2006 Vyrus 985 C3 4V — Specifications & Price — Motorcyclist Magazine Page 2

5 Фев 2015 | Author: | Комментарии к записи 2006 Vyrus 985 C3 4V — Specifications & Price — Motorcyclist Magazine Page 2 отключены
Bimota Vyrus 985 C3 4V

Functioning Future bike

The dramatic styling is the work of owner Ascanio Rodorigo help from Sam Matthews, Pierre Terblanche’s right man at Ducati, now working for Citroen in We did this at long distance, Sam making CAD drawings and me interpreting into a full-size clay then e-mailing him photos of the Rodorigo explains.

The Vyrus’ styling is the work of company Ascanio Rodorigo with from S

OK, so how did Rodorigo and company in reinventing the Tesi? In fact, we again with a clean of paper, he replies, and decided we completely forget all our experience of motorcycles, and think only of the offered by Bimota in arriving at the solution. We made a bike is a very stiff structure, nothing moves except the and the tires. And we produced a steering with fewer bearings, so as to it more sensitivity.

You must feel the front as if the front axle were in hands.

They also the center of gravity, raising the 40mm (1.6 in.) than on a 999R and 50mm in.) higher than on the Tesi. Weight distribution was an important factor. At rest, the has a 53 percent/47 percent forward bias, but with a 150-pound aboard it’s 50/50—perfectly

All this influences handling and the bike steer much especially with the short Rodorigo continues. It’s a 250cc GP bike in terms of but it’s also completely in a straight line. Even if you try to it shake by moving the handlebars, you

And we have no steering damper that’s a Band-Aid for a wrong

The only real downside to my with the Tesi concept in guise was the bike literally run before being shipped to the As a result, the 999R motor dialed-in, and needed a series of to remap and retest before we got it somewhere close to OK.

Bimota Vyrus 985 C3 4V

Rodorigo and his crew normally do before delivering a bike—the racetrack is just a stone’s from their shop—but the bike crated for its overseas prevented them from so this time. The problem is won’t authorize Magneti to release the access codes for the 999R EFI, which enable Vyrus to remap the system for the much larger and asymmetric exhaust system. the need to fit an all-new ECU, the of a small electronic specialist in Italy called Microtec, seems to have done a job.

Once we got it dialed I could the meaty torque curve of the desmo V-twin and use its appetite for to hold a gear, shifting six times per lap. Nice. a claimed dry weight of 345 pounds and a 150 rear-wheel horsepower at 10,500 the Vyrus is pretty invigorating to with zestful acceleration and no vibration from the engine at five-figure revs, in spite of its as a totally integrated chassis

For many proponents of two-wheeled thought, the issue of finding a way to hang a bike’s steering has been a matter of debate since BMW gave us the first fork almost 70 years Apart from the brave-but-ultimately 1993-’94 Yamaha GTS1000 its James Parker-developed RADD end, it’s been a fact of commercial life no major manufacturer—except, inevitably, dared to be different. The perceived is that nothing works than a conventional fork, and trying to prove otherwise is deranged or stubborn.

The Vyrus 985 C3 4V is Ascanio Rodorigo’s of the fallacy of this delusion. It not looks good, it works. -MC

Vyrus 985 C3 4V

Bimota Vyrus 985 C3 4V
Bimota Vyrus 985 C3 4V
Bimota Vyrus 985 C3 4V
Bimota Vyrus 985 C3 4V
Bimota Vyrus 985 C3 4V

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