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What is Hub-center Steering Motorcycle & Why it is Better

By General Posts

by Todd Halterman from https://www.autoevolution.com

Hub-center steering is one of several different types of front-end suspension and steering mechanisms used in motorcycles and cargo bicycles. It is essentially a mechanism that uses steering pivot points inside the wheel hub rather than a geometry that places the wheel in a headstock like the traditional motorcycle layout.

Perhaps the most venerable example of the idea came in the form of the 1930 Majestic. This Georges Roy design used a novel pressed-steel monocoque chassis, and it incorporated an automotive-type chassis with hub-center steering. Other bikes had already used the configuration in such machines as the Ner-A-Car and the Zenith Auto-Bi, but the Majestic made it lovely to behold.

Another bike, the Vyrus 984 C3 2V Razzetto, was one such motorcycle that used hub-center geometry.

Vyrus is a small Italian motorcycle manufacturer based in Coriano, Italy, and their bikes such as the “Tesi” – Thesis in Italian – had their designs originate from a university engineering project linked to the motorcycle legend Massimo Tamburini. The Tesi, and the Vyrus 984, were instantly identifiable by their use of their hub-center steering front suspension and steering arrangement.

Those fabulously expensive bespoke motorcycles have been called “functional works of art,” and they look a bit like something you might see in a video game.

In hub-centered bikes, the front wheel is attached to a swingarm with a shock and an internal pivot point. Steering is achieved using those linkages to turn the wheel on a pivot point. Hub-center steering has been employed on motorcycles for more than a century, but the design, despite what some engineers say offers a distinct advantage, never took hold.

But the founder of Vyrus, Ascanio Rodorigo, once worked for Bimota as a race mechanic and engineer during the 1970s and his tenure there lasted until 1985. When Rodorigo finally left Bimota, he started his own company but partnered with Bimota on the hub-center-steered Tesi. He then went on to take the steering concept deeper and refined it for his own company’s motorcycles.

A Ducati dual spark bored out to 1,079cc and making 100hp L-twin provides the power for the 319 lbs (145 kg) Vyrus 984 bike, and it’s delivered to the road for via a six-speed transmission.

Now builders like Bryan Fuller of Fuller Moto, Revival Cycles, and others have built beautiful machines which harken back to the hub-centered glory days of the Majestic. Builders such as Stellan Egeland used a hopped-up 1200 boxer engine from a BMW HP2 Sport. He also added his own hub-center steering setup from ISR to a frame he made from a 2391 steel tube. The ISR kit is a thing to behold.

Revival’s ‘The Six,’ which features a ballsy Honda CBX motor, is another take on the hub-steer geometry. It was commissioned by museum owner and bike collector Bobby Haas for his Haas Moto Museum in Dallas and made by Revival’s Alan Stulberg and his crew.

Stulberg said the commission was aimed at paying homage to the Art Deco classic Majestic and added that he and the team became “obsessed with its design language and flow” since they first saw the bike at the Barber Museum.

Hub steering systems don’t dive as much under braking and hard cornering as do conventional telescopic fork setups. They push braking forces back into the chassis more efficiently rather than transferring immense bending forces to a pair of upright forks. The ride experience is exceptional as braking performance throughout corners is greatly enhanced.

It works like this: A wheel hub pitches back and forth on a central pivot and is supported by two large steering arms actuated by handlebars. The handlebars connect to the front steering and swingarm using complex linkages. A fixed arm connects a pull-and-push rod on either side of the hub-center to help steer the bike. The geometry also includes a second pair of static rods to ensure the axle stays level with the bike’s mass.

While hub steering has a number of clear advantages, its downfall is that it is considerably more expensive to manufacture and maintain and requires exceptionally experienced mechanics to tune and repair.

But it does look good, works more efficiently from an engineering standpoint, and directly addresses the most important factor in the motorcycling experience: braking.

The Majestic – Artistic Design from the 1920s
from https://www.odd-bike.com

While the engineering of the Majestic might have been relatively conventional, what was unprecedented was the styling, the hallmark of the Majestic to this day.

All the oily bits were fully enclosed under louvered panels, with partially enclosed fenders covering the wheels at both ends. The rider was completely isolated from the grime and muck of the running gear and powertrain, perched upon a sprung saddle and controlling the machine via levers and bars that poke through the all-encompassing body.

Presented in 1929, the prototype Majestic (which was reported as Roy’s personal machine) featured an air-cooled 1000cc longitudinal four-cylinder engine from a 1927-28 Cleveland 4-61. This would not remain for production, however.

While at least two Majestics were built with a 750cc JAP V-twin (arranged, like a much later Moto-Guzzi , with the Vee transverse and the heads poking through the bodywork) and records note that JAP singles, a Chaise Four, and at least one Gnome et Rhone flat twin were also employed, the majority of production machines coming out of Chartenay featured air-cooled Chaise engines.

These were overhead valve singles featuring unit two or three-speed gearboxes operated by hand-shift, available in 350cc and 500cc displacements. Distinctive for their single pushrod tube that resembles a bevel tower (but contains a pair of tightly-spaced parallel pushrods) and external bacon-slicer flywheel, these powerplants were a favourite of French manufacturers during the interwar period and were used by a variety of marques in lieu of producing their own engines.

The base price of the Majestic was 5200 Francs for a 350 with chain final drive; an extra 500 Francs netted you optional shaft drive.

An additional option that is rarely seen on surviving examples was a fine “craquelure” paint option that was applied by skilled artisans. It involves a process of deliberately screwing up the paint job in the most controlled and flawless way possible, applying a contrasting top coat over a base using incompatible paints that will cause the top coat to crack in a uniform fashion, something like a well-aged oil painting or antique piece of furniture.

The result is spectacular – and perhaps a bit tacky, giving the machine the appearance of a lizard skin handbag. (Maybe a later Rock Star would have loved to ride it as the “The Lizard King” ? )

The Majestic was impeccably stable at higher speeds compared to the other motorcycles of that era.

It was also agile and light footed in a way that similar machines, like the Ner-A-Car, were not.

The relatively low weight, around 350 pounds, carried with a very low centre of gravity made for tidy handling that was more than up to the meagre output offered by the powerplants.

Majestic was targeting a clientele that didn’t really exist: the gentlemanly rider who might desire a superior (read: expensive) machine as a stablemate to their elegant automobiles.

Georges Roy’s previous design produced under the name “New Motorcycle”

Georges Roy’s earlier 1927 brand called New Motorcycle was a far better barometer of things to come, predicting the style and design of machines that would emerge during the 1930s and beyond. The Majestic has far less impact and was more of a curiosity than predictor of trends to come.

Georges Roy’s brilliance as a designer is unquestionable, and deserves more praise than he ever earned during his lifetime.

Majestic is a little bit of elegance floating on the sea of staid machines that clutter up the history books.

Georges Roy was a French industrialist and engineer born in 1888 who achieved success in the textile business – specifically in knitting and sewing equipment. He was, however, an early adopter of motorcycling at the turn of the 20th Century – reportedly his first machine was a Werner, a Parisian machine that introduced the term “Motocyclette” in 1897.

Peugeot Plans To Introduce A 300cc Motorcycle

By General Posts

by Sabrina Giacomini from https://www.rideapart.com

From cars to scooter to bikes.

When we say the name Peugeot, we usually think of cars and scooters—that’s what the French brand is most famous for. The brand also produced a handful of motorcycles through the years, but mainly built its reputation on its four-wheel and step-through products.

In October, 2019, Indian giant Mahindra— the same people behind the Jawa revival and Royal Enfield—bought Peugeot’s entire motorcycle division with the intention to introduce seven new two-wheel models between 2021 and 2023. The first model in the pipeline could be a small-displacement motorcycle based on the P2X Concept.

Italian outlet Motociclismo had a chat with GAM Distribution president Mario Minella. The distributor is in charge of importing Peugeot Motorcycles products to Italy and Minella was able to provide some insight into the French brand’s plans for the future.

Minella explained that despite the pandemic, the plan to reposition Peugeot Motorcycles on the global market thanks to a new branding and a new design remains on track. The company plans to adopt a younger, more aggressive image. The plan also includes the introduction of a GT model armed with a 300-400cc engine and the implementation of higher building standards (scooter, we’re assuming, since the journalist asked about “traditional products”).

What about motorcycles? Minella answered that from an enthusiast standpoint, he sincerely hopes there will be one introduced soon. He explained that the motorcycle concept (P2X) introduced at the 2019 Mondial de la Moto was very well received. The maker developed a 300cc motorcycle platform that could eventually also be turned into 125 and 500 models based on the concept introduced last year. While the focus will be on the Asian market for small and mid-size bikes, he added that that new platform will be developed for all the markets.

While Minella didn’t discuss any timeline, but the brand’s intention to change its image, we could expect a new Peugeot motorcycle to surface sooner rather than later.

French start-up Heetch effectively launches VIP motorcycle taxi service with a network of 250 drivers

By General Posts

Equipped with pink vests and helmets, 250 motorcycle taxis now roam the streets of Douala, on behalf of French start-up Heetch, the government daily Cameroon Tribune reveals.

Indeed, on May 8, 2019, Heetch announced the success of a fund-raising operation of €34 million euros (about XAF23 billion), to establish itself in Cameroon, Côte d’Ivoire, Algeria, and Senegal, and develop its activities in Belgium.

In addition to the VIP motorcycle taxi business, Heetch also offers Cameroon its Car-with-driver service. This start-up is, therefore, competing with local companies such as Easyride, which provides taxi services for VIPs, or Bee Sarl, which is also helping modernize the motorcycle taxi business in Cameroon.

Is a flying motorcycle the future of riding?

By General Posts

by Chris Best from https://www.wkrg.com

The future of riding, may not be riding at all, but flying. That’s if you can afford it. French auto-maker “Lazarus” is showing off its new “motorcycle” that is more about wings than wheels.

It’s called “La Moto Volante”…sounds fancy right? But it just translates to “flying motorcycle.” Four turbines boost the bike from the ground to the sky…talk about getting in the wind. Downside is it will only fly for about 10 minutes at a time…oh and there’s the price tag.

The company will only be making five of them…and they are $560 thousand dollars each. So although the dream of flying motorcycles may be coming true…It will remain a dream for virtually everyone on the planet.

NAWA’s Radical Electric Motorcycle Highlights The Potential Of Supercapacitors In EVs

By General Posts

by Bill Roberson from https://www.forbes.com/

Despite the fact that they have built an electric motorcycle, French tech company NAWA Technologies, or just NAWA for short, isn’t in the business of building electric motorcycles – they build batteries. But maybe they should reconsider the motorcycle market option, especially in light of the one-off bike they did just indeed build, because it’s a serious looker packed with possibly industry-changing technologies.

The NAWA Racer’s sleek, minimalist styling comes courtesy of a collaboration with Envisage Group, who have been involved with Jaguar and other brands that want some cool lines with their new tech. One highlight is a hubless rear wheel, although the bike is covered in cool touches including the wrap-around LED taillight and duck-tailed seat.

But beyond the slick lines and hubless rear hoop of the NAWA Racer, the cafe-racer inspired from-the-future motorbike carries an underlying technology that significantly boosts performance and could signal a significant step forward for electric motorcycle performance – or the performance potential of anything that needs batteries for motive power, including electric cars.

NAWA has added a supercapacitor to the Racer (NAWA calls it an ultracapacitor, and have branded it as NAWACap), and the short version of the technese is this: A supercapacitor is similar to a battery, except it can be charged in seconds, and can then dump that charge at an extremely high rate – far beyond what a battery can provide – for an instant boost in power. It can also repeat that feat millions of times without any substantial performance losses. NAWA isn’t the first company to put a supercapacitor into service; supercar maker Lamborghini is integrating a supercapacitor system into their new Sián hypercar (sorry, but all 63 are sold out at $3.6 million per copy).

According to information provided by NAWA, the Racer has a relatively small 9kWh lithium-ion battery pack, and a .1kWh NAWACap ultracapacitor located in the upper pod above the pack in the frame. The inclusion of the NAWACap system has multiple advantages. Since it can be charged in seconds by regenerative braking (preferably) or the Li-ion battery (or both), it’s pretty much always ready to give a power boost when physics puts the largest load on the battery: From a stop or during hard acceleration. NAWA claims the racer can go 0-60 in about three seconds with a top speed of about 100 miles an hour. The Racer’s motor puts out about 100 horsepower, and NAWA says that since the supercapacitor system cuts down on needed battery capacity, the Racer weighs in at about 330 pounds – far lighter than some current electric motorcycles like the Zero SR/F, which tips the scales at 485 pounds with a 14.4kWh battery. That improved power-to-weight ratio also helps in performance metrics and improves handling.

Additionally, the NAWACap system extends the urban range of the Racer since the motor can be smaller, lighter and has to push less weight around. NAWA is claiming 186 miles of urban range, where the NAWACap system will be in its element, sucking up free electrons from the regenerative braking system in stop-and-go traffic. Highway range would be less, of course.

The Lamborghini Sián and the NAWA Racer are shining more light on both an ongoing problem and a potential elegant solution around the limitations of lithium-ion batteries, which currently power pretty much every electric car, hybrid, electric motorcycle, ebike and cell phone in the world. The problem? Lithium-ion batteries, wondrous as they are, take a relatively long time to charge. Also, they are not able to dump power into a drivetrain at a very high rate – unless you can pile a literal ton of them into your vehicle, as Tesla and others have done, but which you cannot do with a weight-sensitive machine like a motorcycle. Also, batteries can catch fire if severely damaged, and their lifespan is limited. Capacitors, which have been around for about as long as electricity, have none of those problems – but there’s a reason we don’t use them as long-term energy storage devices just yet: They are not able to hold a charge over long periods of time like a battery, and they currently have low energy density compared to most batteries. If those issues could be solved, they would touch on the holy grail of battery technology: The Solid State Battery.

To put this in perspective, consider that if a Tesla used supercapacitors (or a solid state battery) instead of a lithium-ion battery pack, you could likely charge it in a fraction of the time it now takes to fill a traditional car with gas. As in: A minute or so. Additionally, an array of supercapacitors would also be able to pump huge amounts of energy into a vehicle’s drive system, resulting in incredible acceleration even beyond the feats of Ludicrous Mode and so on. But again, because they cannot hold a charge for long and have low energy density, they are not yet practical for uses as a primary energy storage system. NAWA’s solution with the Racer? The battery/supercapacitor hybrid.

Just like battery technology, capacitor tech isn’t standing still either. Work is ongoing on making supercapacitors even more super by lengthening the time they can hold a charge and otherwise improving every other aspect of their performance. While powering vehicles with supercapacitors was once something talked about on the fringes of EV R&D forums, the tech is now heading mainstream, and we should expect to see more vehicles with ever better supercapacitors in the near future. For now, all we can do is hope some OEM slips a check under the door at NAWA Technologies and brings something like the Racer to market sooner than later.

If you’re going to be in Las Vegas for CES 2020, check out the NAWA Racer at their booth in Eureka Park.