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Vyrus Alyen Powered By Ducati – Motorcycle From The Future

By | General Posts

by Satya Singh from https://www.rushlane.com/

A bike that appears to utilize advanced alien engineering, Vyrus Alyen easily qualifies as a formidable competitor to the likes of batpod

Vyrus is an Italy based innovation workshop that has been producing absolute masterpieces for more than thirty years. The workshop’s latest creation Alyen is a seamless blend of art, passion, performance and hi-tech innovation. The awe-inspiring motorcycle seems like a product from the future, with the idea probably being brought home by a time traveller.

While Vyrus Alyen appears to be quite heavy by its looks, its weight may be well below your expectations. That’s because the motorcycle utilizes lightweight carbon fibre for its wheels and bodywork. The forged carbon fibre wheels have been sourced from Rotobox, a firm that specializes in producing lightweight yet extra strong wheels. The uniquely shaped wheels also enhance the bike’s visual appeal and overall aesthetics.

As of now, Vyrus has released only some basic information about Alyen. The motorcycle is powered by a 1285 cc, water-cooled, Ducati L shaped 90° Desmo drive engine that produces max power of 205 hp at 10,500 rpm. Max torque is 144.6 Nm at 8,750 rpm. However, this also makes it a fuel guzzler. With its small fuel tank, Vyrus Alyen would be most appropriate for short rides. Engine is mated to a 6-speed gearbox and comes with wet clutch.

Vyrus Alyen sits on Magnesium double omega frame that is integrated with a self-supporting composite body. Suspension system comprises push rod twin pivot units at both front and rear. The hub-centre steering system works independently and does not interact with suspension functions.

Also known as hydraulic wired steering system, it was designed in 2004 by Vyrus project leader Ascanio Rodorigo. It was used for the first time in Bimota Tesi 2D superbike. As braking forces do not impact suspension movements, it makes Alyen a lot more agile when negotiating corners. Braking duties are performed by Brembo GP4 series.

To get an idea about Vyrus Alyen’s performance, we can look at the 1285 cc Ducati engine that can reach 0-60 kmph in just around 4 seconds. Top speed is 300 kmph.

Vyrus has not revealed how many of Alyen motorcycles will be produced. Vyrus motorcycles are usually manufactured in limited numbers and are meant for collectors and enthusiasts. You would be lucky to spot a Vyrus Alyen on the streets. Motorcycles created by Vyrus are also known to be priced astronomically. To know the price, you need to contact the Vyrus team.

Riding Triumph’s Rocket 3

By | General Posts

by Dries Van der Walt from https://www.wheels24.co.za

As promised during the local launch of the new Triumph Rocket 3, Triumph South Africa allowed me to ride the beast on Wednesday, March 25, beating the national coronavirus lockdown by just two days.

It was a bitter-sweet experience because while riding the open (and already noticeably quieter) roads in the Hekpoort area of Gauteng, I was keenly aware of the fact that this would be my last leisure ride on a bike for quite a while.

I was joined on the trip by Triumph South Africa CEO Bruce Allen and a colleague from another publication, and the conversation over brunch was predictably dominated by our shared concern about the effects that the looming lockdown, as undeniably necessary as it was, would have on the country’s already brittle economy.

But all of that did nothing to distract from the experience of riding the world’s biggest-capacity production bike. At 2500cm³, the Rocket 3’s engine capacity exceeds that of most cars – almost double that of the popular B-segment hatchbacks that are ubiquitous on South African roads. Housing an engine of that size dictates the design approach, and the Rocket 3 presents a squat motorcycle that is not likely to be mistaken for anything else.

Intimidating at first

Despite being not very tall, the sheer bulk of the bike is somewhat intimidating at first sight. This feeling is not dispelled once you swing a leg over, because that’s when you realise how wide the frame actually is. That said, as soon as the wheels start rolling and your feet are on the pegs, the intimidation factor dissipates with the realisation that, despite its bulk, the Rocket is really well-balanced.

It carries its weight low in the frame, and the size seems to melt away as speed picks up, so that by the time you reach the first traffic light, you’ve forgotten that you are sitting astride a machine of decidedly unusual proportions.

Sandton’s streets are not the place to explore the limits of the Rocket’s prodigious torque, but it did allow me to develop an appreciation for the remarkably smooth quick-shifter. Working both up and down, shifts are immediate and jerk-free, even at lower revs. With a bike that can be ridden in top gear most of the time, a quick-shifter may seem unnecessary, but this one worked so well that I found myself running up and down through the ratios for the sheer fun of it.

We soon hit the highway, and with the relative lack of traffic, I could start playing with the throttle. The torque was everything I expected, and then some. Twist the throttle wide open in any gear, and the Rocket takes off like the proverbial scalded cat leaving your body caught between the twin sensations of your arms being wrenched from their sockets and your hands strained to their utmost to maintain a grip on the handlebar.

Zooming past

On the other hand, if you give the twist grip the respect it demands, the torque is exhilarating but manageable. Overtaking becomes a non-event – you edge up to whatever is in front of you, wait for a brief gap in the oncoming traffic, twist the throttle and zoom past it in the blink of an eye.

Highway gave way to some twisty backroads, and I found that the Rocket is not averse to brisk cornering. At this point on the route, I was on the Rocket 3 R, the “sporty” naked version with footpegs almost directly underneath your hips. This gave me the opportunity to adopt the usual weight-forward riding position, and I could attack the curves with confidence.

While no sportbike, the Rocket remains stable through the twisties, making it once again easy to forget how big and heavy it actually is.

After brunch, I switched to the GT. On this version, you get a welcome windscreen, and footpegs set more forward for a relaxed riding position. I’m not a cruiser person, but to my great surprise I found that I preferred the GT to the R. The small screen was remarkably helpful in preventing my body from acting as a drag chute, and the footpegs weren’t so far forward that I was forced into the dreaded C-shaped riding position.

Ideal for long distance

Although these slight changes to the identical frame shared by the two variants made the GT feel like a different bike altogether, it retained the sure-footed handling of the R, leaving me to enjoy the twisties on the way back as much as on its sibling.

The new Rocket 3, aimed mostly at the US market where long, straight roads and low-speed limits are at the order of the day, is without a doubt a niche bike. As such it is unlikely to appeal to a broad audience locally, but one thing is for sure: if I were offered one for a trip down to Cape Town, I would grab it with nary a second thought.

SPECIFICATIONS:

ENGINE & TRANSMISSION 
Type: In-line three-cylinder, water-cooled, DOHC
Capacity: 2458 cm³
Max Power: 123kW @ 6000r/min
Max Torque: 221Nm @ 4000r/min
Final Drive: Shaft, bevel box
Clutch: Wet, multi-plate hydraulically operated, torque assist
Gearbox: six-speed

CHASSIS 

Frame: Full aluminium frame
Swingarm: Single-sided, cast aluminium
Front Wheel: 17 x 3.5in cast aluminium
Rear Wheel: 16 x 7.5in cast aluminium
Front Tyre: 150/80 R17 VRear Tyre: 240/50 R16 V
Front Suspension: Showa 47mm upside-down 1 1 cartridge front forks, compression and rebound adjuster. 120mm travel
Rear Suspension: Fully adjustable Showa piggyback reservoir RSU with remote hydraulic preload adjuster, 107mm rear wheel travel
Front Brakes: Dual 320mm discs, Brembo M4.30 Stylema 4-piston radial monobloc callipers, Cornering ABS
Rear Brakes: Single 300mm disc, Brembo M4.32 4-piston monobloc calliper, Cornering ABS
Instrument Display: TFT multi-functional

DIMENSIONS & WEIGHTS 

Width (handlebars): 889mm
(w/out mirror): 1065mm
Seat Height: 773mm
Wheelbase: 1677mm
Dry Weight: 291kg
Tank Capacity: 18L
Fuel Consumption: 6.82-l/100km (claimed)

DORF Reviewed

By | General Posts

A Book about Two Brothers Riding from Los Angeles To Sturgis

Book by Bob Bitchin, Review by Rogue

I was thinking about all of you on Quarantine and how much I think you would enjoy reading this book by my friend Bob Bitchin. I will tell you ahead of time, it is an ADULT PUBLICATION and if you are offended by Sex, Drugs, or Rock and Roll it is probably not for you.

READ THE BOOK REVIEW ON BIKERNET – CLICK HERE

Shop for Books, Leather Gear and more in the 5-Ball Racing Shop

https://shop.bikernet.com/

BMW’s prewar-inspired R18 boxer motorcycle makes its production debut

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by Kyle Hyatt from https://www.cnet.com/

We loved the concept at Villa d’Este, and now the production version will haunt our dreams until it’s released.

I’ve been looking forward to a production version of BMW’s R18 concept since it debuted last year at Villa d’Este, and now it’s finally here. How close does the production model get to the utterly gorgeous prewar-inspired concept?

Well, pretty close, actually. Sure, there will be plenty who argue that it should be closer, that the production bike’s front wheel is too small or that BMW should have retained the concept’s fork covers, but I’m not one of those people. This thing is a handsome-as-hell cruiser-bobber style motorcycle, and I badly want to ride it already.

The R18’s headline feature is its massive 1.8-liter horizontally opposed twin-cylinder engine. This is the biggest boxer that BMW has ever offered — by over half a liter — and it’s still air-cooled. This lump outputs a 91 horsepower and a whopping 116 pound-feet of torque. It’s got four valves per cylinder with dual overhead camshafts on each cylinder, and it promises to be a characterful old thing, in the best traditions of the brand.

The bike also features the classic BMW boxer large single-disc dry clutch and a six-speed gearbox. Unusual for the BMW though (these days, at least) is the decision to leave the bike’s driveshaft exposed. This was done in homage to the prewar Beemers like the R5 and R51 from which the R18 takes much of its inspiration. A reverse gear ala Honda’s Goldwing is available as an option.

The R18 is probably closest in spirit to the R NineT, at least as far as current production motorcycles go, and like that bike, it’s been designed with easy customization in mind. To that end, BMW has partnered with the likes of Roland Sands Design and Mustang Seats to offer factory-approved accessories to help make the R18 more your own.

Unlike the R NineT, the R18 features multiple ride modes which include Rock, Roll and Rain. The former being the most aggressive ride mode, with access to the bike’s full power and torque. Roll mode is analogous to most motorcycles’ Road mode, while Rain offers softer throttle response and more limited power and torque.

The bike’s suspension is pretty neat in that it looks very much like a hardtail (aka no rear suspension) but, in fact, is merely hiding its rear suspension bits. The bike’s front fork legs are each a whopping 49 millimeters in diameter and look suitably old-timey — though I’d have loved to see a modern BMW interpretation of the classic Earles fork design that it used in the 1920s and 30s.

The R18 will be available in two flavors at launch: the standard version and the First Edition, and it’s the latter one that really gets my attention. The First Edition pays the closest homage to the classic Beemers with all kinds of pinstriping and chrome. It also comes with some neat extras like historically accurate tank emblems, slotted screws (to look period correct while also annoying your mechanic), a leather belt, a screwdriver, gloves and a book celebrating the BMW motorcycles’ 97-year history.

The standard R18 will set you back a surprisingly reasonable $17,495, while the First Edition will go for $19,870. Bikes are currently slated to hit dealers later on in 2020, but given the dramatic effect that the coronavirus outbreak has had on the industry, that could be pushed back.

BMW Goes After Harley-Davidson with Stunning R 18 Big Boxer Cruiser

By | General Posts

by Daniel Patrascu from https://www.autoevolution.com

Despite being at the top of sales charts in the motorcycle industry, BMW hasn’t had an entry in the cruiser segment since the R1200 RC . That changed with the introduction of the brand new R 18 this week.

Featuring the Big Boxer engine, the “most powerful 2-cylinder boxer engine ever used in motorcycle series production,” the R18 is described as a bike that blends the classic lines of older BMW bikes with modern day technology.

The design of the motorcycle, and parts of its construction, like the rear swingarm, are reminiscent of the R 5, a bike designed way back in the 1930s as the first BMW motorcycle to use a foot-operated four-speed gearbox. Cues to that resemblance are also the double-loop frame, the pear-drop tank, the open-running driveshaft, the pinstriped paintwork, and of course the exposed drive-shaft.

At the center of the motorcycle lies the Big Boxer BMW has been teasing for more than a year now. The 2-cylinder engine is 1,802 cc in displacement, develops 91 hp at 4,750 rpm, and provides a maximum of 158 Nm of torque at 3,000 rpm.

The motorcycle comes with three driving modes – Rain, Roll and Rock – and is equipped with automatic stability control (can be disengaged) and drag torque control as standard. Optionally, reverse assist and hill start control can be specified.

BMW did not announce yet when the motorcycle will become available and how much it will charge for it. When it hits the market though, it will be available in First Edition guise, adding a few unique extras like a classic black finish with white pinstriped paintwork, chrome highlights and First Edition badges.

Additionally, for the U.S. market BMW partnered with several companies to give the bike a local flavor. The customization program there includes parts from Roland Sands Design, Mustang Seat, or Vance & Hines.

Full details on the BMW R 18 can be found in the press release section below.

 

Harley-Davidson might have two all-new bikes coming, leaked documents suggest

By | General Posts

by Kyle Hyatt from https://www.cnet.com/

These bikes would likely share powerplants with the Pan America and Bronx.

When you’ve been in business for as long as Harley-Davidson has, it’s really easy to let things get a bit stale and boring. We’ve seen that from H-D for a while, but over the past year or so, it’s been working to shake things up with bikes like the Livewire and the Pan-America, as well as the middleweight Bronx.

It would seem, based on some leaked documents from an investor presentation, that it’s not entirely done shaking yet. Specifically, this document suggests that there are at least two more motorcycles in the works — non-traditional Harleys, all — and I couldn’t be more excited.

The first (and the one for which I’m most excited) appears to be a reimagining of the XR1200 flat-track racer homage that H-D released in the mid-aughts. The would seem to be an answer to Indian’s excellent FTR1200, and if we can get some of that competitive spirit to move from the flat track to the showroom, then I’m all for it.

The second bike is a more 1980s sport-bike-meets-cafe-racer thing, but it’s not especially original or exciting looking, at least compared to the Pan America or the Bronx. That said, unoriginal doesn’t mean bad. It’s packaged well, with the big Revolution Max V-Twin engine sporting a cool bronze hue. It’s like Harley went back to the Buell days and then stripped off all the weird stuff so non-nerds would buy them.

Seeing as these are just leaked mentions of bikes, we don’t have a ton of information about them. Based on the images, we see that they will share the Revolution Max engine with the Pan America and Bronx, though in what displacements, we don’t know.

We also don’t know when we’d expect to see these bruisers make their official debuts, let alone be released for sale, though with the current state of global affairs, we’d bet it’s at least a year or two off, if ever.

Harley-Davidson declined to comment on future product.

Kawasaki Ninja ZX-25R Racer Custom unveiled – A 250cc track machine

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by Abhinand Venugopal from https://www.rushlane.com/

Kawasaki’s Ninja ZX-25R Racer Custom is a track-only version of the brand’s new 249cc four-cylinder sportsbike

Kawasaki has unveiled the all-new Ninja ZX-25R Racer Custom ahead of its official debut event which had to be cancelled due to COVID-19. The pandemic has caused a lot of confusion among global automotive industries with back-to-back plant shutdowns, event cancellations and rising losses. However, manufacturers have taken social media as an effective platform to introduce their latest products.

Coming back to Kawasaki’s latest product, the Racer Custom variant is essentially a track-focused, track-bred and track-only version of the Ninja ZX-25R that was unveiled last year. The sportsbike’s main highlight is its power plant — a 249cc DOHC liquid-cooled ‘inline-4’ engine that can rev up to a cool 17,500rpm!

So far, Kawasaki has not shared the exact engine specifications of the ZX-25R or its track-only avatar. Various reports state that it could generate around 45bhp and a lot of acoustic drama (way more for the Racer Custom variant). In fact, Kawasaki had shared the exhaust note of its new light-capacity four-banger. To many, it wouldn’t make any sense to split a displacement of roughly 250cc into four cylinders, but for the very few who likes to ride a motorcycle at its absolute limit (in a safe environment) will find a fun machine in Kawasaki’s new ZX-25R.

Kawasaki also plans to introduce a new one-make championship next year with the ZX-25R (and NOT the track-only Racer Custom variant). The race will be open to anyone regardless of their track hours. Meanwhile, Kawasaki has introduced a host of performance and cosmetic upgrades for potential ‘25R’ buyers. This includes racing cowls, tank pad, track tyres (Dunlop Sportmax ?-13SP), Showa suspension, new chainset, performance exhaust, carbon bits and many more.

Sources suggest that Kawasaki’s ‘baby ZX-10R’ will first hit the Indonesian market, after which it will be filtered down to further potential markets in Asia and Europe. India may not get it and we don’t expect Kawasaki to make the effort.

Even though the concept of low-capacity four-cylinder motorcycles is relatively unheard among the wider scenario, such motorcycles have been around since the late 20th century. Kawasaki’s iconic ZXR250 could be considered as the virtual predecessor of the new ZX-25R. One might find 40-45bhp to be a normal figure in this day and age, but these motorcycles require an expert to harness their full potential by shifting correctly in extremely narrow peak power bands.

2020 Honda CBR250RR Details Revealed

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by Satya Singh from https://www.rushlane.com

The high-performance, fully faired quarter-litre bike was launched last year and it is on sale in many international markets including Japan and Indonesia. In its 2020 avatar, the bike gets a new colour option and some mechanical upgrades. Updated Honda CBR250RR borrows some of its styling from its bigger siblings, the CBR650R and CBR1000RR. There’s a new colour option – Grand Prix Red with Pearl Glare White. This variant comes with gold-plated rims and forks, which create an exciting contrast with the red and white colour scheme.

Apart from these, there aren’t any major cosmetic changes in the updated bike. It continues with its aggressive profile, as accentuated by dual LED headlamp, LED position lights, sculpted side cowl, sleek side panels, low-set handlebars, and muscular fuel tank.

2020 Honda CBR250RR was scheduled to be unveiled at Osaka Motorcycle show and Tokyo Motorcycle Show, but these have been cancelled due to coronavirus. Subsequently, Honda decided to unveil 2020 CBR250RR at Honda Virtual Motorcycle Show. Along with CBR250RR, other Honda bikes such as CT125 Hunter Cub and CBR1000RR-R Fireblade will also be unveiled at the virtual event.

Features that have been continued from the earlier model include fully-digital instrument cluster, double-barrel exhaust and petal disc brakes. Updated CBR250RR is powered by a new 250cc twin-cylinder, liquid cooled engine that generates max power of 41 ps. This is around three units more than the earlier model. Torque output is also expected to go up, even though exact numbers have not been revealed yet. For records, torque produced by earlier model was 23.3 Nm at 11,000 rpm. Engine is mated to a 6-speed transmission.

Coming to mechanicals, one key upgrade is the addition of slipper clutch. This was not available in the earlier variant. However, based on customer feedback, Honda has introduced the slipper clutch as a standard feature in new CBR250RR. Honda will continue to offer bi-directional quickshifter system as an option. CBR250RR is already equipped with ride-by-wire throttle system. Users will be able to choose from three riding modes of Comfort, Sport, and Sport+.

New CBR250RR will sport a price tag of 847,000 yen, which is around Rs 5.78 lakh. It will rival the likes of Kawasaki Ninja ZX-25R. In the Indian market, Honda sells CBR250R, which will be discontinued after BS6 emission norms come into effect from March 31. CBR250RR is unlikely to be launched in India, owing to its high pricing. In case it is launched in India, CBR250RR will emerge a formidable competitor to the likes of Kawasaki Ninja 400.

Copyright (C) https://www.rushlane.com.

Ducati Multistrada V4, an ADV with hyper bike performance

By | General Posts

The upcoming Ducati Multistrada V4 is expected to make global debut at the coming EICMA 2020 motorcycle show that is slated to take place towards the end of this year.

Ducati Multistrada V4 has been snapped testing and the latest set of images issued by Morebikes.co.uk gives a clear idea of what the upcoming ADV will be like. The upcoming Ducati Multistrada V4 can be seen wrapped in camouflage and hence, the exact visual details are not visible entirely. The test mule has been spotted somewhere in Europe. Take a look at the pictures and you will notice without any mistake that the test mule is that of a Multistrada. However, there are a few changes that make you believe that this one is a V4. In terms of visuals, the new Ducati Multistrada V4 can be seen with a new all-LED headlamp set up and the front fairing has also been revised. Moreover, the rear view mirrors also look new.

Take a deeper look and you will also notice the radar units placed between the two headlamps and these are a part of the company’s radar-assisted Advanced Rider Assistance System (ARAS). As the name suggests, these units will monitor the distance with other vehicles and will give the rider a warning when a vehicle comes too closer to the bike. Apart from these changes, the upcoming Ducati Multistrada V4 will also get a new subframe along with a double-sided swingarm.

You can see that the subframe is trellis type and is painted in red. Coming to the engine, this is the same motor that powers the Ducati Panigale V4 and the streetfighter V4. However, don’t expect the power figures to be as much astonishing as the engine might be detuned to order to suit the characteristics of an adventure tourer. The upcoming Ducati Multistrada V4 is expected to make global debut at the coming EICMA 2020 motorcycle show that is slated to take place towards the end of this year.

Stripped Down Harley-Davidson Muscle Bike Is the Treat to Wait for in 2021

By | General Posts

by Daniel Patrascu from https://www.autoevolution.com/

Despite the fact that it is probably the world’s most famous motorcycle brand, Harley-Davidson seems to be struggling to come to grips with the realities of the age. Plagued by financial problems, Harley recently lost its CEO, and more stormy weather seems to be looming ahead.

There are however plans in place for a turnaround. These plans cover everything from new models to the reinvention of the dealership network.

As far as new products are concerned, we already talked about the two new motorcycles Harley plans to launch by the end of this year. Both – the Bronx and Pan America – are built on a new middleweight platform and use new Revolution Max family of engines.

But perhaps more exciting than anything is the return of the bike maker to the custom scene, with a yet unnamed motorcycle announced for 2021.

Previewed at about the same time with the other two, the custom machine is described as one with “a muscular stance, aggressive, stripped-down styling and 1250cc of pure performance.”

Officially, that’s about it when it comes to this product fom now, but by the way it looks (see in the gallery above) and given the fact that the Pan America will use the same 1250cc Revolution Max engine with 145 hp and 90 lb-ft of torque, we expect the specs on the custom to be even more extraordinary.

All the bikes we mentioned here are part of a plan meant to reinvent the company by 2022 and increase the number of Harley customers by 1 million by 2027, for a total of 4 million in the U.S. alone.

“The bold actions we are announcing today leverage Harley-Davidson’s vast capabilities and competitive firepower – our excellence in product development and manufacturing, the global appeal of the brand and of course, our great dealer network,” said in a statement back in 2019, when the moves were announced, Matt Levatich, at the time the company’s CEO.

“Alongside our existing loyal riders, we will lead the next revolution of two-wheeled freedom to inspire future riders who have yet to even think about the thrill of riding.”