The previous post about the Moto2 suspension project brought a link in the comments leading to Cosentino Engineering, where Chris Consentino is building a Moto2 bike based around a 600cc V4 engine, built from scratch, along with a new frame, girder front suspension, swingarm and everything else. Of course, there’s a problem, Moto2 rule makers decided to go with a single spec engine provided by Honda, great for Honda, not so great for the innovation you might have if the rules allowed competing engines. Chris decided to go ahead with the project anyway and what he has accomplished already is really some beautiful work. Looks like it will be a road bike instead of a racer, unless the Moto2 folks decide to let innovation back into the race. (Anyone know if this may change?)
Chris has an extensive progress report with photos on his blog, detailing the design of the bike and engine, the initial casting and machining, the various parts and pieces he’ll be using, it’s great to see someone moving ahead like this. He’s assembled a team of people including Kolb Machine Inc., Crye Associates, TPI Arcade/Harmony Castings and Celtic Racing to make this entire project come together. You’ll also notice in one photo below the books on his shelf, John Britten, Tony Foale, all the usual suspects.
A made in the USA V4 powered motorcycle, with everything built from scratch, hmm,… that’s getting to be a trend, and I like it, a lot!
Thanks, Doug, for pointing out this link which I didn’t notice and thanks to John B. for putting that link in there in the first place. It just shows there’s a lot of great work going on out there under the radar which needs more attention brought to it. I hope this helps.
Link: Cosentino Engineering
Link: Chris’ Moto2 project blog
More photos below:
hoyt says
Best of luck, this is fantastic. A ground-up bike with their own engine & front-end.
The determination is great…read one of his 1st blog entries. It debunks the claims about the cost to race in prototype racing.
Paul Crowe - "The Kneeslider" says
It wasn’t so long ago that projects of this caliber were not feasible to anyone without factory backing or very deep pockets. Now it’s a matter of motivation, creativity and skill, you know, the thing we talk about with “doers.” I love this stuff.
Jar says
Are you kidding? This is a massive effort, not unlike a lot of factory efforts.
7 years of time in development, a pile of significantly complex castings, and some amazing machine work?
In sand, or in v-process, cored or not cored geometry, those castings are spendy as are the patterns and coreboxes that made them, plus the time and effort to machine them – let alone develop the design, fit, and function even if it were only left to CAD.
It is not “now a matter of motivation”, a project of this complexity required motivation and commitment from the beginning which I applaud. To continue through to running, workable p-types is extraordinary.
Projects of this caliber are not feasible to anyone – they are feasible only to those with the commitment, the means (in time, $$$, and talent), and the desire. This cat obviously has all.
Go man go! Is all I can say, and I am truly amazed!!
BoxerFanatic says
Very interesting.
The upper control arm is pretty high up, but it makes an interesting solution to the steering linkage, to go right along side the upper control arm, and not need a collapsing joint steering link.
rohorn says
PLEASE point this one out next time someone posts something negative about CAD concept rendering – they DO result in real motorcycles sometimes!
Projects like this are inspiring – I’d rather read about this than another craigslist cliche’ custom.
russel caudell says
I’m being picky, but that’s not a girder suspension, but looks like a design based on the Hossack suspension. But I love it.
Paul Crowe - "The Kneeslider" says
Looks like you’re right. My girder/Hossack identification skills seem to be a bit off.
Fred M.l says
Standardizing on a Honda engine was a terrible mistake; it completely screwed over the factories, other than Honda, that competed in GP250 (the class that Moto 2 replaced).
Don’t get me wrong: A spec engine is a good thing, but it should not have been a branded product from a motorcycle manufacturer. What possible value is there for Yamaha, Aprilia, Kawasaki, or Gilera to sponsor teams that would be winning races with Honda engines? And without that factory participation, there is no longer a way for any factory but Honda to field riders in the Moto2 class while grooming them to move up to the MotoGP class.
Ken says
I’m not a race fan so I have no clue…. But if it is a spec engine, why can’t the GP series allow each manufacturer to basically manufacture the same engine? Request Honda to license its design to the other manufacturers so they could have the internals the same, thereby having a level playing field where the emphasis is on the chasis and riding ability…
Mule says
With the high costs of racing involved at every level, especially MotoGP, the fact the other manufacturers don’t have to or get to field bikes in Moto2, is probably a blessing.
Race teams are cutting back or disappearing altogether in the US and everywhere else I would assume, so I think if they (companies) were fielding Moto2 teams as well, racing would suffer around the world even more.
DS says
We are at an extraordinary time in history. Electric power & continued advancements in i-c power will be battling soon enough. Why would a single engine platform from a single, huge manufacturer be used at this point in history?
A spec engine class that travels the globe in support of a full prototype class is contradictory & stifling.
At first I was immediately bored at the sound of this spec engine class. Then I thought it could spark chassis development, particularly front-ends. Now, after seeing the effort put forth by these guys, they should be grand-fathered into the class for the sake of continued improvement & innovation. No question. Everything according to Honda (or insert any other lone OEM) does not work for anyone except the single entity.
tim says
Given the clout that Honda has, that will never happen.
DS says
there are plenty of race fans with a voice that ride something other than Honda
RSVDan says
Last I heard, starting in 2012, Moto2 would be dropping the CBR based spec engines and going to something more in line with MotoGP and Moto3. Expect to see 500cc motors with a bore restriction of 81mm that is shared with the 1000cc GP bikes, and the 250cc Moto3 bikes.
Leo says
Where did you hear that RSVDan??? it makes perfect sense to me
Mark says
This is simply awesome! It is basically a Hossack/Fior front end with a little twist. There is actually a steering head and stem suspended from the wishbones that the upright bolts to. The steering upright rotates around the fixed steering stem. This would reduce the steering stiction of the Hossack rod end type joints since the upright would rotate in conventional steering head bearings, the trade off is increased unsprung weight though.
The engine reminds me a 4 cylinder version of the VR1000, very cool! I prefer this engine over the Motus V4, since it can bu used in a wide range of different applications.
Awesome!
Mark says
I’m not quit sure of the 600cc Moto2 route. This bike will never be allowed to run in Moto2,
but could be eligible for MotoGP if it was 800cc, or possibly 1000cc if it’s eventually considered a claiming rule spec engine for 2012. Buy the looks of things, it seems they have enough room to increase displacement though.
Will13 says
I haven’t heard about the mentioned rule change in Moto 2 to allow more of a variety of engine suppliers into the class in 2012. If they do open the series up, it’s a double edge sword. The reason for the spec engine in the first place was to aid in keeping costs down, something that has apparently worked as many teams are running in the series. That said, Moto 2 does lose a bit of its flavor by being a Honda-only powered series. The racing is good and tight for the most part, but many racing series are trying to battle a struggling global economy by cutting costs while still retaining ticket sales.
Nonetheless, I really like what Cosentino has come up with here. A revolutionary sport motorcycle that’s built in America. We have a lot of talent in this country, and I really hope Chris’s bike makes it to market on a global level to showcase his abilities.
Mark says
I never inferred that Moto2 was changing their formula, that’s why I’m questioning his choice of a 600cc displacement.
rich says
It’s actually a Hossack front supension which is not a girder. With a girder the suspension links are steered along with the rest of the suspension components. A Hossack has the steering pivots at the ends of the links/arms.
Chris Cosentino says
Thanks for all the positive comments on the project. 600cc was chosen because for a period of about 3 months the FIM had released initial Moto2 rules stating that Moto2 was to be open engine with rpm limits, spec ECU, and engine claiming. In that period I started this project and was dismayed when the spec engine was instituted. I did try to get a grid position and would have built a bike around a CBR engine, however boring that is, but we did not get a spot. That kept me free to build what I consider to be an exciting motorcycle, unfortunately on a sort of open ended time frame.
As far as being a real GP class, Moto2 is anything but. The chassis makers in it are doing a great job and I would like to be there too but in the end the class is really just a contest to see who can make the 2nd best CBR600RR.
Keep in mind that this is not a one-off bike project. I’ve been developing the chassis and suspension for about 7 years using a series of increasingly refined single cylinder bikes and have the technology working very well. Hopefully this V4 bike will allow me to realize all of the suspension and chassis knowledge I’ve gained but with power that a single couldn’t provide.
Emmet says
Chris, I’ve been following your blog since I came across it months ago. Excellent work! This is avant garde engineering, so much unique work going on here. Looking forward to more progress. I’m undergoing a 20 week engineering project focused on alternative front motorcycle suspension and yours is quite intriguing.
DS says
Chris –
You are executing on many areas:
lightweight
smaller displacement
a front-end built in concert with its engine/chassis
American performance bike (huge market for this domestically & internationally)
go for it!
Paulinator says
Amazing! The kind of work you are doing must make the big players ask a lot of hard questions of thier product development / engineering groups during budget reviews.
I have to ask a question. (I have a tilt-smelter and I’m pretty well versed with pattern-making and various casting processes.) Why all the sharp corners on the engine castings?
Tom says
I’m liking this new round of American engineering that I read about on this blog. However, the only issue of complaint that I have would have to be the names. From this to Motus, none of the names sounds “cool” or endearing. I just don’t see people getting tattoos of these names. Maybe its just me…..
Chris Cosentino says
Tom, In the early days a ‘Ducati’ was a radio part and a ‘Harley’ was a motor powered bicycle. I think that any of those marques we associate with tattoo-level devotion has had to earn it. I look forward to trying to earn that level of distinction in the coming years.
Bob says
Cool. I’d heard of Chris from his participation in the Team Incomplete BMW. From the Team Incomplete website, I’d heard about his Rotacular project. Way to take it to the next level with this Moto2 project!
Malove says
Only one phrase needed here ”good luck guys”
By the way yeah Tom You are not alone :p
Mark L says
At risk of being banned from Kneesliders, and completely tongue in cheek,
might I put forth the name “Cosenart motorcycles”……….
Processes the competition into little chunks of moto matter….!
Mark L.
Hugo says
Well the first Moto2 bike with a FFE (funny front end) has seen the daylight; made by the same company who builts the Vyrus:
http://www.motoblog.it/post/27760/motor-bike-expo-2011-ecco-la-vyrus-986-m2
Sick Cylinder says
Excellent project and very interesting.
Re Moto2 – The new Moto3 rules (replacement for the 125cc class) are more open than the current Moto2 rules featuring more electronics and engine choice. I am certain that Moto2 will change when the current contract runs out.
It was very amateurish to release rules and then change them – other projects were affected for instance Harris went for a Yamaha powered bike and had spent a lot of time and money before the decision to go with a Honda spec engine – they are now being very cautious about Moto3.
The new Moto2 class has been a success with 40 bikes on the grid (more than double MotoGP) and close racing – the top 20 riders qualify within a second of each other.
The organisers didn’t want factory teams in Moto2 – the idea is to have a level playing field so that the talent shines through. The rules have given satellite MotoGP teams the opportunity to field junior teams of riders and use the engineering skills within the team, which they have not been able to use in the premier class e.g. Tech 3 / Guy Coulon.
tim says
600cc V4 with EFI, light and nimble, sportbike or naked sports (like a Triumph Street Triple). A latter day VFR400 NC30 or NC35? Sign me up!
JR says
Very very cool. Exactly what some of us were talking about with the Motus, need to make a smaller displacement V4 in a sportbike… the trick front suspension is just icing.
VERY COOL!
Fabio says
Honda? No, Moto 2 free engines!!!!
donald branscom says
Why is the rear swing arm so large?
Looks awful.
The rest of it looks reasonable.
rohorn says
There’s an excellent multi-page article on this in Roadracing World, Sept. 2011 issue.