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Saturday, April 28, 2012

Newest Flying Car Undergoing Rigorous Testing

There have been several flying cars introduced over the past 40 years but the newest one, dubbed the Terrafugia Transition, must undergo 75 test flights to verify its airworthiness for the Federal Aviation Administration. An article by Christine Negron of NYTimes.com gives details about this vehicle that combines aspects of a car, motorcycle, and airplane. Here's an excerpt:

"The promise of an

Friday, April 27, 2012

Motorcycle Pictures of the Week - First Year and Roy Bober


Here are my Pictures of the Week as displayed on the Motorcycle Views Website. These pictures are taken from the Moto Pic Gallery. See First Year's 1979 Harley-Davidson Super Glide Fat Bob FXEF 80 under Bikes Only. Also see Roy Bober's 2008 Harley-Davidson Ultra Classic 105th Anniversary Edition under Men on Motorcycles. There are no Trikes Only or Women on Motorcycles this week. We need more

BMW Recalls 2012 S1000RR Motorcycles for Loose Connecting Rods

BMW is recalling certain model year 2012 S1000RR motorcycles, manufactured from September 1, 2011, through April 10, 2012.

Due to a manufacturing process error, the connecting rod bolts may become loose during high engine temperatures and/or high engine operating speeds which could result in catastrophic engine damage.

1414 units are affected.

Check out my Motorcycle Recalls feature for more

Friday, April 20, 2012

Motorcycle Pictures of the Week - Mark and Jay


Here are my Pictures of the Week as displayed on the Motorcycle Views Website. These pictures are taken from the Moto Pic Gallery. See Mark's 2003 Harley-Davidson Limited Edition Road Glide under Bikes Only. Also see Jay's 2006 Honda Gold Wing under Men on Motorcycles. There are no Trikes Only or Women on Motorcycles this week. We need more pictures of women with their motorcycles. Get your

Monday, April 16, 2012

Polar Bear Grand Tour to Cape May, NJ on April 15, 2012


Check out pictures of the 22nd motorcycle run of the 2011-2012 Polar Bear Grand Tour season to Cape May, NJ on April 15, 2012.

Saturday, April 14, 2012

Moto Guzzi Stelvio, 2011

 
 

Moto Guzzi Stelvio, 2011

MAIN CHARACTERISTICS

DESIGN
  • - New headlight fairing.
  • - New 32 litre fuel tank.
  • - New windshield.
  • - New saddle lining.
  • - New Moto Guzzi customised side panniers.
  • - Brand new shaped saddle.
ENGINE
  • - 1200 90° V-shaped Twin-cylinder "Four Valve"
  • - Single overhead camshaft timing system with decreased valve control noise level.
  • - New profile camshafts.
  • - Oil radiator increased.
  • - Single plate clutch.
  • - New exhaust system.
  • - Transmission with compact reactive cardan shaft drive.
  • - 6-gear gearbox.
  • - Euro 3.
CHASSIS
  • - High tensile steel upper dual beam frame.
  • - Front fork with 50 mm legs, adjustable spring preload and hydraulics fitted with a new set of progressive action springs.
  • - Shock absorber with adjustable preload and rebound fitted with a new more preloaded spring
  • - Rear suspension with progressive articulation single arm.
  • - 4 horizontally opposed piston front brake system with new 320 mm discs.
  • - Rear 282-mm disc brake, floating calliper with two parallel pistons.
  • - Rear tyre ZR 150/70/17.
  • - Front tyre ZR 110/80/19.
STANDARD OUTFIT:
  • - New cutting-edge Continental ABS.
  • - New instrument panel with increased scale fuel level indicator.
  • - Heated hand-grip fixture.
  • - Satellite navigator fixture.

North American Specifications

  • Engine : 90° V-shaped twin cylinder, 4 valves per cylinder
  • Engine capacity : 1,151 cc
  • Max output : 77 KW at 7,250 rpm
  • Max torque : 113 Nm at 5,800 rpm
  • Exhaust system : stainless steel, 2-in-1 type, three-way catalytic converter with double lambda probe
  • Gear : 6-speed
  • Final drive : CARC compact reactive shaft drive; double cardan joint and floating bevel gear set, ratio 12/44 = 1:3.666
  • Front suspension : completely adjustable upside-down fork (spring preload and hydraulic compression and rebound damping) with mounting bracket for radial brake calliper
  • Rear suspension : single-sided swing-arm with progressive linkage and monoshock with adjustable hydraulic rebound and dial for setting spring preload
  • Front brake : dual 320 mm stainless steel floating discs and radial callipers with 4 horizontally opposed
  • pistons - ABS
  • Rear brake : 282 mm stainless steel fixed disc, floating calliper with 2 parallel pistons - ABS
  • Tyres : 110/80 R19" tubeless (front) - 150/70 R17" tubeless (rear)
  • Max length : 2,305 mm
  • Max width : 1,080 mm
  • Height : 1,475 mm
  • Saddle height (adjust.) : 820/840 mm
  • Dry weight : 251 Kg
  • Fuel tank capacity : 32 litres (including 7 litre reserve)

Moto Guzzi Griso 1200 8V SE, 2011

 
 
 

Moto Guzzi Griso 1200 8V SE, 2011

North American Specifications
Canadian MSRP: $16,895 CDN

ENGINE
  • Type : Four-stroke V 90 twin
  • Cooling : Air and oil cooled with independent cooling pump
  • Capacity : 1,151cc
  • Bore and stroke : 95 x 81.2 mm
  • Compression ratio : 11 : 1
  • Timing diagram : Intake valve opening 36° before upper TDC.
  • (play 1 mm) Intake valve closing 62° after lower TDC.
  • Exhaust valve opening 58° before lower TDC.
  • Exhaust valve closing 30° after upper TDC.
  • Measured with rocker arm/valve play of 1.5 mm
  • Maximum power output : Over 80.8 kW (110 CV) at 7,500 rpm
  • Max Torque : Over 108 Nm at 6,400 rpm
  • Fuel supply/ignition : Multipoint sequential electronic injection, Magneti Marelli IAW 5A phased, alfa-n system; 2 x Ø50 mm throttle bodies with Weber IWP 189 injectors, Lambda probe.
  • Starter : Electric
  • Spark plugs : NGK PMR8B (Long Life)
  • Exhaust system : Stainless steel two-into-one 3-way catalysed with Lambda probe.
  • Homologation : Euro 3
TRANSMISSION
  • Gearbox : 6 speed
  • Gear ratios : 1st 17/38 = 1 : 2.235
  • : 2nd 20/34 = 1 : 1.700
  • : 3rd 23/31 = 1 : 1.348
  • : 4th 26/29 = 1 : 1.115
  • : 5th 31/30 = 1 : 0.968
  • : 6th 29/25 = 1 : 0.862
  • Lubrication : Oil bath
  • Primary drive : Helicoidal gears, ratio 26/35 = 1 : 1.346
  • Final drive : CA.R.C reactive drive; double universal joint with floating bevel gear, ratio 12/44 = 1 : 3,666
  • Clutch : Single plate with integrated flexible couplings
FRAME
  • Frame : High tensile steel tubular twin cradle
  • Wheelbase : 1,554 mm
  • Rake : 108 mm
  • Steering rake : 26.30°
  • Steering angle. : 34°
  • Front suspension : Upside down Ø 43 mm fully adjustable forks (spring preload and hydraulic for rebound and compression) with mounting for radial callipers.
  • Front wheel travel : 120 mm
  • Rear suspension : Progressive single swingarm, fully adjustable monoshock with separate gas reservoir (spring preload and hydraulic for rebound and compression).

Indian Chief Classic, 2011

 
 
Indian Chief Classic, 2011

Features
Styling
  • - Chromed tear drop Halogen Headlamp
  • - Short fenders
  • - Die cast console - color matched
  • - Black and polished engine with chrome covers
  • - Chromed spoke wheels
  • - Available billet wheels
  • - Traditional black wall tires
  • - Two into one stainless steel exhaust system with three way catalytic converter installed and chromed shields
  • - Leather & fringe options available
Powertrain
  • - Air cooled, pushrod, Power Plus 105ci engine
  • - Closed loop, sequential, port injection with heated oxygen sensors
  • - Six speed transmission
Chassis
  • - Seat: solo seat available in black and tan leather
  • - 5.5 gallon fuel tank
  • - Brembo brake system with dual floating rotors and 4 piston calipers in the front and single floating rotor and two piston caliper in the rear.
  • - Two accessory 12 V outlets
  • - Indian Script tank design
Electrical
  • - Tank mounted analog speedometer and multi function digital display
  • - Charging system 42 Amps
  • - Lamps: Tear drop head lamp, glass front fender light
  • - There are no electrical relays in the system
Specifications
DIMENSIONS
  •     Note: All specifi cations subject to change
  •     Length 100.5 ”
  •     Width 40.5”
  •     Height 50.5”
  •     Seat Height Laden 26.69”
  •     Seat Height Unladen 27.89”
  •     Wheelbase 68.4”
  •     Dry Weight 728 lbs
  •     Running Order Weight 773 lbs
  •     Rake Steering Head/Trail 34°/5.92”
  •     GVW- Gross Vehicle Weight 1220 lbs
ENGINE
  •     Engine Type Power Plus 105, Air Cooled
  •     Displacement 105 Cubic Inches
  •     Bore x Stroke 3.966 x 4.25
  •     Compression Ratio 9 to 1
  •     Engine Torque 100 ft*lbs
  •     Fuel System Closed loop sequential port fuel injection
DRIVETRAIN
  •     Primary Drive Chain
  •     Gearbox Six Speed
  •     Gear Ratio (overall)
  •     1st 10.44:1
  •     2nd 7.090:1
  •     3rd 5.172:1
  •     4th 3.984:1
  •     5th 3.193:1
  •     6th 2.771:1
  •     Final Drive Belt
CHASSIS
  •     Frame High tensile steel, rear monoshock
  •     Suspension/Front Diameter 41 mm/ Travel 108 mm
  •     Suspension/Rear Single shock/ travel 73 mm
  •     Brakes/Front Dual calipers with floating rotors 11.5 Diameter
  •     Tires/Front 130/90 16 Black
  •     Tires/Rear 150/80 16 Black
ELECTRICAL
  •     Electrical Instruments Tank mounted analog speedometer and multi function digital display
  •     Charging System 42 Amps
  •     Lamps Tear drop head lamp and glass front fender light
EXHAUST SYSTEM
  •     Two into one Stainless
  •     Steel with shields
CHASSIS
  •     - Leather solo seat
  •     - 5.5 gallon fuel tank
  •     - Brembo brake system with dual fl oating rotors and 4 piston
  •     calipers in the front and single fl oating rotor and two piston
  •     caliper in the rear.
  •     - Two accessory 12V outlets
ELECTRICAL
  • - Tank mounted analog speedometer and multifunction digital display
  • - Charging system 42 Amps 201.. Chief Classic
STYLING
  •     - Chromed tear drop Halogen Headlamp
  •     - Auxiliary driving lamps
  •     - Die cast console- color matched
  •     - Indian Script tank design
  •     - Traditional black wall tires
  •     - Available billet wheels
  •     - Leather & fringe options available
  •     - Short fenders
POWERTRAIN
  •     - Air cooled, pushrod, Power Plus 105ci engine
  •     - Closed loop, sequential, port fuel injection with heated oxygen sensors
  •     - Baker six speed transmission

Indian Chief Bomber, 2011

 
 
 
 
Indian Chief Bomber, 2011

It began in Springfi eld, Massachusetts, 110 years ago.. George Hendee, a champion bicycle racer, and Oscar Hedstrom, a gifted inventor, gave America its fi rst production motorcycle. They distilled into that bike everything that was great about America - a desire for freedom, a love of open spaces
and a pioneering attitude. You could swing your leg over the machine they created and ride off on it into the sunset. Today, 110 years after the fi rst Indian Motorcycle® came to life, those legendary motorcycles that graced the highways and lonely back roads of the greatest country on earth, have
been re-born.

The Heart Of American Motorcycling Is Alive And Well

The 2011 Indian Chief Motorcycles are designed and engineered to be powerful works of art. Each
Indian Chief features a factory built 105 cubic inch PowerPlusTM engine with electronic fuel injection. The head turning PowerPlusTM engine unites style and technology while delivering the heart-pounding torque and pavement ripping power you expect from America’s first motorcycle company.

From the tip of the Chief’s deep-valanced front fender to the ergonomically designed, genuine leather seat, every detail of the motorcycle strikes a perfect balance between the legendary heritage of Indian and the comfort, style and performance you demand in a qualitymachine.

Features

Styling
  • - Chromed tear drop Halogen Headlamp
  • - Handpainted Pin up girl Tank Art
  • - Die cast console - color matched
  • - Special Edition Bomber fender cloisonne'
  • - Special Edition Bomber front and rear fenders
  • - Special Edition Bomber leather solo seat with bomber seat concho
  • - Blacked out, Two into one stainless steel exhaust system with three way catalytic converter
  • - Special Edition Bomber Saddlebags
  • - Quick detach black fender rackPolished brake calipers
Powertrain
  • - Blacked out Air cooled, pushrod, Power Plus 105ci engine
  • - Closed loop, sequential, port injection with heated oxygen sensors
  • - Six speed transmission
Chassis
  • - Leather solo seat
  • - 5.5 gallon fuel tank
  • - Brembo brake system with dual floating rotors and 4 piston calipers in the front and single floating rotor and two piston caliper in the rear.
  • - Two accessory 12 V outlets
Electrical
  • - Tank mounted analog speedometer and multi function digital display
  • - Charging system 42 Amps
  • - Lamps: Tear drop head lamp, glass front fender light
  • - There are no electrical relays in the system

Specifications
Dimensions
  • Note: All specifications subject to change
  • Length 100.5 "
  • Width 40.5"
  • Height 50.5"
  • Seat Height Laden 26.69"
  • Seat Height Unladen 27.89"
  • Wheelbase 68.4"
  • Dry Weight 746 lbs
  • Running Order Weight 773 lbs
  • Rake Steering Head/Trail 34°/5.92"
  • GVW- Gross Vehicle Weight 1220 lbs
Engine
  • Engine Type Power Plus 105, Air Cooled
  • Displacement 105 Cubic Inches
  • Bore x Stroke 3.966 x 4.25
  • Compression Ratio 9 to 1
  • Engine Torque 100 ft*lbs
  • Fuel System Closed loop sequential port fuel injection
Drivetrain
  • Primary Drive Chain
  • Gearbox Six Speed
  • Gear Ratio (overall)
  • 1st 10.44:1
  • 2nd 7.090:1
  • 3rd 5.172:1
  • 4th 3.984:1
  • 5th 3.193:1
  • 6th 2.771:1
  • Final Drive Belt
Chassis
  • Frame High tensile steel, rear monoshock
  • Suspension/Front Diameter 41 mm/ Travel 108 mm
  • Suspension/Rear Single shock/ travel 73 mm
  • Brakes/Front Dual calipers with floating rotors 11.5 Diameter
  • Tires/Front 130/90 16 Black
  • Tires/Rear 150/80 16 Black

Norton NRV588 Race, 2010

 
 
 
 
Norton NRV588 Race, 2010

UK Specifications
MSRP: £11,995

This NRV-588 has an advanced, up-to-date technical specification using computers to control all operations, but the general configuration is as follows:

Engine
  • - 588cc twin-rotor Wankel type
  • - Fuel injected, direct spray into both bell mouths
  • - Fully variable intake tract to peak maximum torque between 8000-11,000rpm
  • - Electric water pump
  • " Ducted fan air cooling for rotors
  • " Fly-by-wire throttle

Power
" Projected at 170 BHP @ 11,500 RPM
" Max torque 80 Ibs ft, at variable rpm

Chassis
  • Twin spar aluminium, by Spondon
  • Front Suspension: Ohlins upside-down fork
  • Rear Suspension: Ohlins specially made long-stroke single-sided direct connection unit
  • Brakes: AP Discs with radial mounted front callipers and rear 2 piston brake calliper.
  • Wheels: Dymag 16.5in
  • Tyres: Dunlop
  • Weight: 130kg (dry)

Norton NRV588 - Rotary Revival
Alternative ideas for improving sportbike performance usually involve yet another arcane front suspension layout like the Bimota Tesi or BMW's Duolever/ Telelever designs-but rarely has anyone offered an alternative engine. Except for the two-stroke, which became a mainstream concept that eventually has been forced into near extinction by environmental concerns, and not counting the current fascination with renewable fuels, there haven't been any truly innovative concepts in gasoline-powered motorcycle engine design. Well, perhaps except for just one: the Wankel rotary.

The Norton Rotary Reborn
It's been 20 years since the rotary engine invented by German engineer Felix Wankel back in 1924 made its motorcycle roadracing debut in 1987. Powering the racebikes of the resurgent Norton factory, the rotary's then-superior performance led to eight years of competition that resulted in successive British roadrace titles, points-scoring GP finishes and victory in the Isle of Man TT against the top superbikes of the day. The fact that each Wankel engine cylinder has only three moving parts that simply rotate-compared with myriad moving pieces in a conventional four-stroke piston engine, many of which run at incredibly high velocities only to stop dead a couple of hundred times a second-makes this a plausibly more efficient mechanical solution. Admittedly, the thorny issue of the bike's exact engine capacity was always a matter of controversy. Because the rotary engine's unique three-sided rotor's power stroke occurs twice during a revolution of the crankshaft (actually called the eccentric shaft, basically a camshaft around which the rotor orbits), some claimed that its displacement should be measured by the single rotor-face-swept area of each of the Norton Wankel's two triangular rotors times two. Nonetheless the rules were massaged on an ongoing basis to make sure the crowd-pleasing Nortons could play their role as British underdogs taking on the might of Japan Inc.

I was able to test each successive year's variant of the Norton rotary racer and found the bikes thrilling to ride, with a good power-to-weight ratio that made them unquestionably fast and with adequate handling. Although the rotary is a dirtier, thirstier design than a conventional four-stroke, it's also lighter and more compact-and potentially more powerful. Just what you need to build a better racebike, as Brian Crighton proved by conceiving the Norton rotary racers that flourished two decades ago. Unfortunately the Nortons withered away after their last race in 1994, thanks to the corporate intrigue that eventually downed the parent company.

But some people never give up, and for 13 years, the 59-year-old Crighton continued to dream of building a Norton rotary racer as light and powerful as he always knew it had the potential to be. Now, with the financial backing of dedicated Norton enthusiast Roy Richards-founder and chairman of Britain's National Motorcycle Museum, where 16 of the 17 Norton factory rotary racers ever made now reside-Crighton's dream has reached reality. The Norton NRV588 is the bike he always wanted to build.

Launched a year ago at Britain's Birmingham Show, and after a season of development held back by the dismal British summer's constant rain, the NRV588 currently produces 165 horsepower at 11,450 rpm from its liquid-cooled twin-rotor engine, yet weighs just 289 pounds with all fluids but fuel. Crighton's ultimate rotary racer offers a power-to-weight ratio comparable to today's factory superbikes, with performance enhanced by current technology that includes a ride-by-wire throttle, fuel injection with a range of usable maps and traction control. "This is the bike I wanted to build for 1995 after we'd beaten the Yamahas and Ducatis plus the RC45 Honda to win the 1994 championship," says Crighton. "I wanted fuel injection for the road bikes to cope with emissions and ride-by-wire throttle to make it easier to ride in the wet via traction control. But they changed the rules to get rid of the Nortons, and anyway the company was fizzling out, so it never got built. But [a British magazine] published an article about my ideas back in August 1994, and when Roy Richards hired me three years ago to restore all his rotary Nortons for the museum, after I'd been working for him for a while I showed him the article. After reading it he said, 'Well, would you like to build it to finish the story off?' He said that he'd finance it personally, and that's how it's come about."

An Old Dog With New Tricks
The heart of the NRV588 is obviously the twin-rotor engine, one of the spare '94 Duckhams motors that incredibly hadn't even been opened and serviced since being built that year. Thus original mechanical spec is unchanged, with 9.6:1 compression and original porting (rotaries control intake and exhaust flow timing via ports, just like a two-stroke). But it's now fitted with fuel injection controlled by an Omex ECU using GEMS software, powered by a Yamaha R6 generator and controlling a single injector per rotor in Crighton's own dual 36mm throttle bodies. These are located beneath the required bulge in the front of the fuel tank to allow space for the tall shower-style injectors; they're necessary to permit usage of the NRV588's variable-intake system (hence the "V" in its designation). But while the concept is similar to the MV Agusta and Yamaha systems, the NRVs feature a linear electric servo motor that controls the movement of the telescopic intake trumpets via a gearbox driving a screw. This allows an actual progressive system, instead of the MV and Yamaha systems that only permit two positions. Plus, while the MV/Yamaha systems only allow a maximum of 75mm of variation in length, the Norton's fully progressive system extends over a huge 120mm range. The trumpets are fully extended at low rpm, then begin to contract from 6000 to 8000 rpm.

Other electric motor controlled by the ECU operates the throttle plates, in a copy of the modular ride-by-wire system on Ducati's MotoGP bikes. This has a conventional throttle cable running from the grip to a potentiometer, which translates the action in digital form to the ECU. The ECU then instructs the electric motor to operate the butterflies according to a preprogrammed map that can be altered depending on weather, track conditions, tire wear and so on.

A belt primary drive transfers power from the rotary's eccentric shaft (the Wankel's "crankshaft") to the separate Yamaha OW01 six-speed transmission. Although difficult to distinguish in this photo, the actual rotary engine is very compact, with an overall size not that much larger than the oversize ignition rotor. Note the oil-injection pump (the rotary is like a two-stroke in that its combustion components are lubricated by oil in the intake charge) driven off the clutch shaft.

An Ohlins inverted superbike fork rides on an ultralight 16.5-inch Dymag carbon-fiber wheel shod with Dunlop racing rubber, with radial-mount, monoblock, four-piston AP calipers biting down on 320mm steel discs. The extra-large radiator is necessary to shed the rotary's intense heat production.

These two shots show the Norton's innovative variable-intake system in full extension and retraction. Unlike the similar systems used on the Yamaha R1 and MV Agusta F4 CC, the NRV588's unit is a fully progressive-length system. Note also that as the intake stacks move through their 120mm range of travel (the Yamaha and MV systems only allow a maximum of 75mm), the shower-style injector towers follow in synchronized movement.

Having ridden both four-cylinder sportbikes fitted with variable-intake systems, I was interested to see how this would work on the rotary engine. I remembered from my several previous Norton rides that it had a broad spread of power but suffered from a lack of low-end torque, especially if tuned for top-end power like the original bikes were. That always made them even more like a two-stroke to ride, and the heavier flywheel required to tame the otherwise explosive powerband also tended to compromise acceleration, only partially rectified by the bike's light weight.

The NRV588 has no such problem. For example, compared with Steve Hislop's TT-winning ABUS Norton, which had a nice midrange but was definitely peaky in terms of power delivery, the new bike feels like it's powered by an extremely potent electric motor. There's a huge range of seamless, linear power from 3000 rpm all the way up to the 11,500-rpm rev limiter. Throttle response is crisp without being abrupt, a welcome trait considering the NRV's high power output and light weight. The 2D LCD dash is hard to read because of the lack of contrast in daylight and the smallish numbers, and the engine is so smooth that you have no sense of feel that it's time to shift. This caused me to bump into the rev limiter often; a bright shift light would help here. The excellent low-end torque meant that driving out of the tight turns could be done in second gear-no need for first gear in the separate six-speed Yamaha OW01 gearbox with belt primary drive. However, there's no power shifter fitted to the race-pattern gearshift, because the engine's relatively heavy flywheel and long gear spacing make it difficult to prevent shock loading while shifting through the lower gears.

But where the variable-intake system in the NRV588 really shows is when you get to 8200 rpm, where maximum torque of 82 ft-lb is delivered, according to Crighton. Here, instead of the midrange flat spot that plagued the older Nortons, the engine keeps pulling hard and continues to accelerate strongly right to the 11,500-rpm limiter. Note that the 165-horsepower number is quoted at 11,450 rpm, which incidentally Crighton says is a conservative figure-he feels 175 horsepower is easily achievable with more development.

The ECU software allows Crighton to dial in a different engine map for wet pavement as well as a different ride-by-wire throttle program and (though it wasn't yet installed for any of my tests) a choice of traction control programs depending on track conditions. With the continuous and overlapping power pulses of the rotary engine making the bike especially prone to wheelspin, this will be a useful feature in the future. It could also allow riders to run a softer rear tire, enhancing traction even more. As it was, even without traction-control programs installed, the NRV's smooth throttle response and linear power made it a confidence-inspiring ride on a wet track-maybe just not as much fun on a dry one.

The bodywork was designed by Harris Performance and painted in colors that recall Norton's classic-era Manx GP singles. The chassis is a Spondon aluminum twin-spar frame based on the '94 Duckhams British Superbike title winner, but because one of Crighton's key objectives in designing the new bike was to maximize the benefits of the rotary engine's compact build, the main spars are 25mm longer to allow for a front-mounted Radtech custom radiator rather than the previous twin side-mounted radiators. This helps reduce the NRV's overall width to just 450mm, more than 50 percent narrower than the old Nortons and not much wider than a 250GP racer. But the rotary engine also has some heat issues caused by the continuous power pulses that can result in exhaust temperatures reaching more than 1000 degrees C. This required a new exhaust system made from costly Inconel alloy, which is more resistant to heat than titanium and is even lighter. Also, to bring cooling air between the rotor housings Crighton borrowed an idea from one of his hobbies. "I fly model aircraft, and they use high-performance duct fans that run at very high speeds and generate lots of airflow," he explains. "There's an electrically driven extractor fan in the duct beneath the seat linked to the ECU, so that as the temperature rises it runs quicker and pulls the heat out of the middle of the engine. The forward ducts on the fairing give a positive effect there, and there's a negative effect at the rear, so you end up with a good cooling airflow. It's the same variable system as the engine's electric water pump, which has no thermostat, just a sensor that monitors engine temperature. As this rises the water pump speeds up, but then it slows down as it cools. It self-regulates so you don't need to tape up the radiator [on colder days]."

A small electric extractor fan pirated from an R/C model aircraft sits in an underseat duct in the tailsection, helping pull cooling air from between the rotary engine's housings. The fan's variable speed is controlled by the ECU according to engine temperature.

The air duct running down into the area below the fuel injection and airbox pulls cooling air between the rotor housings of the rotary engine, which can generate a staggering amount of heat due to its constant overlapping firing intervals.

A Yamaha R6 generator attached to the left side of the eccentric shaft powers the Norton's fuel injection and numerous electronic engine and rider aids. This shot also shows the rotary engine's incredibly compact dimensions, evident in the round, exposed case the generator plate is attached to.

There's just a single Ohlins rear shock on the NRV, offset to the right and operating without any link. "A monoshock with linkage is made very progressive, so it only moves a little when the wheel hits a small bump," says Crighton. "This makes it hard to control the damping accurately, as we proved with back-to-back tests on the Roton GP racer, which became Ian Simpson's title-winning Duckhams Superbike. Our system is better because we have more damping control and better consistency, and the braced swingarm is stiff enough we can move the single shock off to the side to help it run cooler without any flex." Rear-wheel travel is only 3.5 inches, while the wheelbase is extended slightly to 56.1 inches with an increased 54/46 percent front-end bias. The fully adjustable 43mm Ohlins fork is set at a 23.7-degree head angle (adjustable via eccentrics) with 102mm of trail.

The Norton was also the first one I rode with Dymag carbon wheels. As a result the pair of chicanes at Mallory Park, where I tested, suddenly became amazingly easy to flick through. However, I found that the Norton likes to take wide, sweeping lines to maximize turn speed rather than stop, turn and accelerate hard, as you might expect with such a slim, light bike wearing wide, 16.5-inch Dunlop slicks. Edge grip was obviously good on my one dry test day, although one handling aspect I didn't care for was the way the NRV liked to understeer under hard acceleration, perhaps because of the engine power compressing the rear shock without a progressive linkage.

But otherwise the Norton tracked straight and true, and I welcomed the exceptional feel of the radially mounted twin 320mm AP front discs and monoblock four-pad calipers. On a bike this fast on such a tight track you need to have absolute faith in your brake package, and the AP brakes provided it, countering the rotary motor's near-total absence of engine braking. The slipper clutch sourced from a Kawasaki parts bin helped keep the Norton stable as it stopped hard, although it was surely aided by the high 2000-rpm idle speed. The gear-change was a little notchy but nothing oppressive.

A single Ohlins shock in a cantilever setup without linkage controls the rear suspension, with the fat rear Dunlop 16.5-inch slick mounted on a wide, 6.5-inch Dymag carbon-fiber wheel. The exhaust system is made entirely from expensive Inconel alloy to withstand the rotary engine's incredibly high exhaust temperatures.

The Wankel rotary's compact size compared with a conventional four-stroke piston engine is apparent in this bodywork-off photo. Weight bias is 54/46 percent on the front, which helps keep the front tire on the ground when unleashing the Norton's 165 horsepower.

Sadly, in these days of increasing focus on what are labeled the "spec" classes of racing (production-based categories such as Superbike, Supersport, Superstock, and so on), there's no free-formula racing category where examples of alternative thought like the Norton can be raced. Well, except maybe just one. Back in the '90s, the rotary Nortons regularly raced in the European Battle of the Twins at circuits such as Assen, Monza and Spa-for precisely the reason that the Norton will hopefully be accepted by organizers of such events today, perhaps starting in Daytona in March: It's different.

"It would be nice to run in that kind of racing because of the interest it would create for people who like things that are out of the ordinary," says Crighton. "Whatever the argument is about the capacity, it's a 165-horsepower bike and we're thinking of running it against the 1000cc superbikes producing up to 200 horsepower, so it's a tall order. It'd be incredible if it could be competitive at all, but we're willing to give it a try by using the power-to-weight ratio to our advantage if it's possible. At the moment we've only got the one bike, so if we're going to do any sort of racing we'll need to get a second one built. We do have some spares available, though it is getting a bit difficult with the engine parts now. But we'd like to wave the Norton flag again to show people how a rotary ought to be done right."

Even more to the point, though: How great would a Norton NRV588 street replica be, complete with side ports and fuel injection taking care of emissions (just as it does for Mazda with its RX-8 sports car) and the variable-length intake setup offering superb rideability in a 170-horsepower, 300-pound package?


Norton Commando 961 Cafe Racer, 2010

 
 
 
Norton Commando 961 Cafe Racer, 2010

UK Specifications
MSRP: £13,495

Frame
  • - Frame: Steel tubular with integral oil tank
  • - Swing arm: Twin-sided steel construction
  • - Wheelbase: 1420mm (55.9 in)
  • - Rake: 24.5 degrees
  • - Trail: 99mm (3.9 in)
  • - Front suspension: 43mm Ohlins USD - Adjustable preload, compression & rebound damping.
  • - Rear suspension: Ohlins reservoir-style twin shocks - Adjustable ride height, reload, compression and rebound
  • - Front wheel: 36 spoke 3.50 x 17” Black Rim
  • - Rear wheel: 40 spoke 5.0 x 17” Black Rim
  • - Front tyre: 120/70 x 17”
  • - Rear tyre: 180/55 x 17”
  • - Front wheel travel: 115mm (4.53 in)
  • - Rear wheel travel: 100mm (3.94 in)

Brakes & Hydraulics
  • - Front brakes: Full Brembo system, twin Brembo 320mm semi-floating hi
  • carbon stainless steel discs & Brembo 4 piston radial callipers
  • - Rear brakes: Full Brembo system, single Brembo 220mm disc, Brembo 2 piston “Gold Line” calliper
  • - Brembo front brake master cylinder, with integral reservoir
  • - Brembo hydraulic clutch master cylinder, with integral reservoir
  • - Brembo rear brake master cylinder
  • - Brembo hydraulic clutch actuation slave cylinder
  • - Gear box: constant mesh 5 speed
  • - Final drive: 525 “O” ring chain
  • - Clutch: Wet multi-plate
  • - Electric start
Transmission
  • - Gear box: constant mesh 5 speed
  • - Final drive: 525 “O” ring chain
  • - Clutch: Wet multi-plate
  • - Electric star Power Assembly
  • - Engine type: Parallel twin with push-rod valve actuation, dry sump
  • - Displacement: 961cc
  • - Cooling system: Air
  • - Valve actuation: Push rod, hydraulic lifter, 2 valves per cylinder
  • - Bore x stroke: 88mm x 79mm
  • - Compression ratio: 10.1:1
  • - Power: 80PS @ 6500RPM
  • - Torque: 90Nm @ 5200RPM
  • - Exhaust: Café Racer Sports Exhaust
  • - Ignition: Crank fired electronic
  • - Euro 3 compliant with electronic fuel injection and multiple 3 way catalytic converter
Electronics & Controls
  • - Charging system: 300 watt hi-output charging system
  • - Instrumentation: Norton electronic analogue speedo & tachometer

Miscellaneous
  • - Fuel tank capacity: 17 litres (4.5 US gallon)
  • - Dry weight: 188kg (414.5 lbs)
  • - Seat height: 813mm (32 in)
  • - Steering: Black anodised billet yokes
  • - Handlebars: Clip-on handlebars
  • - Bodywork: Café Racer Fly-Screen

Colour Options
- Black & Gold
- Red & Gold
- Yellow & Black
- Silver, Red & Black

Price: £13,495
Price shown includes the 'On the Road' costs and VAT for the UK.

Motorcycle Picture of the Week - Larry Bennett


Here are my Pictures of the Week as displayed on the Motorcycle Views Website. These pictures are taken from the Moto Pic Gallery. See Larry Bennett's 2008 Harley-Davidson custom under Men on Motorcycles. There are no Bikes Only, Trikes Only or Women on Motorcycles this week. We need more pictures of women with their motorcycles. Get your picture in. For details, see Motorcycle Pictures of the

BRP Recalls 2010 Spyder RT Roadster for Brake Pedal Problem

Bombardier Recreational Products INC. (BRP) is recalling certain model year 2010 Spyder RT Roadsters.

A pin securing the brake pedal connecting rod could disengage and fall off.

If this occurs, a total loss of main brake function could result without prior warning.

3259 units are affected.

Check out my Motorcycle Recalls feature for more details.

Sunday, April 8, 2012

Harley-Davidson's new York, PA Plant Leads the Way

The brand new York, PA manufacturing plant operated by Harley-Davidson uses modern techniques to assist the company to be more efficient and be better able to respond to changes in the market. An article by Rick Barrett of the Journal Sentinel gives all the details about how the new system is working. Here's an excerpt:

"York's new factory, housed in one building, is much smaller than the old

Saturday, April 7, 2012

Motorcycle Pictures of the Week - Robert Sena and Flyin' My Pride


Here are my Pictures of the Week as displayed on the Motorcycle Views Website. These pictures are taken from the Moto Pic Gallery. See Robert Sena's 1970 Triumph Springer under Men on Motorcycles. Also see Flyin' My Pride's 1983 Honda Shadow under Bikes Only. There are no Trikes Only or Women on Motorcycles this week. We need more pictures of women with their motorcycles. Get your picture in.

Thursday, April 5, 2012

Kawasaki Recalls 2009-2012 Concours 14 Police for Fuse Problem

Kawasaki is recalling certain model year 2009-2012 Concours 14 police motorcycles.

The additional police accessories may cause the 30-amp main fuse to blow. Also, the additional police wiring harness may chafe leading to a short, which may blow the main fuse.

273 units are affected.

Check out my Motorcycle Recalls feature for more details.

Monday, April 2, 2012

Polar Bear Grand Tour run to Cheeburger Cheeburger in Flemington, NJ on 4/1/2012


Check out pictures of the 21st motorcycle run of the 2011-2012 Polar Bear Grand Tour season to Cheeburger Cheeburger in Flemington, NJ on April 1, 2012.