The suit’s protection includes padding around the shoulders and collarbone, with inflation feature that can be activated in a crash. The air-bag style inflation reduces the movement of the neck during a crash, and can then be deflated when re-entering the race.

Click here to view the embedded video.

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Hydrogen powered motorcycle

Alex Bell and Andres Pacheco used a chassis from Buell Cyclone to develop a working hyrogen fuel cell powered motorcycle capable of producing 1.5 hp & reaching a top speed of 33 kmph. On a typical full charge, it can travel for one hour with an efficiency of 50% it it’s drivetrain.

Greatest hurdle faced by the students was an optimal Hydrogen storage system which was neither bulky nor required greater cooling nor pressure. They solved this hurdle by using a Ballard polymer exchange membrane fuel cell.

Source : Wired

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Termed “Next Generation Transmission” by Honda, the dual clutch system is expected to be similar to transmissions of automatic cars and grace future release of VFR1000 to begin with.  The system is expected to provide a smoother, faster and more efficient gear shifts.

More details as they get available.

Honda Dual Clutch System

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Replacement Regulation for 250cc Class from 2011 (Moto2) :

1. Engine

1.1 4-stroke engines only.
1.2 Engine capacity: maximum 600cc.
1.3 4 cylinders maximum.
1.4 No oval pistons.
1.5 Engines must be normally aspirated. No turbo-charging, no super-charging.
1.6 Engine speed limited to maximum: 16,000 rpm. 4-cylinder engines
15,500 rpm. 3-cylinder engines
15,000 rpm. 2-cylinder engines
An electronic system supplied by the Organizers will be permanently attached to monitor and control engine speed.
1.7 Pneumatic valve operation is not permitted.
1.8 Inlet and Exhaust valves must be of conventional type (reciprocating poppet valves).
1.9 Variable valve timing or variable valve lift systems are not permitted.
1.10 Only wet-sump type engine lubrication systems are permitted.
1.11 Minimum weight of complete engine with throttle body, dry:
53 kg 4-cylinder
50 kg 3-cylinder
47 kg 2 cylinder

2. Inlet & Fuel System

2.1 Variable-length inlet tract systems
are not permitted.
2.2 Only one throttle control valve per cylinder is permitted. No other moving devices are permitted in the inlet tract before the engine intake valve.
2.3 Throttle bodies will have a maximum internal diameter (must be perfectly circle except for the area of dent or groove to allow the injector to come out) at engine side out-let of:
42 mm for 4-cylinder
48 mm for 3-cylinder
59 mm for 2-cylinder
2.4 Fuel injectors will be restricted to a defined type (tba, based on cost).
2.5 Fuel pressure must not exceed 5.0 bar.
2.6 No artificial cooling of intake air or fuel.
2.7 Only air or air/fuel mixture is permitted in the induction tract and combustion chamber.
2.8 No direct fuel injection into the cylinder/head/combustion chamber.
2.9 Fuel specification will be for standard unleaded fuel (commercially available EU-compliant “pump fuel”).

3. Exhaust system

3.1 Variable length exhaust systems are not permitted.
3.2 Noise limit will be a maximum of 120 dB/A, measured in a static test.

4. Transmission

4.1 A maximum of 6 gearbox speeds is permitted.
4.2 A maximum of 3 alternate gear ratios for each gearbox speed, and 2 alternate ratios for the primary drive gear is permitted. Teams will be required to declare the gearbox ratios for each gear used at the beginning of the season.
4.3 Electro-mechanical or electro-hydraulic clutch actuating systems are not permitted.

5. Ignition, Electronics & Data-Logging

5.1 Data logger system will be supplied by the series Organizer.
5.2 Only the ECU/fuel injection control units supplied by the series Organizer are allowed to be fitted to the motorcycle. Electronic control units include the timing transponder,
engine RPM control, and datalogger systems. No other electronic control or datalogging systems will be allowed on the motorcycle. The price of ECU unit made by each engine manufacturer must be equal to or less than
JPY75,000 (about Euro650).

6. Chassis

6.1 Chassis will be a prototype, the design and construction of which is free within the constraints of the FIM Grand Prix Technical Regulations. The frame, swing-arm, fuel tank, seat and cowling are forbidden to use from a non-prototype as series production road-going motorcycle.
6.2 Minimum Total Weight: 135kg for 4-cylinder
130kg for 3-cylinder
125kg for 2-cylinder
6.3 No carbon brake discs.

7. Wheels & Tires

7.1 No carbon composite wheels.
7.2 The maximum permitted wheel rim width is: Front 4.00″ Rear 6.00″ or 6.25″
7.3 The only permitted wheel rim diameter is: Front 17″ Rear 17″
7.4 The number of slick tires allocated to each rider per event will be controlled.

8. Materials & Construction

8.1 Construction materials will be limited to exclude expensive “non-conventional” materials and manufacturing methods (a list will be issued).
8.2 The following components must be made from iron-based alloys:
Valve springs, camshafts, crankshafts, connecting rods, piston pins, brake discs.
8.3 Engine crankcases and cylinder heads must be made from cast aluminum alloys.
8.4 Pistons must be made from an aluminum alloy.

9. General

9.1 Number of machines: the team can scrutineer
only one motorcycle per rider.
9.2 Number of engines: a maximum of 2 complete engines per rider is permitted at any event. Teams will be required to register engine serial numbers at Technical Control on the day before the first practice.
9.3 Apart from the above regulations, all other construction criteria, dimensions and specifications are as per the FIM Grand Prix Regulations.
9.4 The engine (excluding exhaust, throttle bodies and ECU) used in a race is available to be purchased by another competitor in the same race for a fixed price of €20,000 (US$ 26,700). Such purchase request must be made in writing to Race Direction within the protest period, that is within 60 minutes after the official end of the race. The transaction and delivery will be completed immediately at the end of the 60 minute protest period and will be underwritten by IRTA. Teams refusing to sell when presented with a valid request will be disqualified.

All in all, some very surprising regulations which are all aimed at keeping the development and participation costs at a low level.

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Honda CBR600RR C-ABS

2009 CBR1000RR Fireblade will use sophisticated electronic system that reduces brake pressure as soon as impending lock-up is detected. It gradually reapplies this brake pressure with restoring traction.

This is way more advanced than the conventional ABS systems which could work on an upright bike but couldn’t apply correctly to a leaned bike causing a loss of traction. The greatest advantag of C-ABS is ability to apply combined brake pressure on front and rear brakes simultaneously thereby providing more control over the bike.

Though C-ABS is still a few months away from street bikes, Honda is believed to be working on a next generation system which will use gyroscopic measurments to measure lean angle and thereby apply correct braking force which will not overwheld the grip or lateral forces in leaning position. This sort of system is currently employed in MotoGP bikes of the likes of Dani Pedrosa and Nicky Hayden.

Honda C-ABS System

A recent study in US over the application of ABS systems in motorcycles found that ABS enabled motorcycles had less collision insurance claims compared to their non-ABS counterparts thereby resulting in more safer records. Fatal crashes among ABS bikes were also 38% lower than similar models not equipped with ABS.

With Honda and BMW taking lead in introducing more and more bikes featuring ABS, we can expect more development on the ABS front from leading motorcycle manufacturers.

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ENGINE SPECIFICATIONS

DIMENSIONS

OTHER SPECIFICATIONS

ACTIVE AND PASSIVE SAFETY

COMFORT AND CONVENIENCE

Images : Here

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Bike has been painted in Yamaha’s 50′th Anniversary colors made famous by Kenny Roberts.

For more details visit Roland Sands official website at: http://www.rolandsands.com/

Source: MotoXMoto

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Dainese Tattoo One-Piece Riding Suit

Dainese launched it’s 2009 motorcycle riding gear range in Italy last week. Dainese has introduced a number of new products in it’s new collection which goes on sale in November. Details for the complete range are available at: www.dainese.com.

We have previewed some of the prominent new additions from Dainese.

Tattoo one-piece Leather Suit

Leather suit made from double-thickness cowhide, with Kangaroo skin fitted to engraved areas to increase the levels of abrasion resistance. Elastic inserts are fitted to the elbow and knee areas, while inside there is a removable sanitized lining.

Axial Race Boots

The Axial Race was developed using feedback from MotoGP riders and also of Dr Costa, MotoGP’s famous medic.  The boot uses elasticated Lorica fabric to help keep it tight to your ankle, and also to make it easier to get on and off.
Inside, the boot features a Kevlar and carbon monoblock to protect the foot from torsional rotation, and to reduce the intensity of impacts by distributing shocks through the entire boot. The monoblock design should also help prevent foreign bodies penetrating the boot.

Hellfire gloves

A race-spec leather glove featuring composite fibre plates on the back to protect against impacts and abrasion. The back also features elastic inserts to help with movement.
The palm area is reinforced to protect you when sliding up the tarmac, and features padding to soak up impacts.
The glove can be worn inside or outside your leathers, depending on whether you want that MotoGP look, with Velcro cuff and tightening straps used to lock the glove in place. A version for women is also available.

The new Dainese riding gear collection will be complemented with a new line-up of casual clothing.

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In the new layout, Kawasaki has rotated the engine cylinder(s) forward and moved the crankshaft closer to the axis of rotation (centre of gravity) of the motorcycle. This will assist in improved gyroscopic handling of the motorcycle.

Such engine layout could possibly debut in the 2009 motorcycles to be launched later this year.

Source: [Solomoto30]

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Sintering is a method for making objects from powder, by heating the material (below its melting point – solid state sintering) until its particles adhere to each other. In most cases the density of a collection of grains increases as material flows into voids, causing a decrease in overall volume.

The major advantages of the process are:

1. the possibility of very high purity for the starting materials and their great uniformity.
2. preservation of purity.

Sintered Brake pads are characterised by high and permanent friction coefficient at temperatures up to 800 ° C, and thermal stability with minimum abrasion. These are ideal for High performance motorcycles and race track use. Some modern performance motorcycles specify HH as standard.  Sintered pads do not contain asbestos, glass fibre or formaldehydes, and are environmentally friendly. They can be used in dry oil bath. In comparison with standard organic friction materials, their service life is several times longer. Where required, unique STAINLESS STEEL radiator plates are fitted to reduce heat transfer into bikes hydraulics.

Sintered brake pads last longer than organic pads sometimes over 4-5 times longer. Though they provide higher bite than regular pads, sometimes it’s more advisable to use organic GG pads for street use since a sintered HH pad in rear can cause a biker to lose control under heavy braking at rear. Most common usage of pads is a combination of sintered HH pads in front of the bike with a more softer organic pad in rear disc brake.

Sintered Brake Pads are available at: PlanetDSG.com

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