2006 Vyrus 985 C3 4V Road Test & Review — Motorcyclist Magazine

15 Июн 2015 | Author: | Комментарии к записи 2006 Vyrus 985 C3 4V Road Test & Review — Motorcyclist Magazine отключены
Bimota Vyrus 985 C3 4V

Functioning Future bike

around here, says Rodorigo with a laconic of his right hand at the glorious of priceless motorcycles inside the Vintage Motorsports Museum. Any of bikes made in the past 50 have all been built the way, with the same and the same faults. It’s our to try to persuade people to take a look at two-wheeled chassis

Questa e la mia sfida—this is my challenge.

43, began working for Massimo at Bimota back in 1983-’84, Cagiva boss Claudio lured away the ta in the company to create such works of art as the beautiful Ducati 916 and MV Agusta F4. But if his boss is the Michelangelo of motorcycles, is the Picasso, as one look at his latest of deconstructed cubist two-wheeled the Vyrus 985 C3 4V, will confirm.

Like the Richard Rogers-designed Art Center in Paris, which its pipes, drains, conduits and ducts on the exterior of its walls for all to the surreal Vyrus wears its on the outside. As the 21st-century evoluzione of the avant-garde Tesi 1D streetbike Bimota built from the Vyrus is a technological tour de that is even more and aesthetically appealing than the Tesi.

Gaze closely at the and every 10 seconds yields trick part or artistic gold-anodized track rods the car-type hub-center steering, or the CNC-machined aluminum frame the stress paths of which carefully plotted by finite analysis, then the metal them removed to save ounces. Or the heavily revised linkage with the bell positioned on the front of the right spar, and the gently curved drag link operating the rod activates it, helping to eliminate of the copious change in direction the Tesi design incorporated, and some of the filtered-out road

Or. you get the picture. This is an exquisitely finely detailed and brilliantly motorcycle, a genuine work of art.

Taking to the Barber aboard the Vyrus was, for me, a trip down memory What memories? Why travel all the way England to Birmingham, Alabama, to a motorcycle hand-crafted in Rimini, Because the museum holds the works Tesi 1D Superbike I for the Bimota factory in ’91 and My bike may now be decorated in the colors of Migliorati, who raced it for a season in the National Superbike Championship I was through with it.

But the chance to compare and contrast two radical examples of alternative was too good to miss—especially as this Vyrus was destined to find a in the U.S.

Hopping aboard the brought the memories flooding and underlined just how much and more purposeful the Vyrus is. Its position is comfortable and comparatively without your hands too close together as on some hub-center bikes due to there no fork or triple-clamp assembly. The of any bodywork other than the designed headlamp fairing to the sense of minimalism, but not at the expense of wind protection at the 140 mph achieved Barber’s short straights.

Though based on the Bimota the Vyrus is built by a separate and there are at present no plans to it to America. The company does, also build a two-valve that is being sold Bimota’s dealer network as the 2D.

Though based on the Bimota the Vyrus is built by a separate and there are at

Everything about the seems refined, even and at first I struggled to reprogram my But after a handful of laps picking up speed, it suddenly I remembered the mindset you must to get the best out of a hub-center motorcycle: the bars lightly and stay off the until what seems late. The separation of steering suspension is the biggest asset of a front end.

There’s essentially no dive, and the eats up bumps even you’re leaned over on the This bike is so confidence-inspiring and balanced there seems no to how hard you can push it in corners. there is one: Such wears out the stock Pirelli Supercorsas very quickly.

around 50 laps, the front was well worn and the rear not better.

Stability and ride are surprisingly good for a sportbike. The Double System air shocks are set up in their standard settings, and are for more compliant than the sprung hlins we had to run to stop my racebike from weaving at The Vyrus is easily flicked to side, whereas the Tesi was work at speed.

The radical steering geometry, an 18-degree effective head and 3.8 inches of trail (adjustable 6 upward from there, and 3.1 to 4.1 in. of trail), allowed it to change faster than most of comparable size. Yet that head angle hasn’t in significant instability, beyond one flick of the front wheel I hit the only real bump on the billiard-table-smooth Barber surface out of the left horseshoe leading the back straight.


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