1943-48 MV Agusta 98 Turismo

The MV Agusta 98 Turismo was the first motorcycle produced by Meccanica Verghera Agusta.


Approximately 1,700 units of the lightweight single-cylinder motorcycle were produced between 1945 and 1948.
1943-48 MV Agusta 98 Turismo

It was a post-war motorcycle design and was a utility vehicle with an intended low selling price and maintenance costs. The MSRP was only 130,000 Lire (or $89.56 USD).


The simplicity of the components insured good reliability, as was required of a post-war motorcycle. A Lusso (Luxury) version with a telescopic fork was also produced.


The 98 was initially presented with the name Vespa but was abandoned as Vespa had already been registered by another company.


MV Agusta 98 motorcycle had a tiny air-cooled two-stroke engine a 98cc displacement.


The 48mm bore and a 54mm stroke (49 x 52 on the second version) had a compression ratio of 6:1 helping put out a 3.5hp at 4800rpm.


The original version’s piston had a deflector but was quickly replaced by a slightly convex type motorcycle piston.


Feed by a 16 mm carburetor, the gas (90%) and oil (10%) mixture was fired by a MV Agusta kick-starter and flywheel magneto ignition.


The 98 clutch was a familiar wet multiple plate unit that was attached to a two-speeds gearbox and a final chain drive that was later updated with a three-speed version in 1946.


The Turismo 98 had a closed tubular steel cradle frame and a gas tank that held a full 9 liters (2.37 gallons).


Front suspension was comprised of girder forks (telescopic fork on Lusso model and the rear suspension was a plunger-box.


The braking system used a lateral 125mm drum in the front and a similar lateral 125 mm drum in the rear.


Classic spoked wheels with 2.50×19 front tire and a 3.00×19 rear tire proved the rolling hardware of the day.


The MV Agusta 98 Turismo weighted in at 70 kg (154 lbs.) allowing a lofty top speed 65 Km/h (40.4mph) while going the distance at a very “green” 40kml (94mpg).


Source ultimatemotorcycling.com

 History


1954 MV Agusta CSTL 175 Turismo LussoThe company began as an offshoot of the Agusta aviation company which was formed by Count Giovanni Agusta in 1923. The Count died in 1927, leaving the company in the hands of his wife and sons, Domenico, Vincenzo, Mario and Corrado. Count Vincenzo Agusta together with his brother Domenico formed MV Agusta (the MV stood for Meccanica Verghera) at the end of the Second World War as a means to save the jobs of employees of the Agusta firm and also to fill the post-war need for cheap, efficient transportation. They produced their first prototype, ironically called “Vespa 98″, in 1945. After learning of that that the name had already been registered by Piaggio for its Vespa motorscooter, it was referred to simply by the number “98”. 


The company successfully manufactured small-displacement, quintessential Café racer style motorcycles (mostly 125-150 cc) through the 1950s and 1960s. In the 60s small motorcycle sales declined, and MV started producing larger displacement cycles in more limited quantities. A 250 cc, and later a smart 350 cc twin were produced, and a 600 cc four-cylinder evolved into a 750 cc which is still extremely valuable today. 


Following the death of Count Domenico Agusta in 1971 the company declined and by 1980, it stopped producing motorcycles altogether. 


Resurrected by Cagiva


F4 750 OroCagiva purchased the MV Agusta name trademarks in 1991 and in 1997 it introduced the first new MV Agusta motorcycle. The new bikes were four-cylinder 750 cc sports machines (the F4 range), which included a series of limited production run models, such as the all black paint work SPR model (“Special Production Racing”) which was featured in the movie “I Robot” and in 2004, they introduced their first 1000 cc bike. 2004 marked the end of production for the 750 sports machines, with a limited production of 300 SR (“Special Racing”) model in the traditional red and silver livery. 


MV Agusta also made a limited number of F4 750 cc and F4 1000 cc “Ayrton Senna” editions in memory of the late Formula One Champion of the same name (who was an avid Ducati and MV Agusta collector) in aid of the Instituto Ayrton Senna, his charity foundation in Brazil for children and young people. 300 models of each were made in the early 2000′s. 


They also produce a range of 750 and 910 “naked” bikes called the Brutale. Production is somewhat limited, as it is the policy of the company to produce an elite machine similar to Ferrari in motor cars. They do not compete directly with Japanese manufacturers, whose motorcycles typically sell for considerably less than the cost of an MV Agusta. Rather they compete with other Italian models such as Ducati sports bikes the 996, 998, 999, and the naked Monster. In 2005, MV Agusta introduced the Tamburini 1000, which is named after its creator, Massimo Tamburini, who previously worked for Moto Guzzi, and most recently Ducati. Cycle World and Australian Motorcycle News magazine named it the best sportbike in the world. Tamburini designed the Ducati 916 sports bike (predecessor of the 748 and 996 series) which marked the return of Ducati as a successful motorcycle manufacturer over the last decade. The MV Agusta F4 refined the innovative design of the 916. In recent publications, the MV Agusta has been highly praised as one of the best handling motorcycles ever created and the 2008 F4 312R model is known to be the world’s fastest production motorcycle. Claimed power of the new F4 312R model is 183HP, although dyno tests suggest it is more in the range of 172-175, in stock performance mode, a condition generally resolved by simple after market adjustments. 


In 1999 the Cagiva group was restructured for strategic purposes and MV Agusta become the main brand comprising Cagiva and Husqvarna. 


Purchase and sale by Proton
Heavily indebted, the manufacturer was bought by Malaysian carmaker Proton in December 2004 for 70 million euro. In December 2005 however, Proton decided to cut its ties with MV Agusta and sold it to GEVI SpA, a Genoa-based financing company related to Carige, for a token euro excluding debt. 


In 2006 that financing company, GEVI SpA, with 65% of the share capital, had refinanced MV Agusta, and by so doing allowed the company to continue, and brought MV Agusta ownership back to Italy.

BMW F800R ~ Predator by Vilner ( W/Video )

Bulgarian leather specialist and tuner Vilner have taken a standard BMW F800R Motorcycle and have created the Predator, a one-off piece built for a wealthy Russian customer.
BMW F800R ~ Predator by Vilner ( W/Video )

The Predator has been shortened by around 25 cm and Vilner have ditched the dual seat in favor of a single seat, which is finished in what they know best – hand stitched leather. Aesthetically speaking, the new bike barely resembles the BMW donor, thanks to each and every panel being new and made from good-old carbon fiber, with other components being chrome-plated for that extra ‘something’. 



The lighting arrangement at the front uses two ‘borrowed’ BMW Z4 indicators, now with LEDs inside. When it comes to the engine, Vilner have left it untouched, however it does feature a new exhaust system built in-house, specially for the bike. We like it!

 BMW F800R ~ Predator by Vilner ( W/Video )

 BMW F800R ~ Predator by Vilner ( W/Video )

 BMW F800R ~ Predator by Vilner ( W/Video )

 BMW F800R ~ Predator by Vilner ( W/Video )

 BMW F800R ~ Predator by Vilner ( W/Video )

 BMW F800R ~ Predator by Vilner ( W/Video )

 BMW F800R ~ Predator by Vilner ( W/Video )

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Bentley Builds an Electric Car

On the heels of a pretty dense seventeen-page document outlining Bentley Motors’ commitment to raising its fleet fuel economy and lowering carbon dioxide emissions comes tangible proof that someone at Crewe is working hard to turn the company’s green promises into green reality.
Bentley  Electric Car

A skunkworks team comprised of ten or so young apprentices at Bentley (six of whom are pictured after the break) gave up weekends and evenings to build the small wonder you see here: the supremely slick, battery-powered Continental DC electric car.


With a positively gorgeous carbon fiber composite body riding on a four-wheel single-wishbone fixed suspension and 1 x 16-inch Michelin low-rolling-resistance tires, the Continental DC (as in Direct Current) moves under the power of a 24-volt electric motor (from a motorized wheelchair, in fact) producing 0.5 horsepower and 5.1 pound-feet of torque and juiced by a pair of 12-volt batteries.

Bentley  Electric Car

It looks like a Soap Box Derby racer, but don’t be fooled: The diminutive Conti DC (which tips the scales at 265 pounds, not including the driver) can hit a swift 40 mph under its own power, no hill required.


Naturally, the cockpit is trimmed in supple hide and Alcantara faux suede with contrasting diamond stitching. It is a Bentley, after all.


More after the break, including photos and complete specifications, courtesy of Bentley Motors.

The Conti DC earned the Bentley team a special “Spirit of Greenpower” after running in the four-hour Greenpower Corporate Challenge at the venerable Goodwood racing circuit in Sussex, competing against cars from fifteen schools and nine other corporations.


From here, the littlest Bentley and the Greenpower Team is set to compete in the upcoming Formula 24+ season, which consists of eight 90-minute endurance races, the last one at Goodwood. The series is sort of an IROC for EVs, requiring all competing cars to use identical 24-volt electric motors powered by two 12-volt batteries. Racers must be between the ages of 16 and 24.


For (a lot) more info on the team and its car, check out http://www.bentleygreenpower.com/

TECHNICAL SPECIFICATION

Bentley  Electric Car



MODEL TYPE


Single Seater


POWER


Type 24v Wheelchair motor (Regulation)


Installation Transversely mounted, One-wheel drive


Power 240 Watt


Torque 7 Nm


Fuel Source 2 x 12 v Lead Acid Batterys


TRANSMISSION


Type Continuous one-wheel drive


Gearbox Nuvinci CVP


Ratios Infinitely variable between 0.5 under and 1.75 overdrive


PERFORMANCE


Top speed 40mph (64km/h).


SUSPENSION


Front Single wishbone rigid suspension


Rear Single wishbone rigid suspension


STEERING


Type Rack & pinion


Turns lock to lock 1


Turning circle (curb to curb) 19.2m


BRAKES


Rear 160mm ventilated disc (to single wheel)


BODY & CHASSIS


Construction Carbon Fibre monocoque


Length 1420mm


Width (inc. mirrors) 1000mm (82.76in)


Weight 120 Kg


Height 500mm


Wheelbase 1300mm


Front track 1000mm


Rear track 1000mm


Wheels Custom made 16” carbon fibre


TIRES


Michelin Eco-Marathon specials


FUEL CONSUMPTION/EMISSIONS


Fuel consumption 2 hours per battery set


Carbon dioxide emissions 0g/km

Saline Airstream Motorcycle Concept

How about having a race bike that is designed to be powered by a compressed air engine? Sounds a bit too fancy to be true? Well, believe it as that is what five design students at the ISD of Valenciennes in France are trying to achieve. By the looks of it, they are off to a sizzling start in terms of both speed and design.
It would be quite a feat if a compressed air-powered bike could revamp the land speed record for two wheelers and if the team of students from ISD has their way, it might well be possible. 

The Saline Airstream comes in two configurations- one for the normal ride and one for the blurring speed record.

The speed record setting will see it sport extended wheelbase and reduced height to cut down on drag and increase stability. Powered by MDI compressed air engine that sports 3 gas cylinders with total capacity of 27 liters, the Saline Airstream aims to usher a new future in automobile technology where clean energy powers lightning fast vehicles.
Saline Airstream  Motorcycle Concept

Saline Airstream  Motorcycle Concept

Saline Airstream  Motorcycle Concept

Saline Airstream  Motorcycle Concept

Saline Airstream  Motorcycle Concept

Saline Airstream  Motorcycle Concept

Attempts like these should rid people of the notion that vehicles based on green technology are inferior in terms of performance to its fossil fuel guzzling cousins. All the best then to this dynamic team from France and we sure will bring you the news the day Saline Airstream sets wheel on the road and burns some serious rubber. 

Saline Airstream  Motorcycle Concept


Early TT race history (1904–1910) + present day video

Motor racing began on the Isle of Man in 1904 with the Gordon Bennett Eliminating Trial and were originally restricted to touring automobiles. As the Motor Car Act 1903 placed a speed restriction of 20 mph on automobiles in the UK, Julian Orde, Secretary of the Automobile Car Club of Britain and Ireland approached the authorities in the Isle of Man for the permission to race automobiles on public roads. The Highways (Light Locomotive) Act 1904 gave permission in the Isle of Man for the 52.15 mile Highlands Course for the 1904 Gordon Bennett Eliminating Trial which was won by Clifford Earl (Napier) in 7 hours 26.5 minutes for 5 laps (255.5 miles) of the Highlands Course. The 1905 Gordon Bennett Trial was held on 30 May 1905 and was again won by Clifford Earl driving a Napier automobile in 6 hours and 6 minutes for 6 laps of the Highland Course. This was followed in September 1905 with the first Isle of Man Tourist Trophy Race for racing automobiles, now known as the RAC Tourist Trophy and was won by John Napier (Arrol-Johnston) in 6 hours and 9 minutes at an average speed of 33.90 mph.
Isle of Man TT 

International Motor-Cycle Cup Race (1905)
For the 1905 Gordon Bennett Eliminating Trial it was decided to run an eliminating trial for motorcycles the day after for a team to represent Great Britain in the International Motor-Cycle Cup Races. An accident at Ramsey Hairpin forced-out one of the pre-race favourites and the inability of the motorcycle competitors to climb the steep Mountain Section of the course forced the organisers to use a 25-mile section of the Gordon Bennett Trial course. This ran from Douglas south to Castletown and then north to Ballacraine along the primary A3 road and returned to the start at the Quarterbridge in Douglas via Crosby and Glen Vine along the current Snaefell Mountain Course in the reverse direction. The 1905 International Motor-Cycle Cup Race for 5 laps (125 miles) was won by J.S. Campbell (Ariel) despite a fire during a pit-stop in 4 hours, 9 minutes and 36 seconds at an average race speed of 30.04 mph.
Isle of Man TT Race (1907)




The Norton Twin motorcycle which won the first Isle of Man TT races in 1907.




BAT single-cylinder motorcycle
During the 1906 International Cup for Motor-Cycles held in Austria, the event was plagued by accusations of cheating and sharp practices. A conversation on the train journey home between the Secretary of the Auto-Cycle Club, Freddie Straight and the brothers from the Matchless motorcycle company, Charlie Collier and Harry Collier and the Marquis de Mouzilly St Mars led to a suggestion for a race the following year for road touring motorcycles based on the automobile races to be held in the Isle of Man on closed public roads. The new race was proposed by the Editor of “The Motor-Cycle” Magazine at the annual dinner of the Auto-Cycle Club held in London on 17 January 1907. It was proposed that the races would run in two classes with single-cylinder machines to average 90 mpg-imp (0.031 l/km) and twin-cylinder machines to average 75 mpg-imp (0.038 l/km) fuel consumption. To emphasise the road touring nature of the motorcycles, there were regulations for the inclusion of saddles, pedals, mudguards and exhaust silencers and the first event, the 1907 Isle of Man TT race, was won by Charlie Collier at an average race speed of 38.21 mph and the winner of the twin-cylinder class was Rem Fowler riding a Norton motorcycle at an average race speed of 36.21 mph.
For the 1908 race, the fuel consumption was raised to 100 mpg-imp (0.028 l/km) for single-cylinder machines and 80 mpg-imp (0.035 l/km) for twin-cylinder machines and the use of pedals was banned. The race was won by Jack Marshall on a Triumph motorcycle at an average speed of 40.49 mph. For the 1909 Isle of Man TT races, the fuel consumption regulations was abandoned along with the use of exhaust silencers. The single-cylinder machines were limited to a capacity of 500 cc and the twin-cylinder machines to a 750 cc engine capacity. Due to the concern over increasing lap-speed, for the 1910 Isle of Man TT the capacity of the twin-cylinder machines were reduced to 670 cc. However, Harry Bowen riding a BAT twin-cylinder motorcycle increased the lap record to an average speed of 53.15 mph (85.54 km/h), later crashing-out of the 1910 event on the wooden banking at Ballacraine corner.
Current


Nembo 32 Inverted 3 Cylinder – Concept Motorcycle

The Italians have described this Nembo 32 Inverted 3 Cylinder café racer as a complete novelty in the world of motorcycling. The idea behind the Nembo 32 Inverted 3 Cylinder is that by turning the engine upside-down it can use
Nembo 32 Inverted 3 Cylinder – Concept Motorcycle

THIS is the Nembo 32 Inverted 3 Cylinder, a prototype motorcycle that’s about to be put into limited production. The Nembo uses an 1814cc three-cylinder inverted engine.

Nembo 32 Inverted 3 Cylinder – Concept Motorcycle

The Nembo team were testing at the Franciacorta circuit in Italy. The final machine will use a larger, 1925cc engine.

Nembo 32 Inverted 3 Cylinder – Concept Motorcycle

Nembo 32 Inverted 3 Cylinder – Concept Motorcycle

The idea behind the Nembo 32 is that by turning the engine upside-down it can use the crankcase as a structural part of the chassis without putting any loads through the cylinders or cylinder head. The front and rear frame sections bolt straight to the crankcases while the cylinders and head just hang there.


It’s a wonderful looking motorcycle and we applaud it’s unique look. However, the downsides to the idea are not in short supply:

Nembo 32 Inverted 3 Cylinder – Concept Motorcycle

Nembo 32 Inverted 3 Cylinder – Concept Motorcycle

Nembo 32 Inverted 3 Cylinder – Concept Motorcycle

Nembo 32 Inverted 3 Cylinder – Concept Motorcycle

Nembo 32 Inverted 3 Cylinder – Concept Motorcycle



1) All the delicate bits of the engine – the cam covers, cooling fins, electronics, spark plugs etc – are hanging down in the path of any rocks being thrown up from the front wheel.


2) The lubrication has got to be complex. Even with a dry sump and scavenge pump oil is going to try to collect in the cylinder head. It’s also going to work its way past the piston rings into the combustion chamber. Not good for performance, engine life or emissions.


3) It needs a long intake manifold to move the air intake up to a conventional position where there’s room for an airbox. That’s got to sap power.

Nembo 32 Inverted 3 Cylinder – Concept Motorcycle

4) The exhausts are in totally the wrong place. You can see from the design that they’ve struggled to get enough length into the pipes.


5) In terms of weight distribution they’ve put the crankshaft way higher than any conventional bike. That can’t be good, can it?


6) The swingarm pivot is very high. Again I’m not certain of the effect, but nobody else seems to want to do that in their designs.

Nembo 32 Inverted 3 Cylinder – Concept Motorcycle

Nembo 32 Inverted 3 Cylinder – Concept Motorcycle

Nembo 32 Inverted 3 Cylinder – Concept Motorcycle

Nembo 32 Inverted 3 Cylinder – Concept Motorcycle

7) If you were to drop it, the first thing to hit the ground would be the cylinder head. Which is fragile compared to a crankcase.

In short, there would be many, many easier ways to solve the problem than turning the engine upside down. Like, er, having a normal frame, for instance. All this design saves is a couple of bits of steel that would turn its two sub-frames into a single, conventional trellis. One that’s proven and doesn’t need a radical new engine design.

Nembo 32 Inverted 3 Cylinder – Concept Motorcycle

Nembo 32 Inverted 3 Cylinder – Concept Motorcycle

Upside-down engines have been around since the dawn of time (for instance, most German WW2 fighters and bombers used them – notably the Messerschmitt 109). They were always known for using a lot of oil..

Summary :


The Italians have described this Nembo 32 Inverted 3 Cylinder café racer as a complete novelty in the world of motorcycling. The idea behind the Nembo 32 Inverted 3 Cylinder is that by turning the engine upside-down it can use,concept motorcycles,concept motorcycles,concept motorcycles 2012,concept motorcycles for sale,concept motorcycles 2011,concept motorcycles 2010,concept motorcycles 2009,concept motorcycles wallpapers,concept motorcycles ducati,concept motorcycles pictures,concept motorcycles v10
Via : http://www.visordown.com

1924 Norton 500cc OHV Model 18.

Like the majority of their contemporaries, Norton relied on the sidevalve engine until the 1920′s, when the existing and well-tried 490cc unit was used as a basis for the firm’s first overhead-valve design. 
1924  Norton 500cc OHV Model 18.

Penned by James Lansdowne Norton himself, and first seen in prototype form in 1922, the overhead-valve Norton made little impact in that year’s Senior TT, though at Brooklands D.R.O’Donovan raised the world 500cc kilometre record to over 89 mph using the new motor. 
A road-going-version -the Model 18- was catalogued for 1923, quickly establishing a reputation for both speed and reliability when a standard engine assembled from parts was used to set a host  of records, including a new 12 hours mark. 
Racing continued to improve the breed -when Alec Bennet won the Senior TT for Norton- as a direct result of the works team’s experiences. 

1924  Norton 500cc OHV Model 18.

After Rem Fowler’s win at the 1907 Tourist Trophy on the Isle of Man, James Norton set aside the Peugeot two-cylinder engine, which he had also installed on some of his production models. Now Norton set out to build a more modern four-stroke, single-cylinder engine that would better suit his light and maneuverable chassis.

1924  Norton 500cc OHV Model 18.

The first successful Norton single-cylinder was a racing model with side valves on the cylinder. This motorcycle’s career lasted from 1912 until the early 1920s. During this period both the chassis and the engine were extensively modified, as technology evolved along with racing experience. In 1923 the side-valve single-cylinder engine was replaced by a new model that incorporated all the improvements that had been introduced in the earlier version.

1924  Norton 500cc OHV Model 18.

The new Norton had head valves set at a 100° angle, with long rods and rockers exposed. This vehicle weighed about 290 pounds and had 25 h.p.
The side-valve model Norton had set hour world records again and again, and the new version also set hour records, including a distance of some eighty-seven miles in one hour in 1924. The new motorcycle was a success in road racing as well, winning the 1924 and 1926 editions of the Senior Tourist Trophy.

1924  Norton 500cc OHV Model 18.

1924  Norton 500cc OHV Model 18.

1924  Norton 500cc OHV Model 18.

Motorcycle: 1924  Norton 500cc OHV Model 18.
 Manufacturer: Norton Motors Ltd., Aston,
Birmingham Type: Racing Year: 1924
Engine: Norton single-cylinder, four-stroke, overhead valve distribution, rod and rocker. Displacement 490.1 cc. (79 mm. x 100 mm.)
Cooling: Air
Transmission: Three-speed separate Power: 25 h.p.
Maximum speed: Over 90 m.p.h.
Chassis: Single cradle, tubular, open below. Front, elastic suspension
Brakes: Front, side drum; rear, pulley wedge (later side drum)
Via ; http://www.motorcyclespecs.co.za/

Summary



1924  Norton 500cc OHV Model 18.
Like the majority of their contemporaries, Norton relied on the sidevalve engine until the 1920′s, when the existing and well-tried 490cc unit was used as a basis for the firm’s first overhead-valve design. 
Penned by James Lansdowne Norton himself, and first seen in prototype form in 1922, the overhead-valve Norton made little impact in that year’s Senior TT, though at Brooklands D.R.O’Donovan raised the world 500cc kilometre record to over 89 mph using the new motor. ,
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