TE Connectivity 3D-prints first functioning motorcycle

The 3D-printed motorcycle, on display

The 3D-printed motorcycle, on display (Credit: TE Connectivity)

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Unveiled at Rapid 2015 in Long Beach, California, TE Connectivity’s exercise in 3D printing demonstrates the ability to design a motorcycle on a computer, print it in plastic, add tires and a motor, then take it for a spin. In fact it may take a little more than that to actually end up with a complete functioning motorcycle; nonetheless, the concept is nothing short of exciting.

Considering that fundamental parts such as the frame and wheel bearings are entirely printed in plastic, one would agree that TE’s goal to portray a technology that manufactures load-bearing production parts has been achieved.

Modeled in a Harley-Davidson Softail fashion, the motorcycle measures around 8 ft (2.4 m) long, weighs 250 lb (113.4 kg) and consists of more components than its designers can account for. Its frame, printed after a process of trial and error, can support a total of 400 lb (181 kg) – that would be two adult passengers. Apart from the small electric motor and tires, some other outsourced parts include the braking system, electrical wiring, battery, belt drive, mirrors, sidestand and some bolts.

The highlight is, of course, its fully functioning status. A small 1 hp (750W) electric motor can power a 15 mph (24 km/h) ride for several minutes. Though this may not sound ground-breaking, it doesn’t necessarily need a bigger battery or a stronger engine to make a point as a showbike at a conference on printing, scanning and additive manufacturing. All that matters is that, after some 1,000 work hours and US$25,000, TE Connectivity has come up with a proper motorcycle indeed.

The main load-bearing parts were constructed with Fused Deposition Modeling (FDM) technology, the process of injecting layer upon layer of ABS (acrylonitrile butadiene styrene) plastic enriched with the heat resistant resin Ultem 9085. With this process, TE printed several parts with complex dynamic properties, such as the frame.

The wheel bearings sound tricky to fabricate, especially the rear one that was printed into a single piece with the hub and the drive sprocket. After some testing miles, both bearings reportedly held up against the load they must bear and the heat generated in the process. Equally difficult work has probably been involved in the fabrication of the wheel rims, which have to support real motorcycle tires with fully-inflated tubes.

Some metal parts like the headlight housing were printed in bronze through Direct Metal Laser Sintering (DMLS), where a laser melts the desired shape out of several layers of metal powder.

Apparently this is the second prototype or, more precisely, a rebuild of the first after it suffered some damage during transportation. Thankfully creative minds saw this as an opportunity rather than a calamity, finding the chance to make some improvements on the original design.

Although it seems highly improbable for an electronic connector and sensor manufacturer to build any more motorcycles, TE Connectivity’s achievement highlights some promising prospects. Already several DMLS applications are available to the automotive and aerospace industries though companies like EOS. Stratasys, whose printers worked overtime for this project in TE’s labs, is currently in a partnership with Ducati advising the Italians on developing in-house FDM prototyping. By printing functional prototype engines, Ducati has been able to cut the development time of a new Desmosedici race engine for MotoGP from 28 to only eight months. Benefits from this process are expected to reach production models sooner or later.

TE Connectivity initially thought of printing a model of a motorcycle as a display of sculpting skills. This had already been done, several times over. The idea of a functioning bike was born in the process, probably out of the realization that it could actually be done. After all, the first printed car was unveiled and driven in public just last September.

3D printing technology is advancing by leaps and bounds, having progressed in just a few years from forming simple ornamental plastic parts to generating dynamic structures that function within moving mechanisms. In this sense, this motorcycle that looks like a child’s toy may well prove to be a landmark product.

Sources: TE Connectivity, 3DPrint.com

Cyclone could become third million dollar motorcycle

A Cyclone Board Track race going to auction next month seems to have all the boxes ticked to become just the third motorcycle in history to sell for more than a million dollars. Rarity? One of just six known to exist. Tick. Precedent? A similar bike set the world auction record in 2008. Tick. Technologically significant? The bevel-driven OHC V-twin was capable of 111 mph in 1911. Tick! Wildcard factor? Previously owned by the man with the midas touch, Steve McQueen. Tick, tick tick! Trends in public fascination come and go, and just over a century ago, at the dawn of the age of personal transportation, car and motorcycle racing was a phenomenon across the United States and Europe. Motorcycle sport began wherever it could. Invite men to race or fight anywhere and you can immediately oversubscribe competitors and draw a crowd, but the most successful race promoters of 100 years ago built massive banked board tracks in cities across the United States and it was on these tracks that the public's first taste of theatrical motorsport was played out. Unlike other pioneering motorsport contests (primarily road and cross country racing) where the the majority of the race could not be seen from one vantage point, the giant oval motordromes offered spectators close access to the entire spectacle, and contributed to it because the wooden surface quickly became slick with oil and treacherously slippery. With a very similar format to the gladiatorial chariot races which preceded motorsport by thousands of years, spectacular often tragic accidents could be seen at every event and prodigious crowd-pulling feats (and hence profit) were a given. Newspaper headlines quickly helped the fastest of America's new motorcycle manufacturers develop enduring brand names. The advent of the motorcycle was the first time that personal transport had been available to the public at an affordable price, and there were more than one hundred American motorcycle manufacturers in the first decades of the twentieth century. Not surprisingly, winning such races was rewarded with success in the sales showroom but only a few prevailed on the racetrack – Harley-Davidson, Excelsior and Indian were the predominant names before board track racing was banned. For a short period, one technologically advanced marque was clearly faster than the rest, Cyclone. You don’t need to do a lot of research to realize just how rare Cyclones were in their day, let alone one in such pristine condition a century later. The extraordinarily beautiful motor of the Cyclone was a 996cc, 45 degree V-Twin with bevel-driven overhead camshafts. In 1915 it was reportedly timed at 111 mph (178.6 km/h). The short-lived but spectacular success of the Cyclone brand and the bike’s remarkable bevel-driven OHC V-twin design, which was bleeding edge at the time, both contributed to another Cyclone setting a world auction price at a Mid-America auction in 2008 (pictured above). Only two motorcycles have ever previously sold for a million dollars: the current world auction record holder, the Captain America Chopper ridden by Peter Fonda in the film Easy Rider (pictured above), and the ex-Rollie Free Vincent, which set a world record for a private sale several years ago. As we accurately forecast last year, the Easy Rider Captain America Chopper smashed existing motorcycle auction records when it sold for $1.62 million last year, tripling the previous record of $580,000 held by the 1910 Winchester motorcycle below. The image above is of the on-line auction interface during bidding for the Captain America Chopper, showing the competing bids and the highest bid at that time. The only two Winchesters known to exist are also heading to auction in March along with the EJ Cole Collection (of which the Cyclone is part), suggesting that more records are likely to fall in the next month. The most expensive motorcycle to ever change hands privately was a 1948 Vincent Black Lightning famously ridden by Rollie Free at Bonneville Salt Flats to a then record speed of a 150.313 mph (241.905 km/h) over the "flying mile" on September 13, 1948. The "Bathing Suit Bike" was sold in late 2011 for exactly US$1,000,000 by elite Texan rare motorcycle agency and restoration service Harris Vincent Gallery to well-known collector Chip Connor. Restoration by Stephen Wright The motorcycle in question was restored by Stephen Wright, which may not mean much to most people, but for knowledgeable enthusiasts, Wright's involvement in the restoration adds an authenticity even greater than McQueen's. Apart from being a restoration expert of exceptional quality, Stephen Wright was one the foremost authorities in early American motorcycle history having penned the now highly-sought-after books "American Racer 1900-1940" and "American Racer 1940-1980" plus "The American Motorcycle 1869-1914" which is still available and like his restorations, will also appreciate in value when the limited stocks run out. Wright-restored bikes are highly sought after, not just those he restored while working directly for Steve McQueen at Solar Productions, but the many he subsequently restored. The quality of his work can be seen quite obviously on this Cyclone, but also on this selection of motorcycles which have come to auction in recent years, and the prices they have fetched. Several of Stephen Wright's restorations have crossed the auction block in recent times: From top left clockwise, a 1912 Indian V-Twin Board-Track Racer which sold for $61,500, a 1920 Indian Powerplus ‘Daytona’ Racing Motorcycle which sold for $150,000, a 1929 Harley-Davidson Model B which sold for $37,440, and a 1914 Indian Model F board track Racer which sold for $34,500. Fittingly, Ron Christenson, the founder and Managing Director of Mid-America, (now the head of the motorcycle section of Mecum Auctions, which amalgamated Mid-America in 2014), will preside over the sale of the ex-McQueen Cyclone. That's Ron pictured above at the sale of the only Cyclone ever to be previously offered for public sale, on the day it set a world record in 2008. Indeed, the only thing more exciting than this motorcycle going to auction is the collection which is to be auctioned at the same time, the EJ Cole Collection. The collection is easily the most significant and valuable motorcycle collection ever to reach public auction. We'll have a full preview of the collection later in the week, but suffice to say this collection also contains a 1942 Crocker V Twin likely to fetch $500,000 or more, a 1907 Harley-Davidson Strap Tank (one of these sold for $352,000 in 2006), a 1911 Flying Merkel Twin Racer (Auctions America sold a 1911 Flying Merkel for $201,250 in 2011), a hyper-rare 1913 Minneapolis Twin, a 1915 Harley-Davidson V-twin (Mid-America sold one of these for $169,600 in 2009), a 1917 Henderson Four, a 1914 Theim Single two-speed (made by the same company that made the Cyclone, Joerns Motor Mfg. Co) and dozens of other priceless exotics and it will almost certainly attract the cream of the world's collectors. Share

The LOTUS C-01 Superbike Brings Some Serious Motorcycle Pron To The Table - republishing -

 

While we like to share all of the seriously cool looking supercar news with you it isn’t very often that we get to add to our car pr0n love with some awesome looking superbike pr0n. Today however we do have some amazing looking images of a new motorcycle courtesy of British carmaker Lotus. It’s called the Lotus C-01 and Kodewa; the same people who built the Lotus Le Mans car, have been sourced for the build. They are teamed up with German concept designer Daniel Simon – the talent behind Tron:Legacy – who will be building the gorgeous looking carbon fiber, and titanium constructed body. As with supercars there is no price mentioned at this point and there will only be 100 of these motorcycles built. All you bike lovers may now commence drooling.

Famous Men and Their Motorcycles - republishing -

 

by Brett & Kate McKay on April 10, 2013 · Few things have captured the passion, the sometimes obsession, of men like the motorcycle. There’s no mystery as to why this is. Motorcycles represent a peculiar combination of several manly elements: danger, speed, singular focus, solitude, mechanics, noise, and physical skill. Many famous men were motorcycle enthusiasts; they combined their passion for things like acting, music, and adventure, with a love for bikes. Motorcycles were a perfect outlet for their zeal for life; riding the open road with the wind in their faces left them invigorated and inspired. Today we take a look at the relationship ten famous men had with their motorcycles. T.E. Lawrence “A skittish motorbike with a touch of blood in it is better than all the riding animals on earth, because of its logical extension of our faculties, and the hint, the provocation, to excess conferred by its honeyed untiring smoothness.” -TE Lawrence T.E. Lawrence, aka “Lawrence of Arabia” was a passionate motorcyclist and a devotee of the Brough Superior. Brough Superiors were considered the “Rolls Royce of Motorcycles” and Lawrence had his custom-made; short of stature at 5’5, he ordered his bikes with a smaller back wheel to accommodate his height. Lawrence owned seven Brough Superiors during his lifetime, referring to them as his Boanerges (sons of Thunder), and calling each George (the first was George I, the last George VII). In 1935, while riding George VII and awaiting delivery of George VIII, Lawrence swerved to avoid hitting two boys on bicycles, was thrown over the handlebars, and died a week later from his injuries at age 46. Lawrence loved to ride his bikes fast and hard; he was likely going around 100 mph, the bike’s top speed, at the time of the accident. Marlon Brando “It still pleases me to be awake during the dark, early hours before morning when everyone else is still asleep. I’ve been that way since I first moved to New York. I do my best thinking and writing then. During those early years in New York, I often got on my motorcycle in the middle of the night and went for a ride–anyplace. There wasn’t much crime in the city then, and if you owned a motorcycle, you left it outside your apartment and in the morning it was still there. It was wonderful on summer nights to cruise around the city at one, two, or three A.M. wearing jeans and a t-shirt with a girl on the seat behind me. If I didn’t start out with one, I’d find one.” -Marlon Brando Before he became famous, Brando cruised the streets of NYC on his bike, and in the coming decades, whenever his fame started to feel oppressive, he’d get on his motorcyle and simply head out into the Southwest, riding through the desert for miles on end. In the iconic film, The Wild One,  Brando rode a 1950 Triumph 6T Thunderbird. Bob Dylan In 1966, Bob Dylan’s career was going full throttle; several of his albums had gone gold and platinum, he was touring the world, and he was soon to publish a novel. His schedule and impending commitments were brutal. Success was crashing over him like a wave, a wave that perhaps would have drowned him if a mysterious motorcycle accident had not intervened. While tooling along near his Woodstock, NY home, Dylan apparently crashed his 1964 Triumph Tiger 100 and suffered an injury to his vertebrae. While he was not taken to a hospital, he enjoyed a long convalescence; he did not return to touring for almost a decade. The accident provided Dylan with a way to slow down his life. He would later say: “When I had that motorcycle accident … I woke up and caught my senses, I realized that I was just workin’ for all these leeches. And I didn’t want to do that. Plus, I had a family and I just wanted to see my kids.” Clark Gable While this seems to be a posed press photo, Clark Gable did indeed ride a motorcycle, a 1934 Harley Davidson RL to be exact. Hunter S. Thompson “But with the throttle screwed on there is only the barest margin and no room for mistakes. It has to be done right . . and thats when the strange music starts, when you stretch your luck so far that the fear becomes exhilaration and vibrates along your arms. You can barely see a hundred; the tears blow back so fast that they vaporize before they get to your ears. The only sounds are the wind and the dull roar floating back from the mufflers. You watch the white line and try to lean with it  . . . howling through a turn to the right, then to the left and down the long hill to Pacifica . . . letting off now, watching for cops, but only until the next dark stretch and another few seconds on the edge . . . The Edge  . . . ” – Hunter S. Thompson, Hells Angels Writer Hunter S. Thompson earned his motorcycling chops the hard way: by riding his BSA A65 Lightning for a year with the Hell’s Angels. His experience  riding with (and getting stomped by) the gang became the book,  Hells Angels: A Strange and Terrible Saga. Clint Eastwood While Eastwood was only an occasional rider in his personal life, he rode motorcycles as part of several of his films. In Coogan’s Bluff, for example, he chases an escaped criminal through Central Park while astride a Triumph Bonneville. Charles Lindbergh As a boy, Charles Lindbergh had a keen fascination for the mechanical workings of machines generally and for internal combustion engines in particular. When he was in high school, he ordered a twin-cylinder 1920 model Excelsior “X” motorcycle through the local hardware store. Lindbergh was a shy and quiet young man, but he rode his bike fast, hard, and, as his classmates remembered it, rather recklessly. “I loved its power and speed,” he admitted. On the way to town, Lindbergh would tear through a path that ran past a power plant, through a thicket of bushes, and along the steep banks of the Mississippi River. As an observer remembered, “it seemed like he wanted to see how close to the edge he could get without plunging in.” The owner of the plant became so concerned that he closed off the trail. But the future pilot was as cool on that bike as he was behind the controls of a plane; he never had an accident. Buddy Holly In 1958, coming off a tour and flush with success, Buddy Holly and the Crickets decided to spend some of their hard earned money on new motorcycles. They flew to Dallas and started shopping the local bike stores. But the owners, unaware of who these young lads were, treated them dismissively; the owner of the Harley dealer practically pushed them out the door. But they found what they were looking for at Ray Miller Triumph Motorcycle Sales, where each man picked out one of the latest models: Buddy chose an Ariel Cyclone, J.I. picked a Trophy, and Joe B. decided on a Thunderbird. The guys then headed back to Lubbock on the bikes, but not before stopping by the Harley dealer to show off their new rides. James Dean Hope for teenage nerds everywhere. James Dean on his first real motorcycle. Pre-smoldering angst. Of course the “Rebel Without a Cause” had a thing for motorcycles. He got his first real motorcycle at age 15, a 1947 CZ 125-cc. He was the only kid in his small town in Indiana with his own motorcycle, and he rode it full throttle, losing two teeth in a fall. The locals called him “One Speed Dean.” And that one speed was “wide open.” When he dropped out of college to pursue acting, he traded his beloved CZ for a Royal Enfield 500cc vertical twin. But he wouldn’t hold onto that bike for long. While home in Indiana on break from working on a play in NYC, Dean decided to ride his Royal Enfield all the way back to the Big Apple. But when it broke down along the way, he traded it in for an Indian Warrior TT. When Dean arrived back in New York, he had the bike serviced at a shop…where Steve McQueen worked as a mechanic. Later, wanting to emulate Marlon Brando, Dean bought a Triumph TR5 Trophy, the last bike he rode before he died. Steve McQueen There is perhaps no famous man we associate more with motorcycles than the King of Cool, Steve McQueen. Before Steve McQueen made it big as an actor, he would compete in–and win–weekend motorcycle races on the first bike he owned–a used Harley. Even when Hollywood success came calling, acting gigs always had to compete against his passion for motorcycles. McQueen amassed a collection of over 100 motorcycles, his favorites being vintage Indians. When the weight of celebrity grew too stifling, McQueen would grab one of those Indian bikes and tear out of Tinseltown and onto the open road. McQueen loved off-road racing as well, and raced the Triumph’s TR6 in everything from the Baja 1000 to the prestigious International Six Days Trial. The TR6 also famously makes an appearance in The Great Escape. In that film, McQueen performed many of his own stunts; however, contrary to popular belief, it was not McQueen who jumped his bike over the barbed wire fence in that iconic scene. Because of insurance concerns, Bud Ekins was called in to make the leap.

Radical new motorcycle designs to be unveiled in Tokyo

 

Radical Concepts: The Yamaha FC06

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Thursday October 23, 2003

Three radical new bike designs from Yamaha, Honda and Suzuki respectively, plus two fuel-cell bikes from Yamaha are among the gems in-store when the 37th Tokyo Motor Show kicks-off on Friday.

Suzuki's will unveil the G-STRIDER, a next-generation motorcycle concept with an unconventionally low and long design; Yamaha's line-up includes the MABRIS hybrid model designed for tandem riding; the FC06, which uses a direct methanol type fuel cell (DMFC) unit with an output of 500W on a 50cc size bike to create a fuel cell commuter; a lightweight aluminum and carbon design known as the Tricker Pro, and an entirely new type of electric vehicle (EV) called the Dolsa wind that looks more like a bicycle than a motorbike.

Honda innovations on show in Tokyo include the GRIFFON and the PS250 city commuter and Kawasaki will present the ZZR-X - a high-speed touring machine that uses shape-changing mechanisms to allow the rider to select the riding position and functionality to suit conditions.

The "37th Tokyo Motor Show - Passenger Cars and Motorcycles 2003" will be a 13-day event running from Friday, October 24 to Wednesday, November 5at the Makuhari Messe in Chiba.

The show will open to the public on Saturday, October 25.

Buell's 1125 sportsbike reborn as the 47 Ronin

 

The gorgeous, imposing Ronin - one of 47 custom bikes to be built from the Buell 1125 platform

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Here's a gorgeous project of passion worthy of ten minutes of your time. Colorado's Magpul is a company best known for its firearm magazines and accessories. But when unique American sportsbike brand Buell was closed down by Harley-Davidson in 2009, a team of Magpul designers and engineers snapped up 47 of Buell's finest creations – the 1125 series sportsbikes – at runout prices, and set about production of a very limited run of extremely sexy custom bikes. Keeping the 1125's excellent engine, frame and wheels, which the Ronin team considered to be the chief technical standouts of the Buell bikes, they created a girder-forked, naked beast with a wicked-looking front radiator, some 54 lbs lighter than the originals.

Buell motorcycles certainly inspire a certain type of enthusiast – one that sees Erik Buell as a visionary innovator and true American hero. After Buell was shut down, Erik went on to start another company – Erik Buell Racing – to produce extreme sports machines, but the old Buell brand still has a lot of fans.

The 1125 was an odd-looking bike, that's for sure, with a weird bulbous headlight and enormous fat radiator covers on each side. From there back, it was everything Buell lovers wanted – fuel in the frame, oil in the swingarm, neatly underslung exhaust – and it went and handled brilliantly on the road ... but it had a touch of the fuglies about it that many riders couldn't get past.

When the Magpul team saw Harley was liquidating all stock at fire sale prices, they jumped at the chance and grabbed 47. Why 47? To fit the Japanese legend of the 47 Ronin, Samurai who had lost their masters the way Buell had lost its namesake and creator.

The Ronin team had long thought "the production 1125's most interesting features were hidden under plastic body panels" and the design was ripe for a custom remake. And what a job they have done. Keeping the engine, frame, swingarm, belt drive and Buell's unique rim-mounted front brake disc, the rest of the Ronin is pure custom. Take a look at this beautifully made video:

Ronin Motorworks from Ronin Motorworks on Vimeo.

The Ronin bikes feature a custom-built, single-shock girder-style front end cast in aluminum alloy. As such, the entire end is unsprung weight, including the built-in projector beam headlights and very nasty looking radiator. But the whole assembly weighs around the same as a regular set of forks, the Penske monoshock is highly tuneable, and the visual impact of the front end is unmistakeable.

Ignition is keyless, actuated by individualized RFID chips under the air box cover. LED indicators are built into the bar ends in a fashion that would be thoroughly stomped on by design rules in my country, but that looks amazing.

Bodywork, subframe and seat unit are custom, as is the free-flowing exhaust. Even the bike's electrical system has been rebuilt from the ground up, with a custom electronic dash and a high efficiency stator to replace the (occasionally dodgy) Buell units.

Each Ronin has been dyno-tuned to account for the bike's new airbox and exhaust systems. Mind you, the bikes have been designed without a care in the world for roadworthy certification – they're sold as rolling works of art and registration is strictly the buyer's responsibility.

With production limited to just 47 bikes, the first batch of 12 bikes are sold out at US$38,000 each. Subsequent releases will be differently colored and more expensive, building up to the final five machines, which will be individualized factory customs. Each of the 47 bikes is named after one of the 47 Ronin.

There's no conversion kit for your standard 1125, limited production of spare parts and the custom build likely invalidates the original Buell warranty. But still, these unique beasts look like an awesome ride and a badass visual statement, something a sportier Confederate might look like.

They're the work of true motorcycle fans, and true Buell enthusiasts. Well done lads!

More information: Ronin

source : www.gizmag.com

Honda announces 2015 VFR800X Crossrunner

 

The 2015 VFR800X Crossrunner in Candy Arcadian Red livery

Introduced in 2011, the Crossrunner motorcycle marked Honda's attempt to square the circle between grungy off-road machines and the exquisitely polished garage trophies of the urban market. The latest version of the premium adventure sports tourer has now been revealed at Intermot – and it warrants a closer look.

The latest version of the Crossover “X” range of multipurpose motorcycles based on a sports touring platform and an upright riding position, it takes cues from the 2014 VFR800F, but with a greater emphasis on the Crossrunner concept with a focus on performance. Honda also took the opportunity to tweak the styling with a more beaky front cowl contrasting with the short front mudguard. The livery includes light silver mechanical parts, matt black engine cover and wheels, and a choice of three color schemes.

At the heart of the VFR800X is its liquid-cooled, electric-start, four-stroke 16-valve, 782 cc, DOHC 90° V-4 engine with PGM-FI electronic fuel injection. It’s also tricked out with Honda’s HYPER VTEC system with a refined two to four valve transition, depending on engine rpms; a new 4-2-1-1 exhaust system; and smaller, denser dual radiator units set in front of the engine for a slimmer look. The takeaway from all this is 104 bhp (78 kW) and 55 ft-lb (75 Nm) of torque, with more of both available in the low-to midrange.

Behind the powerplant is a constant-mesh six-speed gearbox and Honda's Selectable Torque Control (HSTC) system that senses an imminent loss of rear wheel traction and reduces torque enough for the tire to retain its grip.

Holding all this in place is the diamond triple-box; aluminum twin-spar frame with a revised subframe that Honda says is stiffer and lighter, while retaining the visuals of the VFR800F. In addition, there’s a sump guard to protect the engine underside from road debris. Since comfort was one of the design specs, the seat is adjustable with two height options.

The 10-spoke die-cast aluminum wheels are backed in front by a 43-mm HMAS cartridge-type suspension using a telescopic fork with stepless preload. In the back is a pro-link suspension with gas-charged damper, 35-step preload, and stepless rebound damping adjustment. ABS brakes are standard.

Meanwhile, in front of the rider is a redesigned LCD instrument display including fuel meter, fuel consumption, water temperature, gear-position indicator, ambient temperature, and clock. In front of this is the X signature LED headlamp, and on either side are the five-stage heated grips. Automatic turn signal cancelling is also featured.

"For this development of the VFR800X Crossrunner we wanted to create a premium motorcycle with a ‘ready-for-action’ feeling, for customers to use with maximum enjoyment everyday," says Yoichi Inayama, Large Project Leader (LPL) VFR800X Crossrunner. "The styling demanded beautifully functional parts, and light proportions with minimal fairings. We wanted an upright position giving great visibility and agile handling so the rider can attack any corner with confidence. And refinements to the V4 engine had to deliver responsive and enjoyable power. Our new VFR800X Crossrunner has fulfilled these goals and follows the VFR tradition: it has an array of advanced technologies including LED headlights, our Honda Selectable Torque Control system and automatic turn signal canceller."

Source: Honda

Yamaha shows retro lightweight 125cc motorcycle that gets 220 mpg

 

The Yamaha Y125 concept

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Yamaha's press conference at the Tokyo Motor Show today was a genuine sign of the times. Four brand new world premiers were shown. The largest internal combustion engine amongst them was a 250cc model with fat tires designed to go anywhere - the SUV of motorcycles was the claim.

There was also a three-wheeled electric commuter, a fold-up electric pedal-assist bicycle and, wait for it, an 80 km/l (226 mpg Imperial or 188 U.S. miles/gallon) retro 125cc commuter that's somewhere between a bicycle and motorcycle - it weighs just 80 kg and it is beautiful.

Firstly, the I've always been a big fan of 125cc four-strokes - it happened about 30 plus years ago when I was testing a 125cc Kawasaki for a motorcycle magazine and at the end of a week of valve-bouncing and lane-splitting, found I'd managed close to 100mpg for the daily commute. It was around the time of the first energy crisis and I figured that I'd found the answer.

If a high-revving, OHC four-stroke could achieve close to a 100 mpg when being shamelessly mistreated, what sort of economy could it deliver if it were tuned for economy, ridden gently and placed in a suitably lightweight frame?

Yamaha's Y125 appears to answer that question. Modeled on Yamaha's first motorcycle, the YA-1, the Yamaha Y125 is a modern interpretation of that motorcycle. Though the YA-1 was itself a copy of the German DKW RT125 and was powered by a two-stroke engine, I am certain readers will agree the Yamaha concept has faithfully updated the YA-1.

The YA-1 weighed around 140 kilograms and produced 5.6 bhp @ 5000 rpm for what was at the time, a highly competitive motorcycle not just on the road, but on the racetrack.

The big difference with the Y125 is in the fuel consumption. Yamaha claims the bike uses its "world" 125cc four-stroke motor, though the engine certainly seems to have been lightened and polished and beautified, and heaven knows what they've done with the internals.

The Y125 uses what is by today's standards, close to a bicycle frame with sophisticated lightweight suspension and similarly, the brakes are also featherweight. The end result is a bike that tips the scales at 80 kg - just a tad more than half the original YA-1's total.

At this stage, it's a concept but who knows what might happen simply because it's such an enticing bike that takes everything back to basics. Sure, the lights are LED and the rear wheel is driven by a belt rather than a chain, but nothing seems like rocket science - it's just a very traditional basic design updated with modern day computer design and material science, and it is an absolute celebration of the form of the original Yamaha.

The "world" motor Yamaha claims is used in the bike produces double the horsepower of the original YA-1, so the Y125 will never be embarrassed for acceleration or top speed on urban roads. The 80kg weight will ensure it is far quicker than your average scooter to ride, and the fuel consumption of 80 km/l (226 mpg Imperial or 188 U.S. miles/gallon) is testimony to what can be done when you really want to achieve economy in a two-wheeler.

About the Author

After Editing or Managing over 50 print publications primarily in the role of a Magazine Doctor, Mike embraced the internet full-time in 1995 and became a "start-up all-rounder" – quite a few start-ups later, he founded Gizmag in 2002. Now he can write again.   All articles by Mike Hanlon