This balancing act will amaze your friends when you call your motorbike or scooter and it automatically comes to you from its parking space.
That’s a vision of the future from Indian company Liger Mobility who have developed a prototype self-balancing scooter that comes when you call it.
It basically uses voice activation like Siri and it self-balances via gyroscopes controlled by microprocessors.
Self-balancing prototypes
It’s not dissimilar to self-balancing prototypes already developed byHonda, BMW and Yamaha.
Honda’s self-balancing motorcycle
However, this scooter goes further with the ability to come when called.
Apart from the carpark scenario, we can also see that this could be convenient for ageing riders or women riding in high heels who don’t want to get them dirty.
However, the Bombay start-up’s claims that it will somehow be safer seem spurious.
We’re not sure of the statistics, but we couldn’t imagine too many deaths from parking incidents or falling over when coming to a stop.
The balancing act a novel display and makes a great video, but surely the extra weight and expense of gyroscopes won’t make these self-balancing scooters and motorcycles commercially viable.
Liger Mobility think it will and say it will only increase the cost of an electric or petrol-powered scooter by 10%.
That’s 10% many might prefer to spend on protective clothing!
Each model has a different idea of how leaning three-wheelers with two front wheels should lean and steer.
The Kawasaki design looks quite complex with horizontal links instead of conventional vertical forks and a mono shock like a BMW telelever arrangement.
Mono shock
Here is how they explain it in the patent filing abstract:
A saddle type vehicles includes two front wheels, a left front wheel supporting member and a right front wheel supporting member which are turned around a left front wheel turning axis and a right front wheel turning axis respectively, an upper lean arm and a lower lean arm which are rotated around an axis perpendicular to a vehicle width direction, and a steering rod. The upper arm is connected to the left and right members via first and second connecting parts which are provided on the left front wheel turning axis. The lower arm is connected to the left and right members via third and fourth connecting parts which are provided on the right front wheel turning axis. The steering rod is arranged forward of the steering spindle. In a front view of the vehicle body, the steering rod is arranged between the upper and lower arms.
Simple!
It may look complex and heavy, but they claim it makes it lighter.
Pros and cons of leaning
The advantages of leaning three wheelers is that they feel very much like a normal bike to ride, but they double the contact patch on the front which improves cornering grip.
They can also be made to stay upright without having to put a foot down at slow speeds or stationary.
Niken (Image: Yamaha)
This makes them ideal for novices or those who can no longer support a motorcycle because of leg injuries or age.
However, the disadvantages of leaning three wheelers are that they are ugly, heavy and more expensive.
A giant tablet-sized touchscreen on the first electric motorcycle from Nepal shows environmentally conscious riders how much fuel they are saving and their carbon offset.
The Project Zero from Yatri Motorcycles is expected to be released in March 2020, but there are no details on where it will be available.
There are also no details on how it calculates fuel savings and carbon offset without knowing the price of fuel and electricity as well as how power is generated in your region!
Made in Nepal
Surely this Nepal electric bike project won’t be called Zero as that name is already taken by the world’s leading electric motorcycle company!
Apart from fuel savings and carbon offset, the 17cm tablet instrument screen also shows Satnav and info such as top speed and average speed which could be self-incriminating if the police pull you over!
Carbon offset
Speed
Satnav
The other interesting aspect of the bike is that it can fully recharge in two hours from a normal mains outlet.
That’s still slow compared with fuelling a conventional bike, but it’s substantially faster than any other electric motorcycle.
Most other electric bikes require special DC fast-charger connections to charge only to 80% in about that time.
Yatri Motorcycles don’t say how it is done, but they do say it will have 230km of range and 30kW of power.
They also haven’t specified if that range is city or highway or whether they have regenerative braking.
It’s almost news too good to be true, but it seems Suzuki Motorcycles has filed for a patent for a new Hayabusa engine with 1440cc of tarmac-tearing oomph!
The former world’s fastest motorcycle is now in wind-down mode as it no longer meets the tough new Euro5 emissions regulations coming next year.
While some will still be made for the Australian and US market, the future of the bike depends on developing a new, cleaner engine.
There has been speculation for some time that Suzi would make a bigger donk.
1440cc donk
According to Bennetts of the UK, it will have a 1440cc engine which is 100cc more than the 148kW outgoing model.
They also say it will have a slimmer design, double exhausts like the current model and an evaporative emissions control system.
Third patent
It is no longer just rumour that the Hayabusa will be retained as this is the third patent for an upgrade.
The ageing Hayabusa has only had two major upgrades in its 17-year history.
While many are expecting turbo or supercharger technology, the first two patents were for a semi-automatic transmission.
The first patent in February 2018 detailed how actuators would be used to control clutch engagement and the shifting of gears.
Suzuki automatics patents in Hayabusa
So it’s not totally automatic as riders would still need to change gears but without the need to use a clutch.
While the patent application used a drawing of a Hayabusa, it was not necessarily meant for that bike.
However, the second patent described the gear position sensor, confirming that it was destined for the Hayabusa.
Second Hayabusa GSX1300
The rest of the drawings show the bike much as it is now.
Suzuki president Toshihiro Suzuki has confirmed that Suzuki engineers are working on the new bike, but has not said when it would be due.
He says it will follow the same style, but gain several electronic riding aids.
Beccie Ellis on her Hayabusa Turbo
There is not much they can do with the styling as the bike was designed to be aerodynamically stable at high speeds.
It was apparently designed on paper by aerodynamic experts, but not tested in a wind tunnel until several years later when it was confirmed the aero theories actually worked.
So when it was updated in 2008 and 2017, there was no need to change the shape.
Husqvarna Australia has confirmed they will import the production version of the Norden 901 Concept model unveiled at the EICMA motorcycle show in Milan last month.
That was a quick move from concept to production confirmation.
However, Husqvarna Motorcycles say the concept was so well accepted by consumers they took no time in announcing their decision to go ahead.
Husqvarna Australia has not yet released a scheduled arrival date or pricing, but we expect it some time in 2020.
The Norden will be only their second attempt at the street/adventure market since the company became part of the KTM group in 2013.
While specifications have not yet been released, it will be powered by an 889.5cc parallel-twin engine.
Like the 401 and 701 models, it will likely be a reworked KTM engine, possibly the new 799cc motor powering the 790 Duke and Adventure.
Also, like the the Husky street models, it will be suspended by premium WP suspension which is also part of the KTM group.
If the concept is anything to go by, it will be shod with a 21-inch front Pirelli Scorpion Really STR front tyre for off-road ability with an 18-inch rear.
We are not sure how much of the attractive concept will make it into production.
However, these images show it will be set up for adventure touring with lots of luggage and protection options.
Husky promises the slim and light adventure tourer will have comfortable ergonomics and “confidence inspiring handling”.
If it’s as successful as the KTM 790 Adventure, it will be another great option for adventure riders … so long as they get the pricing right!
NAWA Technologies has revealed an electric café racer with a hubless rear-wheel motor and world-first ‘hybrid’ battery system, combining next-gen ultracapacitors with a lithium-ion battery.
They say it is the first time an electric motorbike has used ultracapacitors.
Nawa claim it is 25% lighter, 10 times more powerful, with five times more energy.
NAWA claims their regenerative braking re-uses 80% of the energy otherwise lost while lithium-ion batteries can only re-use 30%.
Here is how it works
NAWA’s carbon-based ultracapacitors charge and discharge in seconds and are capable of picking up energy from regenerative braking and supplying it back to an electric motor very quickly.
They can do this millions of times over without degradation, offering fast energy transfer, unlike lithium-ion.
NAWA claim the hybrid ultracapacitor battery system can reduce the size of a lithium-ion battery by up to half, or extend the range by up to double, or a manufacturer’s preferred combination of size, weight and range.
The NAWACap ultracapacitor pack recharges in just two minutes and the entire battery can be charged to 80% in one hour from a home supply.
Lightweight racer
The NAWA Racer concept’s pack only weighs 10kg which makes it ideal for use in a motorcycle.
Together with the bike’s carbon frame, it weighs only 150kg.
It is driven by a hubless rim motor in the rear wheel with 75kW of power for a 0-100km/h rate of less than three seconds which is fairly typical of most electric motorcycles.
Hubless rear wheel motor
NAWA Racer’s NAWACap pack can be removed and swapped for different levels of performance. There are also Race and Eco modes for more speed or extra range.
Other features are LED lighting, painted aluminium and copper, anodised matte black suspension forks and nubuck leather saddle in vintage camel.
The Tarform electric motorcycle is claimed to be more environmentally sound as it uses non-toxic, biomaterials such as flax for body panels and pineapple material in the seat.
Not sure if we would like sitting on the rough end of the pineapple, but at least Taras Kravtchouk, the New York founder of the Tarform electric motorcycle is considering environmental impact.
Some critics say electric vehicles are not environmentally sound because of the emissions involved in extracting the precious metals for the batteries and the toxicity of recycling material at the end of the battery’s life.
Evolution in extraction, manufacturing and recycling processes is reducing those impacts with less use of materials such as cobalt and increasing use of repurposed lithium-ion batteries.
However, the jury is still out on the real impact of EVs.
Reports about the whole-of-life impact of electric vehicles compared with internal-combustion-engine vehicles vary substantially.
Pineapple express
Taras hopes to improve the whole-of-life environmental impact by using biomaterials in the construction of his bike, such as pineapple in the seating.
He also claims materials have been “ethically” sourced.
Other components are not permanently glued or bonded, making upgrades and repairs easy.
Taras says his goal is to use fully recyclable materials and no petroleum-based products.
“At Tarform we treasure the freedom to ride in nature and feel responsibility to build vehicles that do no harm to our environment,” he says.
The Founder Edition, unveiled this month, starts at $US32,000 (about $A46,700). Subsequent models should cost less.
The Tarform is powered by an electric motor that drives the rear wheel via a roller chain and has just 160km of range.
Taras hopes to make it safer by including sensors and artificial-intelligence connectivity to warn riders of nearby vehicles and alert to impending collisions.
When Ducati launched the Monster more than a quarter of a century ago it instantly became their top-selling range and the Monster 1200S is the pinnacle of the popular breed.
It may now have been usurped by the upcoming Streetfighter V4 with its ugly winglets to keep its front wheel on the ground, but it is still one of the prettiest and most rideable high-powered naked bikes on the market.
When we picked up the Monster 1200S for test from Brisbane Motorcycles, dealer principal James Mutton warned us we may not want to give the keys back.
James Mutton
And he was right.
Not because the Minster 1200S was a track weapon. It most likely is (although we didn’t take it to the track).
Not because it was enormous fun riding through the twisties.
But because it can do all that and with a top box on the back it could tour and be a competent commuter.
It is a bike you could live with for the rest of your life with its low weight, moderate seat height, handsome looks and usability.
Monster range
Ducati Monster 1200S
Aussie rideaway pricing for the Monster range:
Monster 1200 $22,990
Monster 1200 S Red $26,990
Monster 1200 S Liquid Concrete Grey $27,190
Monster 1200 R Red $30,190
The “S” adds a race braking system, three-spoke Y rim wheels, a carbon front guard, Daytime Running Light and fully adjustable Ohlins suspension front and rear.
Our test bike was also fitted with an aftermarket Termignoni exhaust which added a haunting howl to the already golden tone of this bike.
It’s quite a hefty price hike for the S, but it’s worth it, just for the Ohlins.
Being fully adjustable you can dial it for track work or adjust it to take luggage and pillion and cope with our cruddy back roads where it’s “firm but fair”.
All are powered by the liquid-cooled 1198cc Testastretta 11° DS L-twin with 108kW of power and 124Nm of torque that comes in low and flattens throughout the rev range.
It is a highly flexible engine that doesn’t require a lot of finesse to gain the most from its prodigious resources.
Just roll on and off the throttle for smooth progress through complex corners almost without having to swap cogs.
Just as well as it’s married to a six-speed transmission that can be a little notchy and difficult to find neutral.
At the same time it will grab the odd annoying false neutral between fourth, fifth and sixth gears, even when using the Quick Shift.
This L-twin is a lumpy unit with a lot of character and enormous pull.
Thankfully the top-spec Brembo race brakes on the 1200S are up to the task of hauling its momentum to a halt.
The brake lever has plenty of initial bite, good feel and progression with no fade even when worked.
The rear brake felt a little wooden, but was fine for tightening your line through a corner if you went in too hot.
Adaptive
Riders can adapt the power and throttle as well as cornering ABS, traction and wheelie control levels through the three customisable Riding Modes (Sport, Touring and Urban).
While many manufacturers now provide engine modes, this is actually usable, customisable and convenient.
Urban mode calms the throttle a little for traffic, but the fly-by-wire throttle and fuel mapping are so smooth in Touring and Sport, you don’t even mind the sudden snap of power as it is well and truly controllable.
The modes are easy to access through the handlebar controls and the, at first confusing, full-colour TFT screen which is highly visible in all lighting conditions.
The cockpit is a nice place to be. Riding position is neutral with a slightly aggressive bend toward the flat and wide bars.
Footpegs may be a little high and rearward for some, but even my dicky knees didn’t mind the bend.
Its big contoured and adjustable seat allows the rider to slide forward and back, according to the conditions and adopt your body posture for alert commuting, relaxed touring and attacking track work.
Pillions will also enjoy the moderate reach to the footpegs, the big grab handles and the wide and comfortable seat.
My only concern is the heat generated by the liquid-cooled engine and the header pipes.
In summer traffic it can be quite uncomfortable, especially when the radiator fan kicks in and adds to the sauna.
Shame they don’t have more heat insulation and a fan that directs air down and away from the rider.
Conclusion
The heat issue wasn’t enough for me to dislike the bike, even living in hot Queensland!
James was right; I didn’t want to hand the keys back.
This is a bike I could live with for all riding conditions. It’s friendly and fun.
If you want to be practical about it, just remind yourself that it only needs an oil change every 15,000km or 12 months and a valve clearance check every 30,000km.
There is little doubt that MV Agusta is the maker of some of the world’s most beautiful motorcycles and now their Superveloce 800 Serie Oro has won a distinguished design award.
Their 1997 F4, designed by the late Massimo Tamburini, has long been considered the most beautiful motorcycle of the 20th century along with his other creation, the Ducati 916.
Design award
Superveloce Serie Oro
Now theDesign Excellences award’s jury was won over by MV Agusta’s Superveloce for its “timeless elegance and breathtaking looks”.
The Association for Industrial Design and Lombardy’s Regional Government have recognised the work of MV Agusta’s Centro Ricerche Castiglioni styling team, headed by Adrian Morton, in “bringing significant innovation and originality to the normally conservative vintage-retro segment”.
Superveloce 800 is also a candidate for the prestigious Compasso d’Oro 2020 award from the ADI Foundation, whose objectives are the protection and the dissemination of design culture, and also of its legacy, promoting a design ethics of sustainability and quality.
MV boss Timur Sardarov says the award recognises the “hard work and the passion of all the women and men of MV Agusta who contribute, with their daily work, to the crafting of true pieces of motorcycle art”.
“They accomplish the daily miracle of shaping beauty and performance into a single object of desire,” he says.
MV Design director Adrian Morton says that to receive recognition outside the motorcycle sector is an “incredible honour and a testament to the energy and passion we dedicate to every project”.
But the Tacita T-Race Rally won’t be competing in the 7500km rally, 75% of which will be in power-sapping sand. How could it with just 220km of range in eco mode!
Instead, the bike will be on show at the podium on 4 January 2020 and select events along the way.
It will also take part in the non-competitive 20km Qiddiyah Grand Prix on the final day of the rally on 17 January 2020.
Hardly a great promo for electric bike range!
Tacita electrics
Tacita has two electric T-Cruise cruiser models launched in 2017 costing about $20,000 to $A42,500, depending on battery size.
Tacita T-Cruise electric cruiser
Their T-Race series consists of the Enduro, Motard, Cross and now Rally costing up to $37,000 for the 44kW/100Nm motor with an 18kWh battery pack.
The T-Race Rally is the first and only electric motorcycle to race in the African desert when a prototype competed in the 2012 Merzouga Rally in Morocco.
Tacita will also have its solar-powered recharging trailer on show at the rally.
Tacita T-Race Rally tech specs
Electric motor: PMAC
Mappings: Eco and Sport
Transmission: 5 speed gearbox with hydraulic clutch
Cooling system: liquid type, with circuits for electric motor and controller
Battery life: 370.000 km or over 2000 cycles to 80% initial capacity.
Batteries warranty: five years
Max power: 34 and 44kW optional motor with 85Nm/27kW standard motor with 60Nm torque or 11kW with 60Nm
Max rpm: 8000
Wheelbase: 1490mm
Chassis: single-shell frame split in chrome-molybdenum
Clearance: 330mm
Front suspension: upside-down telescopic hydraulic fork with advanced axle 46mm diameter; 300mm travel
Rear suspension: progressive link with fully adjustable suspension unit; 280mm travel
Front wheel: 1.60 x 21″ – tyre 90/90-21
Front brake: floating disk 300 mm diameter with Brembo calyper and master cylinder
Rear wheel: 2.15 x 18″ tyre 140/80-18
Rear brake: 220 mm
Regenerative braking: 2 maps of engine brake. No engine brake (2-stroke engine style) and regenerative braking (4-stroke engine style)
Reverse: finally the reverse for the offroad (and city) use !!! Easy to maneuver in every situation.
Body: polyamide reinforced Kevlar
Range: 220 km in the Tacita Range Method + reserve power
Reserve Power: automatically activated at 5 % of remaining charge, reducing performance to reach the nearest charging point.
Charger: integrated on-board 10A/16A to be used with standard sockets.
Charging time: 3 hours with the 16A charging power. 5 hours from “reserve power” level to 80% at 220 V with the on-board charger from any socket
2020 Dakar Rally
Dakar organiser ASO has signed a five-year deal from 2020 with the tainted nation criticised for human rights violations including the murder of American newspaper reporter Jamal Khashoggi.
The Muslim nation also has a poor record on its treatment of women which could have been an issue with the rally organisers as many women now compete.
The rally was moved from Africa to South America in 2009 after threats of terrorism in Mauritania forced the cancellation of the 2008.
It has since been held in Argentina, Bolivia, Chile and Peru, but this year was run in Peru only after the other countries failed to reach an agreement with the organisers.
It is believe a bidding war followed with Saudi Arabia, Chile and South Africa with the event eventually going to the highest bidder.
The oil-rich country reportedly offered the ASO $15 million per year, compared with $3 million proposed by Chile for 2020.
Saudi Arabia features 2.25 million square kilometres of desert, plus the Asir mountains where temperatures range from -2 to 30 degrees Celsius in January.
Organisers hope to include other Mid-East countries such as Oman, Jordan, United Arab Emirates and Egypt in following years.
No Aussie Dakar
It is a shame that Australia was not considered.
We contacted the Federal Sports Minister’s office and Motorcycling Australia to find out if they had considered a bid but received no response from the Minister’s office.
Motorcycling Australia Events Manager – Off-Road Matthew Falvo confirmed they had not been approached about running the Dakar Rally in Australia.
Toby wins his sixth Finke Desert Race in 2018
However, Australia’s first Dakar winner, Toby Price, who won his second rally this year will be well suited to the Saudi terrain.
Toby, who is also the first Aussie to win the Cross Country Rally World Championship, won the Rally du Maroc in the Sahara dunes of Morocco last year.
His 2018 championship also included rounds in the Middle East dunes in Qatar and Abu Dhabi .
Toby is also the king of the Aussie sands, scoring a record sixth victory in the Finke Desert Race last year.
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