New Bike Specifications

Why is it that powertrain evolution in motorcycles has not kept pace with that in motor-cars? Were attempts made to devise bikes with front-wheel or both-wheel drives? Intrigued by these questions, Piyush Sonsale decided to dip into motorcycle history. As he garnered fascinating information, he also got in touch with companies involved in such innovations overseas to get a complete picture

“Now I know how owls feel,” I thought to myself as my head pointed towards the corner exit and my body swayed laterally out of control with the bike. Legs stuck in ankle-deep slush, the helmet visor still mud-stained from my last fall, I struggled to find traction on the rear wheel of my bike while the spectators witnessed my helplessness. Finally, I steered out of my misery by stepping out and pushing the bike. Well, my first off-road experience on a motorcycle wasn’t exactly, er, smooth, but it gave birth to an idea in my head. What if motorcycles were all-wheel driven? Now, most of us have seen the wonders of all-wheel drive cars on YouTube and sported a 4 X 4 vehicle wallpaper on our desktops some time or the other, but, as they say, you don’t get it till you do it. So back to the question. As Leonardo DiCaprio says in ‘Inception’, “What’s the most resilient parasite? An idea!” I was possessed by the idea and had enough faith in human curiosity to believe that such experiments had been done in the past and, maybe, some exist even now. I was right.

Wiping the dust off motorcycle history, I found a treasure-trove of what can only be called marvellous engineering feats. Before getting nerdy, however, let’s find out what this ‘drive’ term I have been using means. The ‘powertrain’ (engine-transmission-countershaft-final drive) transmits the engine’s power and torque to the wheels. The wheels transmit the same to the ground by spinning and as a reaction the motorcycle moves. Conventionally it’s the rear wheel that gets the honour and is said to be ‘driven’. The front wheel in this case is called a ‘dead wheel’ as it only steers (directs) the motorcycle.

There are three ways in which motorcycle wheels can be powered or ‘driven’: a) rear-wheel drive (RWD), b) front-wheel drive (FWD), and c) all-wheel drive (AWD). Among these, the rear-wheel drive system is the only one conventionally used in on-road, off-road and even racing prototype bikes. However, in this article we are concerned with the unconventional, with experiments that never made their way to the mainstream. Let’s examine why.

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All-wheel drive (AWD)
The all-wheel drive system is probably a communist idea since it involves distribution of the engine’s power and torque to both the wheels of a vehicle. But the distribution of power may not be equal. A capitalist intrusion? Well, whatever the case, the AWD gives pulling power to both the wheels and amazing climbing and off-roading ability to the vehicle.

The second chain powering the gearbox on the frame

The under tank gearbox and shaft drive

There are two types of AWD systems: i) Both the wheels are constantly driven. ii) The front wheel is powered only when the rear one loses traction. Used only to regain traction.
An American brand called Christini has developed a mechanical linkage to power the front wheel. Their patented technology makes use of a combination of chain and shaft linkages to transmit the engine’s power and torque to the front wheel. They use a second chain drive apart from the one powering the rear wheel. Mounted on another countershaft sprocket, this chain powers another gearbox located on the frame. A shaft drive from this gearbox, passing from under the fuel tank, enters the head tube of the bike. Counter-rotating bevel gears then pass the power to the lower triple clamp. A chain-sprocket mechanism in the triple clamp further passes the power by rotating two telescopic counter-rotating shafts. These run down the length of the forks and finally transfer the engine power to the front wheel. Phew!

The bevel gear mechanisn in the head tube which  allows angular linkage in the front powertrain

The chain- sprocket mechanism in the lower triple clamp and the counter rotating shafts it powers

Approximately 80 per cent of the engine’s power is transmitted to the front wheel and is used to regain traction when the rear wheel slips. Otherwise, under normal conditions, one-way clutches in the front wheel hub keep the front wheel passive. Christini use this mechanism to modify frames and forks of standard rear-wheel driven KTM and Honda off-roaders and sell these modified frame kits under their brand-name. The mechanism, though complicated, is the only one available in a production line and their decent success in the arena of off-road motorsport has proved its worth.

Suzuki’s 1985 2wd concept, the Falcorustyco

The Nuda, showcased in 1986

Another interesting innovation and, perhaps, one of the most successful implementations of a mechanical all-wheel drive system has been done by an American firm called Rokon. They were the first to make the concept digestible and offer a whole range of two-wheelers based on the same. The first Rokon concept, the ‘Trail-Breaker’, was tested in the late 1950s and later evolved into a three bike production range. The Rokons are, shall we say, a mutated motorcycle sub-species aptly called ‘Mototractor’, characterised as they are by a huge but simple chassis design and chunky off-road tyres like the ones seen on tractors and industrial cranes.

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First production Rokon — the ‘Trail-Breaker’

Rokon offers a host of accessories such as side panniers or a front tray to suit your purpose

The 2-Trac-powered AWD Yamaha WR450F off-roader that surfaced in 2004

The alien looking ‘oily’ concept bike Dryvtech 2x2x2 with its maker, Ian Drysdale

Is it a robot? Is it a lunar rover? No! It’s the Dryvtech 2x2x2’s handlebar and headlamp assembly!

Ian Drysdale riding the two-wheel driven, two-wheel steered Dryvtech 2x2x2 cocept. A dream come true!

The Japanese giant Suzuki were the first to play with the hydraulic AWD idea. They displayed a dummy concept bike, called the Falcorustyco, at the Tokyo Motor Show in 1985. A year later, they came up with a GSX-R750-powered concept, called the Nuda, which actually worked.

Yamaha and the Austrian brand KTM have also developed their own hydraulic solution to power the front wheel of a bike. The Yamaha system, called 2-Trac, was developed along with suspension maker Öhlins. The system had been under development since 1985 and was tested on various models, mostly off-roaders. A 2-Trac-powered YZF R1 was also tested and showed noticeable improvement in lap times on a race track. The system uses a chain drive to power the rear wheel while the front isdriven by a hydraulic motor in the wheel hub. The KTM version has a similar design and also shares the technology partner (Öhlins) with Yamaha, but the two bike-makers have separate patents for their respective innovations.

However, the most ground-breaking innovation I came across was the Australian inventor Ian Drysdale’s Dryvtech 2x2x2 concept. The third 2 is not a typographical error. The Dryvtech was a 2 (wheel) X 2 (wheel drive) X 2 (wheel steered) motorcycle! It had a specially built 250-cc, two-stroke internal combustion engine as the main powerhouse. The engine actuated a hydrostatic (positive displacement) pump, which pressured hydraulic oil through steel tubes. This oil transmitted the engine’s power and torque to both the wheels by actuating a hydraulic motor located in the wheel hubs. The all-wheel steering system also used hydraulics to steer both the wheels, but the handlebar-to-wheel ratios varied for both the wheels. The rear wheel turned a little late to allow the front wheel counter-steer in a turn.
The list of innovations does not end here. The brakes worked using the hydraulic system used to drive the wheels, both wheels had single-sided swingarm with monoshock suspension and the wheels were concave, depressing in towards the hub on the side where the hydraulic motor was attached. The Dryvtech 2x2x2 was a working prototype and, at a basic level, proved most of the theories of its creator. Sadly, it never underwent further development or production and the prototype exists as a museum exhibit at the Donnington motor museum in the UK.

AWD Hypothesis

• Reduction in power wastage as power is distributed between both the wheels

• Reduced wheel spin, tyre wear

• Increased climbing ability due to increased traction

• Benefits in racing: Tighter corners, increase in corner speeds. Lesser high side crashes

• Benefits in off-roading: More traction, faster jump recovery

• Reduction in power wheelies

Reality Check

• Complex design

• Increase in weight, mass

• Complexity in division of power and splitting torque

• Leakage and resultant part failures a big area of concern where the system is hydraulic

• Difficult to repair, high maintenance cost

• Increased production cost

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One of the very few surviving Megolas

Front-wheel drive (FWD)
Here, the front wheel is the protagonist; it steers as well as drives the bike while the rear (dead) wheel follows. FWD systems have been tried and tested on motorcycles by modifying rear-wheel drive bikes, but the innovation that intrigued me was an attempt back in the 1920s. A motorcycle called Megola was produced in Germany for a brief period between 1921 and 1925. Although not very efficient mechanically, it was a production model and was popular for its ground-breaking design. The Megola had a 640-cc, five-cylinder Gnome Monosoupape (single-valve) rotary engine as seen in World War I fighter planes with radially arranged cylinders. It produced almost 15 PS of power in the standard version and over 25 PS in the sport version, attaining speeds upto 140 kph. The engine was mounted in the front wheel (between the spokes) and the cylinder valves were mounted sideways on the cylinder heads. The axle doubled up as the crankshaft, which remained stationary while the cylinders rotated radially with the wheel. Furthermore, the crankshaft was hollow and also served the purpose of the inlet manifold.

The Megola’s front wheel-mounted engine

The bike had no flywheel, no clutch nor a gearbox. The engine was fired by spinning the front wheel and stopped by switching the ignition off. The fuel was stored in the frame and fed a reservoir located over the axle. Fuel from this reservoir was then fed into the engine by gravity. The tyre tube was like a sausage (closed at both ends), so it could be pulled out without dismantling the wheel assembly. And the air striking the rotating cylinders cooled the engine as the bike moved. Genius!
About 2,000 Megola bikes were produced, but only a handful survive today.
In 1935, a group of German engineers (Killinger and Freund) created a front-wheel drive prototype by modifying the Megola design to improve its handling, aerodynamics and reduce engine weight. However, their production plans never materialised on account of the outbreak of World War II. This makes the Megola the only production FWD motorcycle ever made.

FWD Hypothesis (Based on the Megola)

• Greater traction under braking and otherwise too as the heavier front end loads the front wheel to     increase tyre contact patch

• Better handling due to low centre of gravity,     especially in racing. (The Megola won the      German Motorcycle Championship in 1924)

• Less lateral movement of the front wheel is required to maintain balance as the centre of mass     is closer to the front wheel

• Reduction in rear wheel slides round corners as the front wheel is powered

• Lesser power losses in the powertrain

Reality Check

• The wheel-mounted engine increases unsprung weight (mass not supported by the     suspension) and adds greater load on the suspension, reducing braking force and     acceleration. Also the undulations on roads may damage the engine

• Heavy steering as the front wheel is heavy

• Since the centre of mass is near the front wheel, the rear end is lighter, which may result in frequent stoppies while braking

Overview
My find gave rise to a question: are motorcycles less fascinating than cars? My mind immediately cried out, ‘No way!’ Then why is it that ever since Gottlieb Daimler gave us the first motorcycle, the basics have not changed much while all the three drive systems (front, rear, all-wheel) have steadily evolved in cars? The answer is that bikes are not flexible enough. It’s the whole two-wheel business. Motorcycles evolved from bicycles and the basic geometry remains the same. Lateral movement of the front wheel is easiest by using forks since the front swingarm linkage has a complicated mechanism. Transmitting power to the front wheel while allowing it a free lateral movement is difficult and the powertrain losses are heavy.
Motorcycle chassis are built to be supported by two wheels, which puts restrictions on the weight and mass of a motorcycle. In order to counter the gyroscopic, inertial and centrifugal forces, motorcycles have to lean in the direction of the turn. So a bike needs to be thin, especially at the wheel level.
The simplest solution to all these was to power only the rear wheel. Motorcycle design and ergonomics evolved with this geometry. So did the way motorcycles are ridden. Billions were then spent in refinement. Hence the extra bit of traction was not worth the increase in weight, complexity and expense. However, with giants like Yamaha and KTM working on such systems, it won’t be wise to rule out the possibility completely. For the time being, though, I had better learn off-roading!

BIKE India Editor and his brother team up to design an exhaust system to juice up the FZ

The Yamaha FZ 16/FZ-S is one amazing street fighter. It has a low end grunt which every enthusiast loves in the urban scenario. Flicking the bike around the city chaos and getting the torque from the engine with a slight wring of the right wrist makes it the perfect urban tool. But then, the bike lacks a bit in the higher revs. A biker is not going to be riding in the city all the time. He will sneak out on weekends and do some highway runs. It goes without saying that he will also head towards the mountain roads where the FZ will do uphill climbs around the bends of the ghat sections. This is where the bike suffers a bit. It is strong enough till 5000 revs but after that it becomes a bit tough for the bike to match the expectations of an aficionado.

To solve this very issue and make the biker happy anywhere and everywhere he travels, BIKE India Editor Aspi Bhathena and his brother Sheri Bhathena sat down to design a free flow exhaust system. After tackling quite a few things, a completely new exhaust system was made which included the bend pipe as well as the end canister. The front bend pipe has been given a proper tuned length. The end can, unlike a regular free flow exhaust, has a specific degree and a newly calculated diameter and volume. This has resulted in a uniquely customized system that, as we expected, performs much better than the stock one.

It definitely impressed me once I rode the bike up and down the Dehu Road stretch. Pinning the throttle, the rev counter showed the needle going all the way past the redline and that too pretty freely. The engine didn’t feel stressed at any time throughout the rev range. In fact once past 5000rpm, unlike the stock FZ, the bike with the custom exhaust revs more happily. With the least amount of hesitation, the bike revs more in each gear giving a better top speed in every gear and this finally reflects in the top speed of the bike. To gauge the difference in the performance of the new exhaust and the stock one, we carried the stock exhaust along as well. Testing the same FZ with two different exhaust systems back-to-back left us with baffling results. The data recorded by our testing equipment showed that the stock bike managed 0-60km/h in 6.5 seconds where as the one with the free flow exhaust crossed the same mark in merely 5.2 seconds. (The figures of the stock bike are different from the one we tested earlier since this was a used bike and tested in a different environment than the one that we rode during our road test).

Even the top speed of the FZ has gone up considerably from 110km/h (true) to 114.7 km/h (true). While delivering the performance, the sound level has also been kept as low as possible for the free flow exhaust. Though it is louder than the stock one, it is not at all annoying for the rider, the pillion or the people around them on the road and in the neighbourhood. Apart from the performance gain achieved on the FZ, another modification has been done to the bike giving it a better braking ability. The rear disc break unit from the Pulsar 220 has been installed on the bike to improve the overall braking at higher speeds.

For further details and to buy one of these for your very own FZ, contact: Prakash Kunthe +91 9822442911 Sheri Bhathena +91 9850057477 Pramod +91 9422080811

Mulund lad, Gaurav custom builds an exhaust system for the YZF-R15.Adhish Alawani finds out if it performs better

Yamaha introduced the YZF-R15 with the intention of acquainting Indian bikers with hardcore performance. No doubt, the Japanese company successfully defined track performance with the R15 in India. However, most costumers in the country are going to use the bike in cities and for sport touring on highways. Like a trademark Yamaha race bike, the R15 has its power band in the higher revs, more precisely over 7500rpm. Riding the bike in such high revs is not practical on a daily basis in town. The R15 definitely feels a lot sluggish from the bottom end to the midrange making it a chore for tackling traffic.

Gaurav, an avid BIKE India reader and a hardcore sports touring fan, decided to modify his R15 so that it would deliver a better midrange performance. To start the project, he made a new exhaust system for his YZF-R15. Obviously, he was not keen on making just a new free flow canister. Gaurav decided to engineer the complete exhaust system which included the pipe as well as the end can.

Getting help from some local mechanics for the labour work, Gaurav managed to make an exhaust system for his bike which he felt was good enough to kill the stock R15 in straight line acceleration as well as top speed. So we decided to hook up our performance testing equipment on his modified bike and gauge its performance against the stock R15.

Looking at the exhaust, you can immediately make out that this one is a bit smaller than the stock exhaust. However, it has the same cap on it that is found on the stock one making it look more familiar to a layman’s eye. Leaving aside the looks, I decided to do a couple of performance runs on the bike. The second run itself gave a 0-60km/h timing of 4.5 seconds. Just a new exhaust system has trimmed off more than over half a second in the 0-60km/h acceleration run. Even the 0-100km/h run showed us that the modified R15 managed the sprint in 12.5 seconds as against 13.2 seconds of the stock bike. As far as top speed is concerned, the bike recorded a top whack of 134km/h on the equipment. A slightly longer straight with lesser traffic to bother about would have raised the top speed further is what we felt looking at the few more revs to go in the top gear.

This rise in performance of the R15 can be experienced from around 5000rpm unlike the stock bike which comes alive just after 7500rpm. The midrange of the bike was much stronger than the stock R15 which I am sure will make a positive difference for city riding. Also, the sound note from the free flow system is louder than the stock one yet much better and quieter than the other locally made exhaust systems.

 

This exhaust system for your R15 can be bought at a humble price of Rs 9000 (includes the pipe and the canister) Contact: +91 9819003637

 

Saeed Akhtar is in a stupor as he goes one up on Vin Diesel with a steroid injected Karizma
Photography by Sanjay Raikar

 

A few decades back, performance enhancement was a term very few bikers in India were familiar with. The racing community was in its nascent stage and most bikers were satisfied with whatever miniscule performance was on offer. But as time progressed, bikers – like all humans – began demanding more from their steeds and started getting familiar with acronyms like NFS, TFATF and thus NOS.

Nitrous oxide systems are still regarded as an arcane art even in most tuning circles. Movies like the Fast and the Furious series, Dhoom and the Need for Speed games franchise have elevated the NOS acronym to something of a cult yet they are also notorious for wrecked powertrains and giant fireballs. First used during World War II in Luftwaffe aircrafts to boost the power output, Nitrous Oxide or N20 is a colourless non-flammable gas with a pleasant, slightly sweet odour and taste. It is popularly known as laughing gas because of the euphoria it induces in humans. Amongst petrolheads too, it induces euphoria but of a slightly different sort. Although it is not flammable in itself, its ability to deliver more oxygen by breaking down at elevated temperatures makes it an excellent catalyst for burning Saudi Arabia’s finest in the fastest possible time. The gas is stored in liquid form and injected either into the intake manifold or right before the cylinder (direct port injection) whereupon its expansion causes more air/fuel mixture to enter the cylinder. By this simple expedient of burning more fuel, very large power gains are possible provided you know how much stress your machine can handle. The increased cylinder pressures caused by nitrous induction have to be harnessed very carefully otherwise you risk blowing off your valves or melting the piston to a molten lump in your enthusiasm. No kidding.

BIKE India has tested NOS kits fitted on the Yamaha Enticer pseudo-cruiser as well as on the screaming Pulsar 180 third gen in the past. This misty morning we ushered in Diwali with the best firecracker we could lay our hands on – a modified Hero Honda Karizma with NOS and a reworked, longer gearing. The blue Karizma featured here is fitted with a 300ml nitrous oxide can that is sufficient to propel the 223cc bike forward for 15 short bursts. Harish Chellani, the owner, importer and installer of the NOS kit, will happily supply you bigger containers for more bursts if you don’t fancy visiting the refill shop too often. Speaking of refills, a 300ml refill will cost you only 150 bucks – a fair bargain considering the power that’s on offer. Harish has found a convenient location for the cylinder in the sari guard, from where a silver coated pipe carries the gas to the inlet manifold. Call it direct injection if you will. A toggle switch, resembling the ones used in old spy movies, that controls the NOX induction is mounted inside the fairing. With it, in the on position, the horn switch ditches its usual duty as a traffic shredder and assumes the role of a catapult. Harish hasn’t fiddled with the carb yet but he has two jets of different sizes for varying amounts of nitrous boost, depending on your craving. The smaller one was on the bike and the bigger one was, well, in his friend’s pocket. Bugger!

The rules are clear and simple, you can employ nitrous boost in every gear provided the rpm is above 4000 and the throttle is fully wrung to the stop. On my first run on the expressway, I gingerly pressed the horn button while in the second gear and braced myself for the kick in the back. Although it didn’t quite qualify as a kick, the tacho needle went berserk and raced up the limiter very fast – too fast for a 223cc bike! Approaching the limiter, the engine roared like it was going to blast its innards out if I persisted anymore. Hmmm. . . . must be time to wind up another gear. A momentary slowing down of pace and it was mayhem again as I pressed the horn button hard enough to snap it off its mounting. No time for glancing down at the speedo or tacho, my eyes were too busy watching out for innocent and beautiful belles with pitchers straying on the tarmac as well as four-legged creatures answering nature’s call right in the middle of NHAI’s crowning glory. If you have not ridden anything on the far side of a Ninja 250 or a RD350, the acceleration even with the smaller jet and longer gearing (14 teeth front/38 teeth rear sprocket a opposed to 13/40 stock sprockets) is astounding. The noise too! Even in higher gears, the bike pulls with such alacrity, that it is very easy to cross sane speeds unless you are also keeping an eye on the speedo. Which frankly, we won’t recommend. Whereas this Karizma (with a reworked gearing) does the 0-60km/h run in 4.77sec sans the laughing gas, it does the same run in 3.87sec flat with it. The 100km/h mark was done and dusted in 10.06sec with NOS. Without it, the bike touches the ton at a relatively slow 13.10sec. Lack of saddle time and horrendous traffic prevented us from taking the top speed estimate, although it must be fairly high up on the stock bike. Sorry.

The downsides of this manic exercise are that it becomes very difficult to resist a dab on the horn button every time you see an open stretch of tarmac. If you are ready to compromise a fair bit on the longevity front for some adrenalin, go right ahead and install it – it’s worth every precious penny. Whether it should be used on public roads is an issue only your heart can decide. However, continuous high revving will eventually take its toll on the bike. A small price to pay, we reckon, considering the excitement that’s on offer.

The NOS cylinder finds a convenient home in the saree guard	The sprocketing has been revised for a higher top speed	Faster acceleration and higher top speed hand in hand, gimme more.