin Edwards USA Monster Yamaha Tech 3 44min 33.778 sec
13. Alex de Angelis RSM San Carlo Honda Gresini 44min 40.763 sec
14. Niccolo Canepa ITA Pramac Racing 45min 9.042 sec
15. Toni Elias SPA San Carlo Honda Gresini 44min 25.681 sec

Yuki Takahashi JPN Scot Racing Team MotoGP Turn 1
Nicky Hayden USA Ducati Marlboro Team Turn 1
Sete Gibernau SPA Grupo Francisco Hernando Lap 14

Full race report here

Pics from Motegi, from the 2009 Japanese Grand Prix

Saturday, April 25, 2009

Custom-built Honda CBR1000F-based streetfighter

Yeah, it really is a Honda CBR1000F...

What do you do with a ‘basket case’ CBR1000F that’s more than 20 years old? If you’re Roguemoto, you simply build a custom special based on the old Honda. A lot of work seems to have gone into building the bike – the completely reshaped fuel tank, custom-built chassis cover, subframe, fenders and swingarm brace must have taken a lot of time and effort. Can’t say anything about the bike’s performance and handling but at least it looks cool. More pics of the bike on Flickr

Thursday, April 23, 2009

TSS1100GP: Three-cylinder two-stroke superbike from Australia

Fancy a brand-new two-stroke superbike that's lighter and more powerful than a stock ZX-10R? TSS will build one for you, with a 1098cc two-stroke triple...!
Pics: TSS, via Motorcycle Daily

Based in Australia, two-stroke engine specialists TSS are working on a brand-new superbike, which will be fitted with a custom-built two-stroke engine! According to the TSS website, “While the current crop of four-stroke litrebikes can be said to be fast, they are not necessarily thrilling in the same measure. And never will they make quantum overnight leaps in power/weight ratio, or overall bike weight, or in terms of power delivery.”

And hence, the TSS1100GP Kawasaki Triple project, where TSS will use three 366cc cylinders with “extravagant tranny porting and cutting-edge porting characteristics,” to build their own 1,098cc triple. TSS have set a target of 250 rear wheel horsepower at 9,500rpm and close to 200Nm of torque. According to TSS, not only is this easily achieveable, but their 1100 triple will even be as much as 25 kilos lighter than the Kawasaki ZX-10R’s four-stroke inline-four.

TSS say they’ll be building five of these 1,098cc two-stroke triples, which they will use in their own custom-built superbikes. The chassis, suspension and other running gear will be stock Kawasaki ZX-10R units. According to these Aussies, they can also build twins of up to 1,146cc, triples of up to 1,725cc and fours of up to 2,200cc. So if you feel a bit of two-stroke madness coming on, you can get in touch with them via the email addresses mentioned on their website here

Tuesday, April 21, 2009

Face-off: BMW K1 vs K1300S

In 1989, the BMW K1 was probably the most radical sportstourer around...
Pics: 2Ri.de

First unveiled in September 1988 and launched in early 1989, the BMW K1 was a pretty radical machine. The bike weighed almost 280 kilos, but its 987cc liquid-cooled fuel-injected inline-four, which produced 100bhp and 100Nm of torque, could still push the K1 to a top speed of 230km/h. But, of course, it was the K1’s styling and technology that made it stand out from the crowd…

Between 1989 and 1993, BMW produced close to 7,000 units of the K1. The bike was expensive, costing US$12,990 back in 1990. But then this was a high-tech machine, with bits like Bosch fuel-injection, Brembo brakes with four-piston callipers (with optional ABS) and Paralever shaft-drive system.

Then there was the K1’s ‘love it or hate it but you can’t ignore it’ styling. Its wind-tunnel-tested full fairing, semi-enclosed front wheel and side panniers integrated into the tail unit made the K1 quite aerodynamic, giving it a coefficient-of-drag figure of just 0.34 – the lowest ever for any production motorcycle made in those days. However, the rather bulbous bodywork with its solid red / solid blue paintjob and bright yellow graphics was not to everybody’s taste.

The K1's engine made 100bhp, but the bike weighed 280kg wet, so performance was only moderate...

According to some magazine road tests of the late-1980s and early-1990s, the K1 actually handled well. Or at least it handled well for a motorcycle that weighed almost 280 kilos wet. It wasn’t exactly a tool for carving up mountain roads but the K1 was calm and stable at triple-digit speeds on those German Autobahns and would happily cruise all day at 200km/h.

Of course, the K1 was not without its foibles. The engine was buzzy in its low to medium rev range and the way the bodywork was designed meant that the great deal of heat pouring out from the BMW engine slow-roasted the rider’s legs.

While the K1 wasn’t exactly a big success for BMW, it certainly is one of their most memorable bikes. With the K1, BMW finally proved that they could do much more than just doddering old touring bikes – they had what it takes to make a full-on sportsbike.

The BMW K1300S is certainly competent, if not as unique as the K1

Moving on to the 2009 BMW K1300S, the bike is in some ways quite similar to its 1989 predecessor. Like the K1, the K1300S is fitted with a liquid-cooled, fuel-injected, 16-valve, DOHC four-cylinder engine. However, at 1,293cc engine capacity, 175 horsepower and 140Nm of torque, the K1300S packs considerably more brawn than the K1.

Instead of the K1’s steel tube chassis, the K1300S gets an aluminium beam frame, which uses the engine as a load-bearing member. The single-sided Paralever swingarm with shaft drive is still there at the rear, while at the front, the K1’s conventional telescopic fork has made for BMW’s Duolever suspension on the 1300S.

Braking and electronics are two areas where the new K1300S is in a completely different world compared to the two-decade-old K1. With its twin 320mm brake discs with four piston callipers (front) and 265mm single disc at the back, with integral ABS, the K1300S offers stopping power that was unimaginable in the K1’s era. And with bits like ASC traction control, optional ESA II electronic suspension adjustment and a Quickshift system with clutchless, push-button gearshifts, the K1300S simply overwhelms the K1 with new-age motorcycle technology. And at 228kg dry, the 1300S is also quite a bit lighter than the K1.

So while the K1300S is, of course, technologically and dynamically superior to the K1, which is the more memorable machine? In our opinion, it’s definitely the K1. The 1300S is a very competent sportstourer, but it simply isn’t as unique, as radically different from everything else on the market as the K1 was in ’89.

Let’s put it like this: If we were riding a motorcycle across 5,000km, we’d take the K1300S. But when it comes to putting a motorcycle poster on our bedroom walls, it’ll still be the K1… :-)

Peugeot RD: Electric three-wheeler concept unveiled at the Shanghai Motor Show

According to Peugeot, electric three-wheelers could be the future of urban mobility...

Pics: Autoblog

Right now, Peugeot seem to be big on battery-powered three-wheelers. The French company had shown the HYmotion3 Compressor concept at the Paris Motor Show in October last year. And now, it’s the RD electric three-wheeler concept, which was recently unveiled at the ongoing Shanghai Motor Show.

The RD, which won the 5th Peugeot Design Competition (from among 2,500 projects submitted by candidates from 95 countries), has been designed by one Carlos Arturo Torres Tovar, a 27 year old Colombian who grew up in the small industrial town of Tunja.

According to a press release from Peugeot, ‘The main operating feature of the Peugeot RD concept car is its ingenious system of articulation that provides irreproachable road holding allied with the ability the easily thread its way through urban traffic.’

The single-seater RD concept is powered by electric motors and has high-tech bits like a voice-message driver-assistance system and a heads-up display system. The vehicle is designed to provide the weather protection of a car, combined with the manoeuvrability and ease of use of a scooter.

For more details on the Peugeot Design Competition, visit their official website here



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