In 2014, a man named Vincenzo Mattia called Langen’s first version of the V-Twin a “a brutal GP racing engine delivering 95 bhp” (via Moto Live).

Later, Langen debuted the bike in September 2020 at the highly acclaimed Salon Privé Concours d’Elegance – to great success, we might add.

That same two-stroke technology is still present in today’s models – handsome luxury pieces that feature stunning amenities like 24-karat gold accents and carbon fiber body parts.

The engine remains front and center as Langen’s greatest achievement; with patented fuel injection and an ECU-controlled lubrication system, the handling is nothing less than what you need it to be – and now Langen is bringing their new units to Motorcycle Live tomorrow!

One of the Two-Stroke riders, a former Grand Prix (125cc World Championship) rider named Danny Webb, will be on hand to discuss how the bike handled under aggressive professional use.

In the end, everyone is sitting on the edge of their seat to see what Langen will bring to the table in the next 24 hours – and no one is better prepared for such an event than Christofer Ratcliffe, the founder and CEO. of Langen.

See also

“The whole Langen team is delighted to hand over the first two bikes,” enthuses Ratcliffe (via VisorDown).

“Like all automotive companies, we have had our own component and supply chain issues and coupled with COVID-19, this moment has taken a long time to prepare; however, the best things come to those who wait and our first customers can’t wait to take a look at these bikes and reap the rewards of the hundreds of hours of work put into each machine – now they’re ready to be enjoyed.

Expect updates soon; in the meantime, stay tuned by dropping a comment below, and as always – stay safe on the twists.

*Media from Visor down as good as Langen’s Facebook page*

Engineering innovator and motorcycle racer Erik Buell has followed the release of his Fuell Flluid 1 electric bike project with a promised second electric vehicle, the Fllow Electric Motorcycle (yes, two “Ls”). The launch recently went live on Prelaunch.com.

The $11,995 (base) 400-pound Fllow will come in two versions, a low-power 15-horsepower urban machine that will allow lower-level license holders to cruise legally, and a full-power 47-horsepower “S version that produces just over 550 pound-feet of torque, with a top speed of 85 mph and a 0-60 time of just 3.5 seconds. Range is 150 miles / 240 km at best in Urban riding As always, electric range is dependent on many factors, including rider weight, speed, terrain, riding demands (urban or highway, etc.), and the weight of the rider’s right wrist. two versions of the Flow will be visually identical with essentially the same features Speed ​​restrictions will be software-based, according to Fuell.

Flow technology includes a 400-volt, 10 kWh modular battery, along with 50 kW CCS-2 DC Level III charging capability that Fuell says enables a fast-charging option as fast as a “traditional shutdown.” for petrol”. In a press release, Fuell said the Level III CCS charge time could be less more than 30 minutes. “As you never charge 100% of the battery, but rather 20% to 90% usually, the actual charging time is about 15 minutes. Just enough to have a coffee, check your emails and get back on the road said Fuell in his latest press release.

When it comes to unique features, the bike’s design definitely reflects Erik Buell’s consistent approach to functional information form with a touch of panache, from the magnesium monocoque frame design to the blanket bodywork. complete aerodynamically slippery (trade secret: most motorcycles, including these shark-like sportbikes, are about as aerodynamic as a brick). “It’s the most radically innovative chassis design I’ve ever done, and from the steering column to the rear wheel, it’s filled with new design concepts that no one has ever done before,” says Buell. in a press release.

Indeed, there are smart Erik Buell touches throughout, including a large 50-litre (10-gallon) lockable storage area where the gas tank would be on an ICE machine. It’s big enough to hold a full-face helmet and more. Turn signals are integrated into the ends of the handlebars (à la vintage BMW) and the overlapping LED projection headlights sit below a transparent front fascia that turns into a small windshield. The Flow is designed for two-up riding, but the seating area seems to be…minimalist. Owners can also customize the Flow with different color accent panels on the front of the bike and other locations (as below).

Unlike nearly every other full-size electric motorcycle on the market, Buell has placed the Flow’s motor inside the return wheel, something more common with e-bikes – but not Buell’s Flluid e-bike. Of the well-known full-size electric motorcycle manufacturers, only Sonders also uses this approach on its Metacycle.

Unsurprisingly, Buell’s rear wheel motor design is a hub of innovation. The rear wheel also rides on a single-sided swingarm like that found on much more exotic bikes. This choice makes rear wheel work – from changing tires to upgrading the entire wheel – much easier and faster. The motor system is also protectively sealed inside the wheel.

Buell’s dedication to simplicity is holistic on the Flow; he says the bike uses “60% fewer parts and is assembled in 40% of the time” compared to gas-powered bikes. Considering it doesn’t have a gas engine and complicated transmission/transmission, that makes sense. Buell also says the bike will be built in the United States and “parts and components will emphasize American and/or Western provenance.”

The hub motor’s interior design also draws inspiration from one of its best-known technological touches: the unconventional ZTL rim-disc brake system from its Buell motorcycle days. Except in this case, the way the engine is designed, the acceleration forces – like the ZTL braking system – transfer the load more efficiently to the wheel rim instead of the hub like a conventional chain and sprocket setup. A hub motor also avoids parasitic driveline inefficiencies caused by the chain (or belt) and sprockets. There’s no clutch or gears, chain or belt, and few moving parts (possibly only one, the wheel itself). And while this approach adds unsprung weight to the rear wheel, on such an urban machine it’s less of a concern than on a sportbike – and the engine can get lighter over time as updates are made. become available, updates Buell says the Flow will be able to use because of its modular architecture.

MORE FORBESRide Review: The FUELL Flluid-1E dual battery perfectly combines the best of an e-bike and a motorcycleBy Bill Robson

The choice of hub motor also has several advantages beyond simple simplicity; it frees up “motor space” in the chassis for more battery space or storage space, and hub motors also tend to be very quiet. While the rear wheel styling looks a little flat and plain on the pre-production bike seen here (and it’s a real bike, not a render), the engine cover can definitely be revamped for a different look at the moment. when mass production begins, hopefully next year. Speaking of the ZTL brake, the Flow does not have the ZTL setup as it is more suitable for high-speed, high-load sport bikes. The Flow uses a more conventional but still modern single-disc and one-piece style caliper setup. Rear braking also includes regeneration to extend battery range.

As mentioned, Buell is looking far down the road with the Fllow; it’s designed to be very modular and easily upgradeable over time, whether that means inserting a new and better battery when this technology arrives, or lightening the weight of the rear wheel motor as the Electric motor technology continues to mature, which it does rapidly. Even the charging plug is designed for easy swapping if EV manufacturers reach agreement on just one type of charging port (currently there are many types). But for now, it has the most popular J1772 port with DC Fast Charging (aka CCS) points included for a charge time of “under 30 minutes” according to Fuell. Or, riders can use a Level II charger or simply plug it into a wall outlet for overnight charging.

Of course, the Flow uses a smartphone app to tweak things to a rider’s preferences, as well as offering security, tracking, GPS, OTA updates and more. The speed and so on is displayed on a large LCD screen, it is not clear if it is a touch screen. There will also be a key fob for security.

Still with high-tech features, the latest information from Buell indicates that they also plan to offer the latest safety and driver awareness technologies, including front and rear radars, front and rear cameras, detection of blind spots, ABS, regenerative braking and a high degree of smartphone connectivity.

While Buell is an admired icon in motorcycle circles, the Fllow motorcycle and Flluid e-bikes are a departure from his typical lightweight, high-powered race machines that many riders are used to seeing with his name on them. . In a 2021 interview, Buell told Forbes.com that he’s all about e-bikes and e-motorcycles, and it’s good to see things moving forward for Buell and his team and Fuell after the pandemic and Supply chain chaos caused understandable delays in Flow’s design process.

So, who is this unique machine for? Buell says the Flow “has the luggage capacity and practicality of a large scooter, but looks and handles like a mid-size motorcycle.” With its unusual design and styling, accessible power and innovative ideas, Buell is gearing the Flow towards an audience that is unfamiliar to it: entry-level riders who want something a little more powerful than a small-wheeled machine. they will quickly overtake. But given its fan base and the unique design of the Flow, we bet experienced riders looking for an affordable street machine with equal performance and functionality will also take a long look.

We’ll have to see if his instincts are there when the bikes start production next year. $200 nets potential buyers a spot in the pre-order line, which Fuell says will also get a $2,000 discount on the bike – and a $1,060 FUELL Carbon helmet from Veldt (shown here). below) that wouldn’t look out of place during a SpaceX launch.

Forbes.com hopes to get time for a Fuell Flow-1S review in the near future.

ENEVATE AND LIGHTNING MOTORCYCLES TEAM UP TO COMMERCIALIZE A REVOLUTIONARY BATTERY FOR AN ELECTRIC MOTORCYCLE THAT RECHARGES ALMOST AS QUICKLY AS FILLING A FUEL TANK

THE HIGH PERFORMANCE MOTORCYCLE CHARGED IN LESS THAN 10 MINUTES FOR AN EXTRA 135 MILES

MOTORCYCLE BATTERY CHARGED TO 400 AMPS, CHARGE RATE NEAR 5C, THAT’S ALMOST 5X CONVENTIONAL EV BATTERIES

DEMO COMPLETED USING EXISTING PUBLIC CHARGING INFRASTRUCTURE

TARGET MOTORCYCLE PRODUCTION FOR EARLY 2023

IRVINE, Calif. – Enevate Corp, a pioneering battery innovation company providing extremely fast-charging, high-energy-density battery technologies for electric vehicles (EVs) and other markets, announced that it had partnered with Lightning Motorcycles to equip Lightning’s Strike Carbon motorcycle with Enevate’s EV-advanced extreme fast-charging lithium-ion cells.

As part of product validation, Lightning integrated a 24 kWh battery with Enevate technology into the Strike Carbon electric motorcycle. 400 amps were delivered at a charge rate close to 5C. These lightning-fast specs translate to a charge time of less than 10 minutes for an extra 135 miles. Charging time for similarly produced electric motorcycles is typically one to four hours. The pack was assembled using Enevate 47Ah pocket cells which began sampling in the second quarter of 2022.

The Strike Carbon prototype equipped with Enevate battery technology has successfully demonstrated the combined capabilities of the two companies, now with over 1,000 miles on the road while “refueling” at public 350kW charging stations. Importantly, the Lightning team led the development of the system and were able to integrate Enevate’s battery cells into the Strike Carbon platform to create the prototype. Lightning’s engineering team has been working in partnership with Enevate scientists and engineers for the past year and has conducted extensive road testing.

“I would like to thank our partner Lightning for their expertise and agility in developing state-of-the-art hardware and software solutions that have enabled us to deliver this high-end super-fast charging motorcycle,” said Enevate CEO, Robert A. Rango. “For the consumer, this means that riders of electric motorcycles with Enevate technology can now ride all day alongside conventional motorcycles without having to wait hours at the charger.”

“This is an exceptional partnership with Enevate as together we push the boundaries of electric motorcycle innovation by achieving the fastest motorcycle charging rate achieved from a public charger,” said Richard Hatfield, CEO and Founder of Lightning Motorcycles. “For me, and for everyone at Lightning, building our products and our business not only gives us the opportunity to be part of something bigger and better, it also allows us to contribute to progress in the world. relentless effort to save our planet.”

ENEVATE TECHNOLOGY

Enevate’s XFC-Energy Technology® for electric vehicles offers five-minute fast charging with high energy density and long range, with the added capability of low-temperature operation in cold climates, a low cost and safety benefits. This short charging time is superior to any other Li-ion technology available today to meet automotive EV requirements for energy density, range, safety and cost. The company’s innovative multi-layered design allows more energy to be stored safely in a single cell. The company’s XFC-Energy silicon-dominant anode requires a fraction of the space of a graphite anode used in a conventional cell. In fact, Enevate’s large-format EV-sized cells achieve energy density in excess of 850 Wh/L and 340 Wh/kg without compromising on safety or other performance metrics. This technology optimizes the performance of the silicon-dominant anode through a combination of electrolyte formulation, cell design and cell formation that will allow Renault to offer significantly faster charging and longer range for its future vehicles. In addition to EV performance benefits, Enevate’s silicon battery technology offers up to 26% reduction in carbon dioxide (CO2) emissions for EV battery manufacturing with Enevate’s XFC Energy technology compared to today’s conventional lithium-ion EV batteries (21% for NCA and 26 percent for NMC cells [kg CO2 eq. cradle-to-gate, per 1 KWh cell capacity]).

ABOUT ENEVATE (WWW.ENEVATE.COM)

Enevate develops and licenses advanced battery technology for electric vehicles (EVs), with a vision of EVs recharging as quickly as refueling gasoline-powered cars, accessible and affordable for everyone, and accelerating mass adoption of EVs . Boasting a portfolio of over 500 issued and pending patents, Enevate’s pioneering advancements (including the exploitation of accelerated battery testing and machine learning) in silicon-dominant anodes and cells have resulted in a battery technology that offers an extremely fast five-minute charge with high energy density. , low temperature operation for cold climates, low cost and safety advantages over conventional batteries. Enevate’s vision is to develop and spread EV battery technology that contributes to a clean and sustainable environment. Investors in the Irvine, Calif.-based company include Renault-Nissan Mitsubishi (Alliance Ventures), LG Chem, Samsung Venture Investment Corp, Fidelity Management & Research Company, Mission Ventures, Draper Fisher Jurvetson, Tsing Capital, Infinite Potential Technologies, Presidio Ventures – a Sumitomo Corporation, Lenovo, CEC Capital and Bangchak Company. Enevate®, the Enevate logo, HD-Energy®, XFC-Energy® and eBoost® are registered trademarks of Enevate Corporation.

ABOUT LIGHTNING MOTORCYCLES (LIGHTNINGMOTORCYCLE.COM)

Lightning Motorcycles produces premium, high-performance electric motorcycles. Lightning products are proven to compete against the world’s best gas-powered motorcycles and have incorporated this innovation and experience to deliver a combination of performance, price and rider experience that positions Lightning to drive widespread adoption of electric motorcycles. Lightning currently produces two platforms at the company’s facilities in Hollister, Calif., and is preparing to expand production and expand its product line to several additional platforms to address the global market. For more information, visit LightningMotorcycle.com.

For some enthusiasts, the most exciting era of motorcycling is the two-stroke era – when screaming “stink wheels” ruled the world’s circuits, and street riders too could get their kicks on lightweight, powerful motorcycles that produced hoarse exhaust notes and clouds of blue smoke. .

Two-stroke racing dominance came to an end in 2002, when Valentino Rossi claimed the first MotoGP title on Honda’s RC211V four-stroke, confirming the demise of the fearsome factory 500cc V4s that had ruled the tracks since the mid 80’s.

On the road, the heyday of the two-stroke was arguably the late ’80s and early ’90s, when the dream bike for busy young riders was a sporty 250cc – preferably Kawasaki’s KR-1, RGV250 from Suzuki or the TZR250 from Yamaha.

These quarter-litre racing replicas had engine capacities no bigger than a bottle of cheap shampoo, but they were a fiery breed. Their very fast twin-cylinder engines developed 50 bhp and gave top speeds of 130 mph, and their aluminum frames helped keep the weight under 130 kg.

More importantly, their narrow powerbands and smooth-steering chassis made every twisty road trip a chance to imagine you were lapping a Grand Prix circuit with 500cc factory aces Eddie Lawson and Wayne Rainey or the 250cc maestro Sito Pons.

Kawasaki’s glory days in two-stroke racing date back even further, to the late ’70s and early ’80s, when the firm won four titles with the KR250, a “tandem twin” whose cylinders were lined up with the bike. In contrast, the KR-1’s cylinders were placed on its frame in a conventional twin-parallel format.

This twin-spar aluminum frame confirmed how far motorcycle technology has come since the days of the steel-framed KR250. The frame contained thick front forks and a single rear shock unit which was actuated via an up-speed linkage system.

The complete KR-1 fairing could have come straight from a racing bike, aside from its headlight and mirrors. It was finished in either striking red, white and black or Kawasaki’s more traditional combination of white, light green and blue.

Behind this fairing, the 249cc engine was liquid-cooled and featured a racing-style six-speed gearbox that could be removed from the side. The exhaust system incorporated KIPS – Kawasaki’s power valve system, designed to add low end torque. The maximum output of 55 hp was impressive for such a small powertrain.

There was no doubting the aggressive intent of the KR-1, from the moment I stepped aboard. Its handlebars were clips, mounted under the upper yoke; the passenger seat was a thin piece of foam. When stationary, the Kawasaki seemed almost ridiculously light, thin and maneuverable, thanks to its claimed dry weight of just 123kg.

Getting started was effortless. The lightest squeeze was needed on the starter to bring the crackle of the two-stroke to life, with a puff of smoke and that distinctive smell that has long been lost on high-performance bikes.

Pulling away was fairly easy too, though the small liquid-cooled mass was slightly rough until it warmed up, and even after that its low-end response was weak. The Kawasaki chokes and hisses below 5000 rpm, and pulls harder from that point, but still without real enthusiasm…

Until its tachometer needle hit around 7,500 rpm, when the KR-1 woke up angry. Suddenly it was all sound, fury and aggression, screaming forward with the tachometer needle spinning toward the 11,500 rpm redline as my left boot hit the shifter to keep up.

In the first three gears, there was fun revving up to legal speeds. At 8,000 rpm and in the power band in fourth gear, it was doing 80 mph indicated, ripping forward with two sprockets and 50 mph still to go.

The forward-leaning riding position encouraged all-to-the-stop throttle behavior, especially since the fairing and windshield provided useful wind protection. Some riders complained of having their hands numb from the vibrations and there was a bit of a buzz at around 7,000 rpm, but that wasn’t an issue on my relatively short ride.

While the little Kawasaki’s straight-line speed was impressive, its handling was even better. This sturdy twin-spar frame was stiff enough to handle twice the engine power. And the bike’s light weight, racy geometry and 17-inch-diameter front wheel made it easy to launch it around corners with a caress of the bars.

The suspension was firm without being harsh and damped well enough to keep things under control. The KR-1 felt slightly jittery on a bumpy road at times, but I had to try hard to get it seriously warped. Its brakes and tires were also excellent.

It all added up to a delightfully quick, nimble, responsive and enjoyable machine with the potential to make any road ride feel like a GP. The Kawasaki also lived up to expectations on the track in 1989, with numerous production race wins.

Inevitably with such a focused bike, there were downsides. The thin seat quickly became painful. The 16-litre tank’s fuel range could dip below 90 miles with heavy use (and why else would you?). And the engine drank up two-stroke oil almost as fast as gasoline, requiring frequent replenishment of the tank under the seat.

More seriously, the KR-1 was far from the best-finished or most reliable model Kawasaki had ever produced. The fact that many ran and most were hard did not excuse the fact that the engine suffered from various problems, including piston failure.

At least Kawasaki moved quickly to update it. Just a year after its launch, the model was replaced by the KR-1S, which produced an additional 5 hp and featured a new frame, suspension and front brake, making the two-stroke an even faster and more ready machine. for the track.

Unfortunately for Kawasaki, what it didn’t do was make the KR a commercial success. Despite the twin’s performance and some notable production run successes, it sold in relatively low numbers. At the end of 1992, after only four years, it was dropped from the lineup.

The lovely twin hadn’t lasted long, but it had boosted Kawasaki’s image and become a cult machine for a small group of enthusiasts. Three decades later, this passion remains. The era of two-stroke racing replicas is long gone. But as long as bikes like the KR-1 are ridden and enjoyed, stinky wheels will be remembered.

1989Kawasaki KR-1

You will like: Racebike-style feel on the road
You will curse: Racebike style comfort and cost
Buy it because: Addictive speed, sound and smell
Condition and price range: Project: £3,000 Lovely walk: £5,000 Demonstration: £7,000
Engine: Liquid-cooled two-stroke parallel twin
Ability: 249cc
Max power: 55 hp at 10,500 rpm
Lester: 123 kg without liquids
Top speed: 130mph

Read more

50 years later, the Kawasaki Z1 is still one of the meanest motorcycles on the road
Commercial break: In 1975, Kawasaki urged you to think even smaller
9 Classic Cinderella Bikes Hidden in the Shadows

By John Ulrich

MotoAmerica King Of The Baggers champ Tyler O’Hara and his wife Lindsay hosted their own championship banquet last Sunday night (Halloween eve) because the show didn’t have one.

The event was held in their hometown of Petaluma, Calif., at Olympia’s Valley Estate, a popular event center and destination run by the O’Hara family.

Sponsors, crew and friends were invited, and guests of honor included the series and O’Hara sponsor Juan Gonzalez, owner of Mission Foods, and Jeff Bailey, chief of engineering for S&S Cycle , the winning Wisconsin-based team behind O’Hara and teammate Jeremy McWilliams.

“They don’t hand out championships. You have to earn them,” O’Hara said. “It’s been a long road and I’ve been racing professionally since 2005 and there’s been an awards banquet every year I’ve raced. Last year I finished second and they (MotoAmerica) had an awards banquet at Barber Motorsports Park. Everyone has been invited. I finished second and was never invited. This year, they did not hold an awards banquet. So I took advantage of the situation and controlled what I could control. For me, continuing and strengthening my relationships with my sponsors and my team, I decided it was important that I throw a championship party to say thank you.

“I just wanted to say thank you to everyone who helped me along the way. It’s important. It’s very important, especially for your relationships with your sponsors. We had a great dinner, had a DJ, a video presentation and made it a party.

Watch Mush Emmons’ flagship video on Tyler O’Hara’s testimony here: https://vimeo.com/765485356

Learn about Indian’s involvement in the MotoAmerica King Of The Baggers mission in this interview with Gary Gray, Indian Motorcycle Vice President of Racing, Technology and Service, which appeared in the July 2022 issue of World of road racing and motorcycle technology.

0722 Interview with Gary Gray

Learn more about Olympia’s Valley Estate Organic Farmstead & Event Venue here: https://olympiasvalley.com/

The vertical take-off and landing (VTOL) market is heating up. To accelerate the arrival of urban air transport, companies are racing to develop the safest and most efficient technologies possible. Cars and personal planes are the most common VTOL vehicles, but flying motorcycles are gaining ground.

Due to the lack of protective barriers, flying motorcycles are a very technical and expensive technology that requires a perfect connection between man and machine. But, despite the difficulties, a few startups have made it possible.

Here are three flying motorcycles that exist in the real world today.

Speeder P2

Few companies have succeeded in developing flying motorcycles or will even take on such a monumental task. That’s exactly what Jetpack aviation startup Mayman Aerospace has done with its own flying motorcycle called the micro-VTOL P2 Speeder.

For the past decade, Jetpack Aviation has been at the forefront of micro-personal vertical take-off and landing aircraft. A new standard is being set for flying motorcycle technology with the Speeder’s wide range of applications.

How it works?

Instead of using batteries, electric motors and propellers like other flying motorcycle concepts, it has eight jet turbine engines. All engines use net zero carbon aviation fuel. The Speeder has a lightweight carbon fiber body and is the size of a standard naked street bike. It offers superior rider ergonomics for maximum aerodynamics.

Its modular design also allows autonomous and remote flight. Imagine being able to receive jet drone deliveries to remote areas, similar to the UK postal drone delivery service.

The vehicle produces 700 pounds of thrust and can lift 992 pounds. It has a range of 400 miles and a top speed of 500 miles per hour, making it useful as a remote cargo carrier. It also has an industrial version with 1,200 pounds of thrust.

To do this, the Speeder has four turbine engines. The pitch angles of the motors are controlled via an onboard electronic flight control system. When the system detects unbalanced thrust angles, it automatically compensates.

Planned objective

The P2 Speeder is intended for search and rescue, law enforcement and military use. According to MilitaryLeak, two versions will be available, a recreational specification and one specifically for military and industrial use.

Mayman Aerospace is committed to pushing the boundaries of VTOL innovation. Technologies such as hydrogen turbine engines, electric fan jets, turbofan propulsion and autonomous avoidance systems can be expected in the future. The recreational version is estimated at $380,000, with commercial availability expected in 2023.

Xturismo Limited Edition

When it comes to breakthrough technology, Japan has always been a pioneer. It’s no different in the flying motorcycle market. Students from the University of Tokyo established ALI Technologies in September 2016. The background of the group of entrepreneurs was the development of drones. Using their knowledge of how drones fly, they wanted to add to their common uses.

ALI Technologies, in partnership with Japanese professional soccer player Keisuke Honda, Mitsubishi Electric and Kyocera, has unveiled its Xturismo flying motorcycle. Its goal is to make urban air transport a reality. Katano Daisuke, President of ALI Technologies said:

“It’s a rare company that deals with both air infrastructure and air mobility. I think there’s only one other company like ours, and that’s in Israel. Our company is working to achieve an air mobility society in which traffic accidents never happen.”

How it works?

The limited-edition Xturismo weighs 661 pounds and is powered by a hybrid-electric combustion engine. The carbon fiber body houses six electric motors driving six propellers. The bike is 12 feet long and eight feet wide, making it a sturdy and tall VTOL with a maximum payload of 220 pounds. During the flight, you can cruise up to 62 mph for 30-40 minutes. Plus, landing the Xturismo is easy with its fixed, helicopter-style landing skids.

ALI Technologies has equipped the Xturismo with numerous safety devices, mainly in the form of redundancy. In order to provide fail-safe redundancy, a Distributed Electric Propulsion (DEP) system is used. For example, if one propeller fails, the rest will be able to land the bike safely.

Planned objective

Unlike the P2 Speeder, the Xturismo LE is primarily intended for personal use rather than remote use. ALI Technologies envisions a future where government regulations allow flying motorcycles to take flight, adding another mode of transportation in populated urban areas. ALI’s Xturismo LE can be yours for pre-order for around $680,000.

Lazareth LMV 496

The Lazareth LMV 496 has to be the most extreme motorcycle, flying or otherwise. This unique flying motorcycle was created by French mechanical engineer Ludovic Lazareth, who started his own company to bring his radical ideas to life.

In 2016 Lazareth introduced the amazing LM 847. It was a tilting four wheel superbike with a Maserati engine. Yes, you read that right! Besides its artistic design, it has a monstrous 470 horsepower engine that produces 457 pounds of torque. Lazareth does it again with the LMV 496 flying motorcycle.

How does the LMV 496 work?

One of the cool things about the LMV 496 is that it’s actually a motorcycle that can fly. Unlike the previously mentioned bikes which can only fly, the LMV 496 can be ridden on the road without restrictions, according to designer Ludovic Lazareth.

On the road, the 308-pound LMV 496 uses its electric motor with a range of around 60 miles. In flight mode, the two wheels dynamically separate and face downward, transforming into four-wheel hub turbofans. Two additional turbines on each side of the motorcycle are used for additional thrust. These turbines create 1,300 horsepower and produce 2,800 Nm of thrust for 10 minutes of flight.

As the bike takes off, the electric motor shuts down as the propulsion takes over. Turning the bike into flight mode takes just 60 seconds and an electronic digital display provides information such as speed, elevation and location.

The bike is controlled in the air by two joysticks on the handlebars. Quick-deployment parachutes are also fitted for any emergency during flight.

Planned objective

The LMV 496 is intended for recreational use, offering a unique driving and flying experience at a premium price of $560,000. It has a comfortable seat and can accommodate any rider, says Lazareth. However, it can only reach an altitude of just over 3 feet at present.

The Continuing Evolution of Personal Travel

Vehicle technology is advancing rapidly. Not so long ago, electric cars were rare on the road. Now, solar vehicles are on the way. There is a great possibility that VTOL personal air travel is the next step. It is only a matter of time before government regulations allow personal VTOL vehicles to operate in urban areas.

In the meantime, more startups could enter the flying motorcycle market to develop the safest and most cost-effective options for public use. Maybe flying like the Jetsons isn’t so far in the future after all.

]]> https://joergteuchert.com/ducati-reports-record-third-quarter-revenues-roadracing-world-magazine/ Sat, 29 Oct 2022 05:24:09 +0000 https://joergteuchert.com/ducati-reports-record-third-quarter-revenues-roadracing-world-magazine/

Thanks to the best September ever, Ducati announces a new sales record for the third quarter of 2022

A new turnover record is recorded by Ducati in the first nine months of 2022 with 872 million euros

Demand remains high with backlog up 92% year-on-year

49,873 motorcycles delivered to enthusiast customers worldwide

Borgo Panigale (Bologna, Italy) – Ducati concludes the third quarter of 2022 with very positive results. The company reported another record revenue, increased operating profit and saw year-over-year shipment growth after volume losses in the first half due to supply issues and of logistics.

In fact, during the first nine months of 2022, the revenues recorded by Ducati amount to 872 million euros. This represents the highest figure ever reported by Ducati over the same period in recent years, and a growth of 21% compared to 2021.

Improving figures are also recorded for operating profit, which rose from 67 to 109 million euros compared to the same period in 2021. This represents an increase of 62%.

49,873 motorcycles have been delivered to enthusiast customers since the start of the year, a number slightly higher than the same period of 2021 (49,719). This means that the loss of year-on-year deliveries reported by Ducati in the first half of 2022 was recovered in the third quarter. Great flexibility and constant dialogue with partners and unions have been the key to achieving this balance.

Claudio Domenicali, CEO of Ducati: “The third quarter of 2022 saw a strong improvement in the ongoing supply and logistics crisis. Thanks to this recovery and an effective strategy carried out with our suppliers and partners, we were able to catch up on the delivery delay we had. experienced in the first half of the year. In addition, despite all the difficulties, Ducati’s financial results are exceptional and represent a new record in terms of revenue. This financial performance is very relevant for financing the company’s future projects and maintaining the attitude Ducati’s pioneer in motorcycle technology.Thanks to the vision shared with our shareholder, we are more determined than ever to consolidate the brand as a Lovemark and to continually raise the bar of the experiences we offer to all Ducatisti.

Henning Jens, CFO of Ducati: “After managing severe supply chain disruptions throughout 2022, we were able to fully recover lost production volumes at the end of the third quarter. As a result, our revenues reached a new record high at 872 million. euros at the end of September 2022 with a growth of 21% compared to last year.Based on a strong price position combined with strict discipline on fixed costs, we were able to improve the operating result for the same period by 62% compared to the previous year, to reach 109 million euros at the end of September. This represents a return on sales of 12.5%. At the same time, we could maintain a liquidity position strong net worth and see Ducati put itself in a very strong financial position to face potential future challenges and invest more in improving our attractive product portfolio.

China has the best growth rate among major markets

Italy is confirmed as the leading market with 8,283 bikes delivered, followed by the United States with 6,595 and Germany with 5,701. The brand’s strong popularity continues to grow in China, Ducati’s fourth largest market, where growth remained constant during the third quarter, with 4,103 units delivered, which represents a further increase of 15% compared to the same period of 2021.

The Multistrada V4 remains the most popular model

The Multistrada V4 reaffirms its position as the most successful model in the Ducati range also in the third quarter, reaching 8,776 units delivered during the year. Next is the Monster with 6,903 motorcycles and the Scrambler Ducati 800 family with 5,771.

A unique brand experience

Through exclusive collaborations, Ducati confirms its appeal in the world of lifestyle and, true to its mission, continues to offer unique entertainment opportunities.

Important partnerships during the year saw Ducati take center stage alongside premium brands such as Lamborghini, Bulgari, Poltrona Frau and Carrera. Collaborations that have resulted in unique creations, inside and outside the world of two wheels.
The MotoGP experience has given some Ducatisti the chance to try on the track the official Ducati Lenovo team motorcycle, the Desmosedici GP, the pinnacle of a circuit riding experience: an opportunity that no other brand has. offers its most passionate customers.

An increasingly global brand

Ducati is establishing an increasingly global and solid position like never before thanks to an extensive dealer network that will reach more than 820 stores by the end of 2022 in more than 90 countries.

Aurora will produce the next FIM E-Xplorer World Cup.

E-Xplorer is shaping up to be a new international series of all-electric off-road motorcycles backed by the Fédération Internationale de Motocyclisme. Twelve teams of two runners, obligatory one man and one woman per team, will compete in a series of global events covering a mix of city center and natural sites.

Aurora will provide multi-format broadcast coverage, format development, digital content and brand activations for the first edition of the competition, which plans to launch in 2023. It has already created content for the first official test of E- Xplorer, held in September near the town of Vollore-Montagne in central France – where 16 riders tested the technology and overall performance of electric motorcycles from the four manufacturers.

The competition is intended to be sustainable, with the entire test event, including the paddock, being powered by zero-emission hydrogen power generators supplied by GCK Energy.

Aurora has experience in the growing electric motorsport sector, also producing Extreme E and Formula E.

Carina Munte, Championship Director and Co-Founder of E-Xplorer, said, “We are thrilled to welcome Aurora as a content production partner. We are delighted with the content already produced for the test event in Vollore-Montagne, their wealth of experience and innovation helps us tell our E-Xplorer story globally. I’m excited to see where this partnership will take us as we accelerate towards our inaugural season. »

James Pearce, Director of Partnerships at Aurora, added, “E-Xplorer has great potential to chart its own course and become one of the leading next-gen sports entertainment properties. We’re thrilled to work alongside their fantastic team to grow the series and tell their unique stories of racing action, innovation, exploration and equality. We are excited about the journey ahead and look forward to getting started in 2023.”

Taz Addison, Producer at Aurora, said, “I am incredibly excited about all the possibilities a series like E-Xplorer will bring to a new generation of motorsport fans. It’s a fantastic opportunity to be part of something so fresh and innovative, with sustainability and equality at its heart, while giving us everything we could want in a racing format. We are excited to see what the future holds for this championship.

After a 35-year racing career with national-level wins spanning five decades, 53-year-old Michael Barnes has retired from professional racing.

Barnes began his racing career in 1987 at a CCS race at Moroso Motorsports Park in his longtime adopted state of Florida. In 1989 he won the AMA/CCS 600cc Supersport National in the wet at Daytona, and his career was launched.

Over the next 30 years, Barnes competed and stood on the podium in every AMA Pro class except Superbike, which he competed in often, including his first AMA Superbike race on a Harley-Davidson VR1000. in 1995.

In addition to AMA Pro road racing, Barnes has also competed in ASRA, Formula USA, and WERA events (where he won multiple national championships); the Macau Grand Prix (where he had a better finish of fourth); the FIM Endurance World Championship (including the Suzuka 8 Hours); and the MotoGP World Championship.

Along the way, Barnes has competed on 15 different motorcycle brands and won on seven different tire brands.

These bikes included a Honda NSR500V 500cc two-stroke Grand Prix motorcycle, a Kawasaki ZX-10R World Superbike, a Suzuki GSX-R1000 based CRT MotoGP race bike, the Tul-aris 780cc two-stroke prototype, a Lightning electric prototype , a rare Ducati Supermono, a rarer Britten V1000, and a 600+ pound Harley-Davidson Road Glide bagger, which earned him his final national victory in the Bagger Racing League (BRL) event at the Utah Motorsports campus in 2021.

Barnes won his only AMA Pro Championship in 2012 on a Harley-Davidson XR1200, but the crowning achievement of his long career came in 2016 when he rode a Yamaha YZF-R6 to victory in the Daytona 200. And in doing so, Barnes, 47 at the time, became the oldest runner to win the race by an 11-year margin!

Barnes’ last Pro race, a BRL Custom Dynamics Bagger GP, was held this past weekend at Daytona International Speedway. Riding his Daytona Harley-Davidson/Hoban Brothers Road Glide, Barnes took pole position with a time of 1:55.438, which was faster than Travis Wyman’s MotoAmerica Mission King Of The Baggers pole time of 1: 55.687. Then in the race, Barnes led and set the fastest lap time, a 1:54.941, but a broken shifter linkage forced him to go the final 1.5 laps while shifting by hand, which led him to finish fourth.

“It was the last, last race,” said Barnes, who now resides in the Atlanta, Georgia area. “I was really looking forward to doing the [MotoAmerica King Of The Baggers] race in March so after missing it I was really looking forward to experiencing the bagger on the bank. It was a hell of a way to end, because I’m glad it’s over. Driving these things is safe, and Daytona adds to that. I’ve never been one to balk a lot at Daytona, but these things are a lot to think about. I was relieved when it was over.

“It was interesting. I immediately accepted the result of that race. I had really hoped to come out winning the last race. We were definitely on track to do that, but I had this quick reminder of what what racing is. Little things like this happen. I had to accept this many times before. This one was easy to accept, mainly now because I’m fine and now Anne [Roberts, Barnes’ fiancé] and I can get on with our life and she doesn’t have to worry about my racing anymore and I don’t have to worry about chasing paychecks on the circuit anymore.

So what comes next for Barnes? “I just took my CDL exam and passed it with flying colors. I am taking a job as a driver with MotoShippers (www.motoshippers.com), and will be starting at the end of the month. We haul a bit of everything from personal vehicles at auctions and at dealerships.”

Asked about his thoughts looking back on his 35-year career as a professional pilot, Barnes said: “Many, many, many thoughts. First and foremost, I’ve been extremely lucky to be able to do this for so long, to be involved with more teams than I think anyone has ever been involved with. I know it’s in the 70s as far as the teams I raced for. Then there’s the number of people I’ve met from across the country and around the world, all travels around the world.

“I’ve just been really, really blessed to have the opportunities I’ve had. I’ve often come to terms with the fact that I never made it as a factory rider on a Superbike team and that I ‘ve made a lot of money, but I’m grateful and I have no regrets because of the opportunities it allowed me. I was never tied to anyone, and it allowed me to have these experiences I could write a book, and maybe one day I will.

Learn more about Michael Barnes and his incredible career in the May 2022 issue of World of road racing and motorcycle technology.

Sour relations between India and China are also reflected in the Indian auto market, with Chinese brands unable to overcome the high barriers to entry. Great Wall Motors (GWM) has become the latest Chinese automaker to scrap projects worth thousands of crores this year.

However, headquartered in Guangdong Areas is the latest Chinese brand trying its luck in the Indian automotive space. A subsidiary of Guangdong Tayo Motorcycle Technology, Zontes has set foot in India with five motorcycles from its 350cc range.

The 350cc range consists of bikes including 350R, 350X, GK350, 350T and 350T ADV, with prices ranging from Rs 3.15 lakh and Rs 3.67 lakh (both ex-showroom). Each bike flaunts a unique top hat and caters to a specific segment of riders based on their riding preferences.

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Zontes has partnered with Hyderabad-based Aadishwar Auto Ride India Pvt Ltd, which will manage the company’s sales and manufacturing operations in India. The latter already manages the business of brands such as Benelli, Keeway and Moto Morini in India. Despite their distinct styling, all bikes share the same underpinnings and feature the same heart.

Style and features

The 350R is Zontes’ entry level model in the 350cc range and carries the design of a typical naked streetfighter (road bike that does not obscure the engine and frame).

On the other hand, 305X is a semi-faired sports tourer with identical underpinnings, while GK350 gets a cafe racer design (minimalist design to reduce wind resistance) with neo-retro styling. Both 350T and 350T ADV belong to the category of adventure tourism, the former being a road-oriented hiker while the latter is suitable for off-road trails.

Considering their premium price, Zontes’ 350cc range packs plenty of goodies including full LED lighting, keyless entry, 5-inch LCD instrument console with Bluetooth connectivity, tire pressure monitoring system , a backlit switchgear, two fast USB charging ports, a slipper clutch, and four riding modes.

Mechanical specifications

In terms of equipment, the motorcycles are well loaded and come with similar hardware components. The frame of all these bikes is suspended from 43 mm telescopic forks at the front and a monoshock at the rear. All 350cc bikes roll on 17-inch aluminum wheels shod with a 120/70 section up front while the rear gets a chunkier 160/60 rubber section.

All except the 350T ADV come with alloy rims while the adventure bike comes with wire-spoke wheels wrapped around tubeless tires. Braking duties on the Zontes 350cc motorcycles are provided by a 320mm disc at the front and a 265mm disc at the rear, complemented by dual channel ABS as standard.

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All of these bikes are powered by a common 348cc single-cylinder liquid-cooled engine that develops 37.4hp at 9,500rpm and 32Nm of peak torque at 7,500rpm. Transmission functions are handled by a six-speed gearbox. This engine was designed for low emissions and high fuel efficiency without compromising performance.

(Images courtesy of Zontes)