If you are looking for a change in design of Motorcycles, you don't want to miss the Renard GT Motor from Estland.
Engine type: V2 90° Moto Guzzi Quattrovalvole
Displacement: 1151 cm3 Wheelbase: 1450 mm Trail: 97 mm Caster angle: 23° Dry weight: 190 kg Peak horsepower: 125 hp (90kW) at 8000 RPM Peak torque: 120 Nm at 6000 RPM Top speed: 230 km/h
History of Renard Motorcycles
In 1938, Estonian entrepreneur J. Laan founded a motorized bicycle manufacturer in the capital city of Tallinn and called it Renard Cycles. Renard is French for “fox”, and a fox’s head formed the original Renard logo. The first Renards were simple pipe-frame motorized bicycles, equipped with a 98cc Sachs engine. Renards were visually similar to their contemporary, a motorcycle called the Wanderer, although some of the components had a different look; the frame, mudguards and petrol tank were painted black and decorated with gold stripes.
In the devastating bombing campaign of March 1944, the factory received a direct hit and was completely destroyed. The emerging Estonian motorcycle industry became nothing more than a memory.
In 2008, a group of Estonian entrepreneurs, designers and racing engineers joined forces to revive the Renard brand. In April of 2010, the first “modern” prototype was successfully unveiled at the Hanover Technology Fair – the Renard Grand Tourer — and will go into production next year.
The Renard Motorcycles development team includes: Andres Uibomäe, Kaarel Kivikangur, Kaido Karjus, Mait Mahlapuu, Karl-Eerik Unt and Siim West.
The Renard Grand Tourer 2010 prototype
The Renard Grand Tourer 2010 prototype is a sporty power cruiser, a symbol of individuality and power, with best-in-class handling and built in quality. The DNA of the Renard Grand Tourer is engineering intelligence – an ultra-light composite unibody, longitudinally mounted V2 engine and components that represent the cutting edge of the motorcycle industry.
The Renard GT’s carbon-fiber monocoque weighs only 11 kilograms, and is reinforced with Kevlar, to make it resistant to impact and vibration. Thanks to an increased cross-section, the composite body is stiffer than a regular pipe frame, and thus ensures very precise steering. The unibody integrates the motorcycle’s frame, gondolas, petrol tank and air box into a single load-bearing structure. The sleek, no-nonsense exterior gives the Renard its distinctive appearance. The GT’s suspension is adjustable in three dimensions and tuned to perfection.
The Grand Tourer’s lightweight, hardened-aluminum (aircraft aluminum) components are designed and modeled in 3D, then milled from a solid block by CNC machines. These components provide quality, reliability and a sophisticated appearance.
Powerful V2 Engine
The Renard’s longitudinally mounted 90° V2 engine is strong and powerful and produces sufficient torque at low revs. The Grand Tourer provides silky smooth acceleration from crowded city streets all the way through to the end of the lonesome straight away. The modern air-cooled engine produces approximately 130 hp at 8000 RPM, and the GT takes has a top speed of 250 km/h. The stiff body shell, reduced rotational masses and low center of gravity means that the Renard GT rider will enjoy total control in every maneuver. This is a surgeon’s blade on two wheels, providing you with complete and powerful riding experience.
Want to see more of this special motorcycle? Visit the Renard Motorcycle website here
Please I would like to know that, wheather caster angle variation really imoproves the performance of the vehicel?. If so, what are all the performance measures we could attain.
MotorCycle Trend Watcher says
Yuvaraj: Although there can be a slight performance increase there are many more factors to look at before changing caster angle variation, one of them being the way you bike steers in corners. So it really depends on how you want to use those options, straight forward or in races.
For motorcycless the term Caster is mostly referred to as rake angle or just rake. You can find out more on:
http://en.wikipedia.org/wiki/Bicycle_and_motorcycle_geometry#Steering_axis_angle, http://www.sportrider.com/art-science-fun-geometry and http://bikearama.com/theory/motorcycle-rake-trail-explained/
In short, it will always be a trade-off, so be careful changing the standard that the bike is build for!