The AsphaltFighter Stormbringer - 280 bhp production motorcycle

German company Asphaltfighters' latest creation has the most outrageous set of raw numbers we’ve seen for a production motorcycle. The 999cc Stormbringer has 220hp and an extra 60 ponies kick in over 180kmh for a 280bhp total. It’ll run "more than 198mph", hits 62mph in 2.9 seconds, 124mph in 6.5 seconds, and 186mph in 13.9 seconds. It comes standard with a HELD riding suit and kevlar/carbon X-Lite helmet, and the riding position and suspension are all tailored for the purchaser. The machine has the full array of cutting edge technology such 10 stage traction control, heads up display, rear-view camera, programmable speed limiter and, considering what it offers, a remarkably reasonable price tag of EUR 57,500 (USD86,000).

In a world where numbers define a motorcycle well in advance of what it’s like to ride, the EUR 57,500 (USD86,000) Asphaltfighters Stormbringer is arguably the world's most extreme production motorcycle at this fleeting point in time. It's only to be produced in limited numbers, and each version is customized to the purchaser, with the suspension tuned to their weight and the riding position tailored to their requirements - sort of like the modern day version of how Brough once treated its clients who purchased the Brough Superior 75 years ago, though with far more applied science involved.

Built in Germany, the Stormbringer begins life as a standard 165bhp Kawasaki ZX-10R, and then Warm-up reworks everything.

The main feature is the engine, of which we've been unable to find much detail. Apparently it still has a swept volume of 999cc, but it is obviously extensively reworked to get to 220bhp – that's all well within the realms of normally aspirated reworked street engines. The bit that's even more of a mystery is that the bike apparently has a "booster mode" which gives it a short burst of an extra 60 ponies - we're not sure whether that's a nitrous injector or ... so stay tuned. Or if someone knows something we don't know, feel free to use the comments section.

The Stormbringer’s electronics prevent the booster from being activated below 180kmh (111mph) so it won’t stand up, spin out or tie you in knots and smack you into the asphalt - obviously, adding an extra 60 horses when a bike is already at the limits dealing with 220bhp needs physics on your side. Remember that with a total of 280bhp, the Stormbringer is more powerful than any MotoGP bike has ever been.

The programmable Bikerbox electronics include 10-stage traction control, launch control for the fastest getaways possible, and a programmable speed limiter. This means you can safely ride it around town without stepping over the limits, providing of course, you've punched in the right numbers.

The top speed is claimed to be "more than 198mph" which should be attainable in short order given that 186mph is just 13.9 seconds after lift-off according to the claimed acceleration figures.

The color-coordinated Held suit and X-Lite helmet will distinguish the rider down at the local swap meet as a sort of badge of honor and ... it's the sort of fully-customizable bespoke tailoring that's been around for years for high end clients in the four wheeled world, with enough visually-distinctive technology to set it well apart from the average 1000cc boy racer.

Foremost amongst the unique aspects of the bike include bodywork with fins which are claimed to aid directional stability (an intersting claim considering it's not being used in MotoGP), a WAECO heads-up display that projects your speed onto the wind-tunnel-designed Puig windscreen, and a rear-view camera feeding a small display on the tank so you don't need to move your head out of the racing crouch to watch the scenery receding at warp speed behind you.

The video system is not just bling - conventional rear view mirrors make a mess of every machine's aerodynamics and with the camera in the back of the seat and the five-inch LCD screen integrated into the tank, it's both in the rider's field of vision and out of the airstream compared with conventional mirrors mounted on stalks.

The suppliers of exotic aftermarket and racing products for the machine are all first rate - Oz wheels, Akrapovic exhaust system, orange-tread Bridgestone 190/55 ZR 17 and 120/70 ZR 17 Battlax tires and Spiegler brakes.

The Bridgestone tires have a medium hard rubber compound at the center of the tread for better wear, while the sides of the tires have a softer compound for better grip.

The Stormbringer could easily be seen at first glance as just an amalgamation of brandname aftermarket products, but it appears to be a far more holistic machine than that and includes some unique solutions using LED lighting which are long overdue for two wheeled usage. It uses a single-light Xenon headlamp which a diameter of just 70 millimeters and serves as both high and low beam.The headlight has excellent luminosity and its small size offers a unique attribute visually. During daylight hours the bike uses LED daytime running lights arranged in the shape of a triangle integrated into the fairing. When the Xenon low beam is turned on the LED lights are dimmed to the intensity of parking lights.

There are also "micro turn signals" - Kellermann Micro 1000 PL turn signals up front attached to the fairing and Micro 1000 DF turn signals at the rear which are attached to the lightweight WARM UP stainless-steel license plate holder. In addition to the LED turn signals each unit also houses a red Kellermann High-Power LED that serves as brake light and taillight.

Source: gizmag.com @By Gizmag Team

Ducati patents frameless roadbike

 

Last year when we did an extensive feature on Ducati’s motogp carbon fibre semi-monocoque frame, we lauded its groundbreaking technology. Though Casey Stoner’s illness prevented the Desmosedici GP9 from challenging for the title, four wins showed it to be worth our plaudits. Now it seems Ducati is so pleased with its handiwork that the semi-monocoque design looks set to replace Ducati’s trademark trellis frame on its road bikes in the future too.

A recent patent application designed to protect Ducati’s GP9 and GP10 design which uses a structural airbox to bolt the steering head to the engine at the front of the motor, and to the sub-frame and swinging arm at the rear. The patent includes several references to roadbikes and production which clearly indicate that the design will be used on roadbikes in the future.

The main benefits of the frame are lower weight (a saving of at least five kilograms is envisaged over the existing road bike frames), greater rigidity, and greater design freedom.

Source: gizmag.com @By Gizmag Team

Chicane motorcycle seat helps you slide smoothly from kneedown left to kneedown right

A British company believes it has come up with a revolutionary seat upgrade for racetrack riders. The Chicane saddle unit ditches the traditional foam butt-pad for a series of rollers and gears to allow riders to slide smoothly from knee-down left to knee-down right in a tight series of corners without having to lift their entire bodyweight off the seat to do so. It's a fascinating idea, particularly for those of us that find track riding physically demanding on the legs - and the inventors believe it could help dampen the bowel-loosening sideways flick of a highside as well.

Motorcycle seats: they probably get less attention than any other part of a bike - at least from the manufacturer. That's why Corbin does such a great trade in aftermarket ones that are actually comfortable over the long distance. But long-distance comfort is just one thing a rider might need from a seat.

What about racetrack riders? What are their posterior priorities? Well, most racers run a very thin foam pad - comfort's clearly not the main focus. And that's because during high performance track riding, you're pretty much constantly shifting your weight around the bike. Body position and weight balance are of such crucial importance that you spend the majority of a track lap up on your toes on the pegs, with your butt hovering above the seat so you can smoothly transition from side to side.

This kind of thing takes some pretty well-conditioned quad and calf muscles over the course of a long race or track session - and it's one of the reasons why superbike and GP racing are such physically demanding pastimes. One or two 20-minute track sessions is enough for your average unfit rider (not naming any names here) to feel the burn - and even riders in better physical condition will tire and lose performance over the course of a long race.

It's primarily this issue that Brit Brothers seeks to address with its new Chicane racing seat.

The Chicane seat does away with the foam pad in favor of a series of rollers covered by a rubber track. Effectively, the seat is able to roll sideways to let the rider move around and hang off each side of the bike without having to lift his (or her) full weight off the seat to do so.

 The benefits, according to the makers, are that you can conserve energy over the course of a track session, plus that since you're not lifting your body up off the seat during changes of direction, you're able to stay lower on the bike and out of the airstream more, so the aerodynamics are optimized.

A third benefit is that if the rear tyre spins up and goes sideways, and then grabs for a highside flick, the movable seat can help absorb some of that sideways energy and potentially help keep the rider on the bike.

I'm not so sure about the second and third points - for starters, you tend to keep your head and shoulders fairly level when you move your butt about, plus, when you set your body position for a corner it's usually during or after a heavy braking period where you're using your body to catch as much wind as possible - so any aerodynamic benefits are likely to be negligible. And the highside point sounds fairly speculative to me.

Then there's the issue of mass distribution on the bike, and whether keeping the rider's weight balanced low on the pegs might make for better handling dynamics than leaving it higher up on the seat - but I'll leave that one for the physicists to argue over.

But just the thought of a seat unit that helps take physical pressure off the rider over the course of a track session - that makes a lot of sense to me. In my physical condition (to coin a phrase, I have curves in places that other people don't have places) I find the average track day (six 20-minute sessions) quite physically demanding, to the point where lap times and concentration fall off towards the end of the day. Something like this could help a lot of riders enjoy their high-performance riding a lot longer.

The Chicane saddle system is adjustable for friction and the strength of recoil back towards the centrepoint. It's not yet in production, but when it does hit the market it will likely be either as a simple seat swap for a variety of different sportsbikes, or as a track bike kit including a rear cowl/subframe. Neat idea, we'd like to give one a try.

Source: gizmag.com @By Loz Blain

ZEV's dual purpose electric scooter

While electric motorbikes are creeping steadily into the marketplace, most of the ones we’ve seen here on Gizmag have been designed either as commuters, racers or for some weekend fun in the dirt. What we haven’t seen so much are electrics made for haulin' – something motorcycles are relied on heavily for in many parts of the world. How did you know I was going to say “until now”?

ZEV, which lays claim to the world's fastest electric scooter, has released a Trail and Utility model billed as a dual-purpose, on- and off-road electric scooter. ZEV calls it “a two-wheeled pickup truck,” and suggests it can be used for carrying things such as “deer and other large game.”

The Trail was originally intended to be a delivery and police-usage vehicle, but park rangers soon took a liking to it because it didn’t have a hot tail pipe that could cause forest fires. Hunters also reportedly like the fact that its quiet motor makes it stealthy, and allows them to access land that is closed to traditional combustion-engined vehicles. The first bikes sold went to residents of the Rocky Mountains, who appreciated how it didn’t lose power at higher elevations, unlike gas-powered vehicles. ZEV also suggests it could be used as a runabout for yacht and RV owners who don’t want to deal with transporting flammable gasoline.

There are two models of the Trail, the 5100 and the 6100. So, what makes the bike rough n’ tough, apart from an optional camo paint job? For one thing, there’s a big-ass lithium battery - 4.32 Kw on the 5100, and 5.04 on the 6100. These batteries give the bike the maximum range of any electric scooter according to ZEV. The 5100 can travel up to 70 miles (113 km) on one charge, while the 6100 manages 85 miles (137 km).

 It’s also big on cargo capacity. The back seat flips up and locks in place to reveal a large cargo mount (see the earlier-mentioned dead deer), plus there are two lockable storage boxes on either side. With its “unusually large” 2.5 inch tubing and long wheelbase (60.62-inches), the bike’s frame can support a load of up to 250 pounds (113 kg). The seat can also be slid forward about 6 inches to accommodate different riders and there's an option of semi knobby tires for the rough stuff. Obviously the off-road capabilities of the scooter will have limitations – for example there is a bashplate fitted but the unspoked wheels are still small compared to a dedicated off-road motorcycle, which means fairly low clearance.

Both models have an 11.8 inch (299.7 mm) OD (outside diameter) hub motor. When tested at 100 amps, it yielded 183 foot pounds (248 Nm) of continuous torque. According to the company, the motor’s unusually-large OD gives it the ability to produce a lot of torque at the lowest possible current draw. Even at 302F (150C), ZEV claims, the motor runs at 82 percent efficiency. A three-speed Electronic Transmission controller allows riders to vary the voltage and amperage, so they can choose between maximizing power or range.

The 5100 travels at a top speed of 50 mph (80 km/h), while the 6100 goes up to 58 mph (93 km/h) - with an optional high speed motor, the 6100 can squeeze out another 5 mph.

 The Trail and Utility is available through ZEV’s website. The 5100 has a price of US$5,991, and the 6100 sells for US$7,526, although US buyers will get ten percent back in federal tax credits. ZEV also advises checking for local Alternative Fuel Vehicle incentives.

 Source: gizmag.com @By Ben Coxworth

Mini MINI – the Scooter E concept

How do you get more mini than a MINI? Try the MINI Scooter E, a new concept to be shown at the Paris Motor Show which takes the design language of MINI's current line-up and adds a healthy dose of retro styling to create an all-electric two wheeler – a first for the brand. The Scooter E uses an in-hub motor at the rear wheel powered by a lithium-ion battery which is recharged via a conventional socket using an on-board cable. Conventional keys are discarded in favor of a smartphone, which also becomes the display panel when slotted into the integrated dock.

The use of a smartphone also extends to the navigation and infotainment system, with a Bluetooth link to a MINI helmet providing access to your tunes – and phone calls – while on the move. A wraparound speedometer surrounds the smartphone dock along with a charge indicator.

Other notable design elements include 11-inch rims, lashings of chrome trim, two upright tail lights flanking the MINI logo and a distinctive large headlight derived from the MINI Countryman.

Also taken from the MINI Countryman is the mounting rail which runs from inside the windshield down to the foot rest. This rail accommodates various clip-on holders for helmets, sunglasses, umbrellas and the like. There's also two compartments on the inside of the windshield for carrying personal items and at the rear, a storage space is provided for the five meter long charging cable (complete with spring-loaded mechanism for simple retraction).

Other notable design elements include 11-inch rims, lashings of chrome trim, two upright tail lights flanking the MINI logo and a distinctive large headlight derived from the MINI Countryman.

Also taken from the MINI Countryman is the mounting rail which runs from inside the windshield down to the foot rest. This rail accommodates various clip-on holders for helmets, sunglasses, umbrellas and the like. There's also two compartments on the inside of the windshield for carrying personal items and at the rear, a storage space is provided for the five meter long charging cable (complete with spring-loaded mechanism for simple retraction).

A sign of the times

MINI's interest in the two wheeled space seems to make sense given the ongoing push towards greener, leaner ways to get from A to B and the need for smaller vehicle footprints in urban areas. Daimler clearly agrees, having also announced that it will show a two wheeled smart escooter concept concept in Paris. We wonder what the big motorcycle manufacturers make of this new direction.

Source: gizmag.com @By Noel McKeegan

Typhon 1190: the badass Buell streetfighter that could have been

Erik Buell never got a chance to build a proper naked version of his final Buell sportsbike, the 1125R. We'd like to think that if he did, he'd have ditched the bulbous side-mounted radiators and found another way to water-cool his new Rotax engine. Either way, Germany's Pegasus race team and Gruner Engineering have paired up to build an 1190 Buell superbike racer into the tarmac-ripping streetfighter that could have been. One hundred and eighty-five horsepower, 161kg dry, buck-naked and ready to roar – meet the Typhon 1190.

The final generation of Buell sportsbikes were a huge leap forward in performance terms, but the move from an air-cooled Harley engine to a water-cooled Rotax had one nasty side-effect: the side-mounted radiators left the 1125R looking bulbous, misshapen and generally butt-ugly, particularly next to the bulldog-tough XB series bikes it replaced.

The reason comes down to priorities, and we'd have made the same choice; sticking a radiator on the front of the engine would compromise the famously short Buell wheelbase, and adversely affect the machine's handling. And whatever you could say about the XB12's engine and gearbox, the only bad thing I ever heard said about its handling was that it was too agile and sure-footed, almost feeling as if the corners had been straightened out for you. Sacrificing looks to keep this mad handling advantage was the only practical choice.

Or was it?

Gruner Engineering, in conjunction with the Pegasus Race Team that has just punted a last-generation Erik Buell Racing 1190 RR-B to victory in the 2010 Sound of Thunder Championship, has set its engineers to work building a naked version of the Buell superbike – with a focus on making the thing look more like an XB-series streetfigher. And boy have they done a good job.

The Typhon 1190 brings back the hard-as-nails flat screen and goggles that have graced the front end of Buell's XB-series nakedbikes since 2002. It keeps all the important signature Buell innovations – fuel in frame, oil in swingarm, underslung muffler, rim-mounted single disc – but ditches the ugly plastics and side-mount radiators that made the Rotax Buells so unappealing.

To get around the radiator space issue, the Pegasus/Gruner team constructed a front-mounted radiator system that extended deep into the bike's bellypan, and provided a hole in the middle for the front header pipe to poke through, squashing the radiator far enough back to give the wheel clearance space and providing a striking visual element to boot.

 

Other nice touches include a motogadget dash, LSL brake and clutch fluid reservoirs, a beautifully machined set of triple clamps from DKG, and a set of control blades and air splitters designed to help airflow at speeds of 250kmh and beyond. That's hang on tight time on a naked bike!

Using the 1190 motor Buell specced-up to go superbike racing with, the Typhon 1190 will go like a rocketship – it makes a brutish 185 v-twin horsepower (claiming 5 more than the Ducati 1198R) and weighs 161kg dry. Ample.

The best news to come out of the Typhon 1190 press release is to learn that Erik Buell himself is still working hard making motorcycles. His small team is engaged solely on getting the 1190RS superbike ready for production, and he helped the Pegasus/Gruner team out with CAD models and design assistance. In effect, the Typhon 1190 is just a show bike, perhaps to be developed into aftermarket kits for the XB and CR series Buells. But Erik Buell is far from finished with motorcycles, and we'll be hearing more from this American genius in the future.

Source: gizmag.com @By Loz Blain

MV Agusta's 1000cc 148 kW, 200 mph, F4 RR

MV Agusta has announced a new 148 kw, 1000cc version of its F4 sports bike aimed at homologating a bike with the potential to push Ducati's 1098S, BMW's S1000RR and Kawasaki's ZX10R off the superstock podium. Equipped with a new 13,700 rpm short stroke engine, the original F4 frame updated to enable steering-head angle adjustment via interchangeable inserts and new and better Öhlins suspension units and lightweight wheels, the new MV Agusta F4 RR is more than double the price of any of its aforementioned competitors, so let's hope we see a few on the racetrack that can validate the EUR22,900 (US$32,500) price tag.

With the move of Ayrton Badovini to superbikes this year, a lot of the shine has gone from BMW's S1000RR race effort. Last year, mainly due to Badovini, the BMW won every race in the FIM Superstock 1000 Cup, and looked so far in front of the other production machinery that its success would surely continue into 2011.

In 2011, after two rounds of the Superstock series, the points table is being led by a pair of Ducati 1098S machines and Kawasaki's new ZX10R is beginning to find its way to the front too. The high-revving BMW is still the horsepower king, topping the speed trap times at Monza a week ago with a 316 km/h top speed but the competitive advantage of the S1000RR is no longer as distinct as it was.

And the MV Agusta RR looks to be good enough to run with the fastest production machines in superstock racing thanks to its small frontal area and remarkable horsepower output.

It might just be capable of running a genuine 200 mph too based on the logic that MV Agusta's 312 model was verified as being capable of 312 km/h and came standard with 183 PS (134 kW) @12,400. The new RR has 201 PS (148 kW) @13,400 giving it an extra 14 kW with which to reach the 200 mph (321.868 8 km/h) mark.

The 148 kW output of the new engine has been achieved with higher revolutions per minute, producing its maximum power at 13,400 rpm in comparison to the 2010 1000cc engine's 12,900 rpm, and the 312 engine's 12,200 rpm. Instead of the 76.0 x 55.0 mm bore/stroke of the old engine, the new engine is now very oversquare at 79.0 x 50.9 mm, enabling the rev limit to be increased to 13,700 rpm while reducing piston speed from 24.7 meters per second to 22.9 m/s.

The valve gear in the new radial head too has been lightened to enable higher speeds more reliably. The inlet valve has been increased in size from 30mm to 31.8 mm while the exhaust valve has grown from 25mm to 26 mm, but through the use of titanium, the mass of both inlet and exhaust valves has been reduced.

Similarly, the pistons are now forged aerospace RR alloy, the crank has been lightened as much as possible and a new primary drive gear ratio has significantly reduced the speed of both the generator and water pump, reducing the power they consume. Air for the motor is fed through 49 mm throttle bodies with variable length intake tracts.

The engine is ideal for a race bike with a removable cassette gearbox enabling the quick change of ratios and the clutch has a mechanical slipper system to prevent the rear wheel from locking due to engine compression under deep braking.

Like all bikes expecting to run at the front these days, electronic traction control is fitted, and according to MV, has been upgraded and the controls are operable by the rider's left thumb.

The frame is identical in its dimensions to older F4 models, but ingeniously, a great deal more adjustment has been incorporated in this model in much the same way that Aprilia has done with its RSV4 – by calibrated inserts and interchangeable eccentrics. The eccentrics enable the steering head angle to be changed quickly and calibrated inserts now enable the height of the swing arm pivot to be changed.

The new RR also uses an Öhlins Racing TTX 36 rear suspension unit, making it ideal for racing in more ways than one. Apart from the mandatory externally adjustable compression and rebound damping, the TTX 36 unit can be varied in length. Coupled with the ability to move the swinging arm pivot, the RR hence has an almost infinitely adjustable rear end geometry.

The front suspension is also new and highly sophisticated, and comes in the form of a 43 mm Öhlins NIX upside-down front fork. The inner tube of the fork has a Titanium Nitride coating which reduces friction in the movement of the precision forks and hence enables the forks to do a better job at keeping the front tire on the road.

The Ohlins NIX forks also includes an interesting solution to common compression and rebound damping issues by separating the functions entirely – the left fork does the compression damping and the right fork does rebound damping. One of motorcycling's age-old problems is that changes to the rebound often then change compression damping and vice versa – this solution offers more precision control.

Unsprung weight is another enemy of precision handling, so in keeping the weight of the new RR to a minimum, one kilogram has been saved at each wheel by the use of lightweight forged aluminum wheels instead of the standard F4 cast versions.

The F4, the current reference in high performance braking, has only been exceeded by the new F4 RR. The Brembo monobloc callipers are the state of the art high performance brake callipers for motorcycles, and now, paired with Brembo radial master cylinders, the braking performance is on par with that of the top superbikes.

The clutch master cylinder is the mirror image of the radial brake caliper which offers increased feel and modulation. Numerous other exclusive details, such as the levers and handlebars which are dedicated specifically to the MV F4 RR and subject to countless hours of testing and development all lead to the best possible ergonomics available on a production motorcycle.

The old adage of win on Sunday and sell on Monday seems more important than ever right now with the emergence of a world production racing class (Superstock) and Max Biaggi's relatively easy win on the highly-adjustable Aprilia RSV4 in 2010 has ensured that everyone else will follow Aprilia's lead very quickly.

MV Agusta is indeed creating a reputation for building exquisite road bikes, just as history shows, it did with its racing bikes. While the EUR 22,900 (US$32,500) price will get you two of any of its competitors with enough change for half a dozen slicks, there's plenty more ways you can spend money if you feel so desirous.

Quite a few special MV parts are available for the RR in aerospace alloy, titanium and carbon fibre with racing exhausts and special racing ECU's offering even more power. The F4 is a beautiful thing, and can be expected to be a competitive superstock bike. Regardless of its racetrack competitiveness though, it will be one of the finest road bikes ever produced.

It's just a shame it looks so much like all the previous F4s.