Vyrus 985 C3 4V Review Motorcycle Trader New Zealand

3 Апр 2015 | Author: | Комментарии к записи Vyrus 985 C3 4V Review Motorcycle Trader New Zealand отключены
Bimota Vyrus 985 C3 4V

Vyrus 985 C3 4V Review

Vyrus 985 C3 4V

year-old Rodorigo started out for Massimo Tamburini at Bimota in 1983-84. Tamburini is responsible for the beautiful Ducati 916 and MV Agusta F4, and if he is the of motorcycles, Ascanio Rodorigo is the Picasso. One look at his latest of deconstructed cubist two-wheeled the Vyrus 985 C3 4V, will confirm

Like the Richard Rogers-designed Art Centre in Paris, which its pipes, drains, conduits and ducts on the exterior of its walls for all to the surreal Vyrus hub-centre powered by a 999R Ducati motor, same as the one Troy is storming to his comeback World title on this season, to wear its technology on the outside, in view.

Look closely at the new and every ten seconds you spend it will yield another part or artistic feature. believe me? Then look at the track rods operating the steering, with the kingpin in the of the front hub on which the wheel

Or the skeletal CNC-machined aluminium spars, with the stress carefully plotted by finite analysis. And the metal around removed to save crucial in allowing the Vyrus to weigh in at an 157kg half dry, a 24kg lighter than the dry of the Ducati 999R, the source of the

Look at the heavily revised steering linkage with the positioned on the front of the right spar, and the gently curved drag link operating the rod activates it. This helps some of the copious changes in that the original Tesi incorporated.

What about the rising-rate suspension link driven off the swingarm and pivoting on the left spar, contrasting with the cantilever rear. Or the twin exchanger radiators aptly in a vee beneath the desmo V-twin’s cylinder, thus substantially the width of the whole bike to a 999R, and especially the original Or the airy looking PVM forged wheels.

Or the rear bracket to carry a square Italian so thin but sturdy, surmounted by a of tiny trafficators and a small light which are themselves admiring. Or the svelte-looking oil radiator behind the abbreviated front level with the front Or the flat carbon silencer shaped to conform to the contours of the they’re located beneath.

Or the formed steering head to which the aluminium handlebars are Or the diamond-shaped mirrors, whose follows that of the 14.5-litre tank, ditto the seat from on top, and the hefty swingarm on its unbraced right Or the carbon catchtray beneath the motor’s wedge-shaped coppa sump.

Or — but you get the picture: did I This is an exquisitely conceived, detailed and brilliantly executed masterpiece, a genuine abstract work of modern art. The that the Vyrus proved to as well dynamically as it looked was an added bonus.

So why come all the way to America’s Deep South, of the MasonDixon line, to ride a lovingly created by hand an away by Italian craftsmen in a five-man oficina beside the Sea? Well, the Barber includes the actual works 1 D Superbike which I raced for the factory in 1991-2. My original took me to a pair of Supertwins at Daytona, as well as others in also claiming a fourth in Japan against the best of the twin-cylinder hotshots.

The chance to compare and contrast the camera lens two such examples of alternative thought the same avantgarde design but 15 years apart, as well as to the Tesi’s modern-day Vyrus a stiff exam on the scenic, Barber circuit, was too good a to miss. In any case the Testastretta-engined streetbike was destined to find a in the USA after the test. I couldn’t chosen a better bike to use in to terms with the tricks of the track.

Hopping aboard the at rest brought the memories back, and swapping back and between the two underlined just how smaller and definitely more the Vyrus is than the more Tesi. Its riding position is and comparatively normal, without hands being too close as on some other hub-centre thanks to the absence of a proper set of and the triple clamps they’re in. The absence of any bodywork other the intricately designed headlamp helps add to the sense of minimalism, but not at the of adequate wind protection.

about the Vyrus seems delicate even, in its design and Low-speed manoeuverability had seemed when trickling the bike out of the Museum’s basement workshop. none of the ungainliness of most hub-centre bikes that tried, including the Tesi I remember was not at all at home in tight

By contrast, the steering of the Vyrus light but deft, without over-sensitive, just controllable, and the whole bike seems remote, more direct-steering and than the Tesi did in the old days 15 ago.

After a handful of laps picking up speed, it suddenly As my mental computer was rebooted and I remembered the mindset you must to get the best out of a hub-centre motorcycle. is, hold the ‘bars lightly and be afraid to stay off the brakes what seems suicidally for a bike that’s been at over 280kph.

Then, you do decide to stop, don’t be about grabbing a big handful of brake and squeezing the adjustable hard back as you lean the apex of the turn, while scrubbing off speed. The separation of from suspension functions on a like this is the biggest of hub-centre front ends.

One I’m surprised not to see on the Vyrus is a set of margherita petal discs, work well, look and make the bike easier to but though the four-pot Brembo gripping the pair of 320mm discs aren’t radially-mounted (no says Ascanio), they great bite in slowing what is a pretty light for its engine performance. Once you to terms with the fact essentially no front end dive, you that the suspension keeps on even though you’re so hard, because the Vyrus is oblivious to the weight transfer delivers. Once you get dialled in to braking distances, your confidence will let the Vyrus to carry massive amounts of speed, while still up any bumps encountered.

This bike is so confidence and well balanced, with no sensitivity to any kind of weight either under braking the turn or on the gas out of it, that there no limit how hard you can push it in One downside is extensive punishment for tyres. After around 50 the excellent Pirelli Dragon front road tyre was worn, and the rear not much

I remember this was a serious when I raced the Tesi.

I you riding and couldn’t believe how you could give full on the angle, compared to the racebikes I was here yesterday at the AMA National, Ascanio after. You saw it is very under power, and has good Yes, that it does.

So how did and his team come to reinvent the and do so with such success? In we started again with a sheet of paper, he replies, and we must completely forget all our of standard motorcycles, and think of the suggestions offered by the Bimota in at the best solution. We made a which is a very stiff where nothing moves the suspension and the tyres.

Bimota Vyrus 985 C3 4V

We produced a linkage with fewer in it, so as to give it more sensitivity. You feel the front tyre as if you the front axle in your Then we changed completely the of gravity of the bike.

Compared to a Ducati, we have the engine 40mm higher off the ground, and the Tesi it is 50mm higher. distribution is also important. at rest the Vyrus 985 has 53/47 forwards weight bias, but a 75kg rider it is 50/50 so, completely balanced.

We have a radically different position, seat position, and location compared to normal All this influences very the handling, and makes the bike much faster, especially the very short 1375mm we installed. It’s like a GP bike in terms of geometry, but also completely stable in a line.

We have no steering fitted. This is a band-aid for a design!

For many proponents of alternative thought, the issue of a better way of hanging the front a motorcycle steers with, has a matter of debate and experimentation since BMW first gave us the forks used today. forks can be found on 99.9 of the world’s motorcycles (not mind), almost seventy after BMW introduced them. apart from the brave but unsuccessful Yamaha GTS, been a regrettable fact of life that, in the modern no volume production major except, inevitably, BMW once has dared to be different sufficiently to forge a genuine alternative to forks.

The fact that largest and most technology-driven manufacturer offers such an of non tele-forked bikes might convey a hint of what be, if only. The perceived wisdom is nothing works better tele forks, and anyone to prove the opposite is either deranged or just plain The Vyrus 985 C3 4V is Ascanio Rodorigo’s proof of the fallacy of this

It not only looks good, it too, and the way it performed on such a track as Barber convinced me here at last is the Tesi right. Better late never.

OK, so what now? Where the two-wheeled Vyrus that under your skin and your preconceptions, go from The motorcycle industry has been up and down in the same place for a time. Although they to develop ordinary telescopic from 32mm fifty ago up to 50mm today, the fact is you go faster unless you put on better or develop a more powerful

The actual design of a motorcycle has still. What we would is for a big company to copy our solution. not patented, so it’s open for to adopt free of charge. But we that if they do this, will be less time for going into the corner, time to make the corner, and time for going out of the corner.

is the way ahead, and I’m glad we demonstrate that to you here said Ascanio.

Words Cathcart

Photos: Riles and

For more Ducati bike visit www.motorcycletrader.co.nz

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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