Saturday, December 12, 2009

Cedric Lynch: “They won't equal petrol-engined bikes unless somebody comes up with better batteries…”

Agni TTXGPAgni TTXGPAgni TTXGP
Team Agni's engineer, Cedric Lynch believes battery-powered bikes have a long way to go before they can offer performance that's similar to IC-engined machines...

An Indo-British outfit, Agni Motors won the inaugural TTXGP at the Isle of Man this year. Road RacerX recently caught up Agni’s chief engineer, Cedric Lynch, who believes it will be hard for electric bikes to equal the performance of conventional racebikes, because of the inherent limitations with currently available batteries. Here are some excerpts from what Cedric had to say:

On how long he thinks it will take for electric bikes to start offering performance that’s similar to conventional, IC-engined bikes

I don’t think that they will equal petrol-engined motorcycles unless somebody comes up with better batteries, or unless they allow the electric bikes more streamlining than the petrol-powered bikes are allowed, because the energy content of even the best batteries. The best ones you can buy store at an energy density of about 200 watt-hours per kilogram, but the best that can give it out at a high rate – like 120 minutes – are more like 130-or-so watt-hours per kilogram. And that is a tiny fraction of the amount of energy which is stored with a petrol engine.

On whether he thinks better, more efficient batteries will soon be available

They’ll never reach a level comparable with petrol, because the battery’s storing in it all the materials that will take part in the chemical reaction, and the material will remain in the battery after the reaction is finished. So it’s a bit like the equivalent of storing both the petrol and the oxygen, and then capturing all of the exhaust gases and carrying them on the vehicle. If you were to do that with a petrol engine, you wouldn’t have such a big weight advantage.

Although there is a type of battery that uses air as one of the reaction components – the zinc air battery, for example – but I think it is not capable of very high discharge rates at the moment. I think there is an Israeli company that is developing those for highway vehicles, but I think it’s not capable of very high discharge rates, suitable for racing, although it will give several hundred miles on the road. But it does have the serious practical drawback that you can’t recharge it yourself, from your own electricity supply.

See the full interview on Road RacerX, but from what Cedric says, it does seem it’ll be a long, long time before Rossi & Co. will be riding electric bikes…


A video of the TTXGP winning Agni racebike, at the Isle of Man

1,000cc engines to make a comeback in MotoGP in 2012

Valentino RossiValentino RossiValentino Rossi
Come 2012 and 1,000cc bikes will be back in MotoGP...

MotoGP, which moved from two-stroke 500cc engines to 990cc four-strokes in 2002, and then from 990cc to 800cc engines in 2007, is all set for another change. From 2012, MotoGP will go back to 1,000cc four-stroke engines with a maximum of four cylinders.

‘The main changes we have decided on are new rules for the MotoGP class. We will have four-stroke four-cylinder engines. This will give all the manufacturers the opportunity to start work. At the beginning of next year we will produce the new rules in a more complete format, but that is the basis; 2012 will be the year of a new era of MotoGP,’ says FIM President Vito Ippolito.

‘From 2012, the bikes will have an engine capacity of up to 1,000cc, have up to four cylinders and the maximum bore will be 81mm. It’s a very important measurement because with this we can have all the characteristics of the engine. This has been approved and between now and the start of the 2010 season we will have another two meetings to define the rest of the specifications for the MotoGP class,’ says Dorna Sports CEO, Carmelo Ezpeleta.

All we can do is hope FIM/Dorna will not impose too many restrictions on the engines, chassis and suspension etc. used in MotoGP. This is the ‘prototype’ class, remember? Don’t stifle the racing, don’t suffocate the racers. Please, just let this class be where the world’s hardest, best racers race on the world’s best, most advanced, most powerful and the fastest motorcycles on the planet…

Friday, December 11, 2009

Graziano Rossi: “As soon as you believe you are the best, you are not the best any more…”


Graziano RossiGraziano RossiGraziano Rossi
Like most fathers, Graziano Rossi also believes his son doesn't listen to him...

Superbike Planet recently caught up with Valentino Rossi’s very charismatic father, Graziano Rossi, for an interview. Here are some excerpts from Rossi Sr. had to say:

On whether he still visits most MotoGP races

I don't like flying, so I don't often visit the races outside of Europe. But I try to be at all of the European races. I normally drive to the venue. Otherwise, I think Valentino does his job perfectly, even if I am not right beside him all the time…

On whether he hates Valentino’s rivals

No, I have never hated anyone. But it is different every now and then; I tend to dislike those who represent the highest risk to Valentino in the race. Right now for example, I could name Jorge Lorenzo, or even Casey Stoner. Of course, Dani Pedrosa is also very fast. I always viewed him with respect.

On his own racing career

I started off relatively well in 1979, but my three victories [in the 250cc class] cannot be compared to Valentino's long list of over 100 victories. If I had to describe my career, perhaps the most appropriate words would be ‘short’ and ‘unfortunate.’

[Graziano started racing in 1979, in the 250cc class, winning three races that year. He moved to 500s in 1980, though his season was hampered by serious injuries sustained in a major accident on the road. He finally stopped racing in 1982, after a serious accident while racing at the Imola 200.]

On whether he continues to advice Valentino

If I remember right, the last time I tried to advise him on something was when he was six years old. Valentino is a very strong character. When we first started to play with go-karts and mini motorbikes, a couple of times I tried to advise him, but soon I realized it was pointless, because he didn't need my advice. Valentino doesn't like it if someone tries to teach him something, he would rather work it out on his own.

Graziano RossiGraziano RossiGraziano Rossi
Graziano believes Valentino's humble attitude is the key to his success...

On his relationship with Valentino

I am very close to my son, but it would be impossible to create a classic father-son relationship with him. Because a father would always want to give advice to his son, and as I mentioned it earlier, in Valentino's case it's out of the question. Our relationship is therefore quite different, maybe more intimate. The parent can do only one thing, which is also the most important one – he can give his son the opportunity to get to know different things, people and life situations, so after that he can decide for himself which one of these will be his ideal. The parent can do no more than that.

On what he thinks Valentino has, which other racers lack

For example, let's say you are running well, and the people around you say, ‘you are good, you are the best.’ If you believe this, you will become bigheaded, and you forget where you came from. The most important thing is to stay truthful to who you really are, and be down to earth. As soon as you believe you are the best, you are not the best any more. From that stage there is no progress. Valentino never believed he was the best, not even now. He works really hard, and at every race he is able to learn new things, and progress.

A good rider will learn until the point when he decides to give up racing. Valentino remained his same old self, just as he was when he first started, and he is still humble in his approach to racing in general.

On why he finally cut his legendary long hair

I bet with Valentino that if he got his first world champion in the 500cc class, I will have my hair cut. He really wanted it and luckily he won it, so I submitted myself to a haircut. But now, I actually like short hair…

For the full interview, please visit Superbike Planet

Shootout: Benelli TNT 1130 vs Ducati Streetfighter


Can the Benelli TNT 1130 hold its own against the mighty Ducati Streetfighter? Motorcycle.com pitches the two Italian streetfighters against each other...
Benelli TNT1130Ducati StreetfighterDucati Streetfighter
Via Motoblog, Motorcycle.com

Thursday, December 10, 2009

Cameron Diaz, Tom Cruise ride a Ducati Hypermotard

Cameron Diaz, Ducati Hypermotard 1100Cameron Diaz, Ducati Hypermotard 1100
Cameron Diaz and the Ducati Hypermotard 1100 seem to be a perfect fit, though we're not so sure about Tom Cruise, who may not be able to measure up...
Cameron Diaz, Ducati Hypermotard 1100Cameron Diaz, Ducati Hypermotard 1100
Via Hollywood Tuna

Wednesday, December 09, 2009

Voxan VX10 Nefertiti: The road less travelled…

Voxan VX10Voxan VX10Voxan VX10
The 2010 Voxan VX10 Nefertiti. For those want a more exotic Honda Hornet...

It comes from a small French motorcycle manufacturer, is named after a very old Egyptian queen and for a bit of extra fun, one of its assembly line workers strapped on an extra headlamp to make it look funkier. No, wait, the Voxan VX10 Nefertiti was actually designed with those twin stacked headlamps. Tellement à la mode!

Moving away from those headlamps, the rest of the VX10 is quite conventional – it’s fitted with Voxan’s 996cc liquid-cooled fuel-injected v-twin that produces 100bhp at 8,000rpm and 82Nm of torque at 4,500rpm. Six-speed gearbox, chain-drive, twin 320mm brake discs at the front, USD fork/monoshock suspension, an 18.6-litre fuel tank and 221kg wet weight are some of its other specs that you might be interested in.

Moto Mag recently had the opportunity to ride this bike, and here are some excerpts from what they hve to say about it: The VX10 Nefertiti, which costs 12,500 euros (US$21,300), is pitched against bikes like the KTM 990 Super Duke, Moto Morini Corsaro and Triumph Speed Triple/Tiger 1050. The French bike certainly looks distinctive and boasts good ergonomics – the seat height is reasonable and the handlebar-seat-footpegs triangle should work for most people.

In the city, the Voxan VX10 impresses with its smooth fuel-injection and slick gearbox, though the turning circle could have been a bit tighter. However, the VX10 is better suited to open roads where you can use its full potential. Nothing much happens below 4,500 revs but the bike is fun to ride at higher speeds and the chassis feels quite stable.

Overall, the VX10 Nefertiti is a well finished machine that’s being offered at a competitive price. However, since Voxan’s future remains uncertain, people aren’t likely to whip out their chequebooks in a hurry for this bike.

Voxan VX10Voxan VX10Voxan VX10

A video of the VX10 on the move...

Via Moto Mag, Pics Voxan Club France

Tuesday, December 08, 2009

Ducati Desmosedici RR: Better than ever before...


A hotter, lighter, faster Desmosedici RR is just the bike we all need...
Ducati Desmosedici RRDucati Desmosedici RRDucati Desmosedici RR

Monday, December 07, 2009

1987 Suzuki GSX-R750: Old school cool

1987 Suzuki GSX-R7501987 Suzuki GSX-R7501987 Suzuki GSX-R750
Put away the pipe and the slippers, this is the grandpa from hell...

Old-school Suzuki GSX-R750s and GSX-R1100s from the 1980s and 1990s are pretty cool – there’s something intriguing about these bikes and here at Faster and Faster, we quite like these bikes’ hard-edged persona.

Take this 1987 GSX-R750, for example, which has been restored and updated in a big way. The list of mods is very long – the entire front end (wheels and suspension) is from a 2007 GSX-R750, brake callipers and rotors are from Beringer, the rear swingarm has been modified to accept a 180-section rear tyre, and the stock shock has been replaced by an Ohlins unit from a Ducati Monster. Bodywork is mostly stock but various aftermarket accessories have been bolted on…

The engine has been fully rebuilt – the stock block was bored out to 770cc and larger pistons, aftermarket cams, a port job, bigger oil cooler, nitrous-oxide injection system and Vance & Hines exhaust system take care of things in the power department. According to Super Streetbike, the rebuilt GSX-R’s power delivery is ‘much snappier and more responsive’ than the stocker’s, and the bike can keep up with modern 600s, though probably not with a 750.

For more details, visit Super Streetbike. Also visit MotoGP Werks, who put the bike together.

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