Category Archives: Motorcycle

Motorcycle Engineering and Design

First 3D of Lamoto2 Center Hub Steering is online

Hi everybody!

I’ve done a basic geometry of Lamoto2 Hub Centre Steering bike in 3D

It will be updated with your help.

Front wheel travel is 120mm
Anti-dive equivalent to 12º fork
There can be mistakes, so please report everything you see.
60º laying is no tested, neither 15º steering
Wher can we put the front suspension??
There’s a lot to do!

find everithing in the FTP de under: Archivos 3d/Geometría 20110216 (register first)



Hi everybody!

This is a present for all the builders and designers that want to build an Honda based motorcycle, and specially for those who want to build a MOTO2.

Probably you know that we’re building an alternative suspension MOTO2 for the CEV.

We have scanned and rebuilt the complete CBR 600RR engine from a digitalized. I hope you’ll like it. The critical points are perfect but obviously the rest it’s closer and in the worst places can be over +-5mm.

If you were a reader of this blog you’ve  probably seen I’ve got less time to write. But please send all your comments o doubts and I’ll try to answer you  ASAP :-)


See you here at the NewConceptsCafé!

Edward Hartel system and proposal for Hub Centre Steering Moto2


Due to the project I have received some interesting mails with bikes and suspension systems. I´ll try to publish them.

Here is the first one:  

I have a mixed background between cars and motorcycles having worked in motor racing (european formula car racing and 500 cc GP motorcycle racing) for some 10 years…
In my spare time I am building a new motorcycle concept of which the rear suspension is finished, which is currently employed in a Suzuki 1200 Bandit for testing, but it will be part of a totally new motorcycle concept. The new bike with fully adjustable single sided front and rear suspension will be powered by a Norton rotary engine coupled to a CVT transmission.
The reason why I started my project was that I firmly believe that there is room to improve on the current telescopic front fork design as it has some major design flaws which can not be changed, but just slightly improved. Bearing this in mind and my admiration for the alternative suspension designs dating back to the Ner a Car bike up to the latest effort by James Parker I decided I needed to design my own bike. The thing I wanted to change the most was the fact that I want a split-up between the four actions/forces: steering, braking, shock absorber and spring. In this way I could give a different ratio to the spring and to the shock absorber and seperate the steering, shock and spring from the braking forces as it does with the telescopic front fork.
At the same time with the multi link suspension units one could also implement anti-diving and anti-squat in a more controllable way then possible with the telescopic fork and the classic swingarm. However what was/is missing in all these alternative front-end designs is that this should also go hand in hand with a new front tyre design, capable of handling the different loading and grip levels. All these bikes were relying on tyres designed for telescopic front forks thereby undermining the potential of the alternative design.
At the moment I am still working on the front end which hopefully should see the living day lights this year (I have the front axle, wheel is being modified to install a rim mounted brake rotor, shock absorber, steering controls). Why do I say this year, because I have been working on this bike for quite a number of years now, but with limited funding (I am paying for all the work/parts myself) and do all the design work in the late hours of the day, after I finish my day time job and my familiar duties. Unfortunatelly there is very little room in Holland for these kind of projects.
I have enclosed a series of pictures on the rear suspension, which I have been test riding (many hundreds of kilometers) during the summer of 2010 on various roads to be able to find out if the road holding and durability is at least equivalent to the standard swing arm. Although the set-up is a bit of a compromise as I wanted to obtain the original lay-out as well in order to test back to back with the Suzuki swing arm, and not change the entire frame, the outcome of the testing was very good in terms of feedback and stability.



Obviously Edward it’s a master of motorcycles and I hope he will find a bit of time to spend in the Moto2.
I think it’s a very interesting bike. What do you think about it? 

He also sent me a very interesting paper and some pictures of a bike I’ll publish in other post.  

Thanks a lot Edward! 


La Moto2: Hub-Centre-Steering front suspension System 2 (Demonstener-Difazio-Parker)

Originally posted on by the autor.


It’s based on the mentioned systems. It’s main advantage it´s the arm placed over the wheel. It’s relationed in some way with the Ecosse Spirit system. It´s like system D-D but I think it can be lighter.
The biggest inconvenient it’s probably the cooling. There’s less free space for the radiator in the front part of the bike. 
Both systems, as you can see are rod-end free for a better precision, even if they are more complicated and heavier.

What do you think about these systems?

Any idea for a better performance?

 Do you a have a better system and you want to see it on the racetrack? 

I wait for your comments!

La Moto2: Hub-Centre-Steering front suspension System 1 (Demonstener-Difazio)

Happy new year dear Readers!!

The project Lamoto2 it’s going really well.
We’ve been thinking about publishing it worldwide with the help of even if this can make the project too much big for our human resources. However I think we’ll do it because it’s a great chance to meet people interested in this kind of projects.
I’ve done the first proposals while we’re waiting for the readers designs. Readers are really interested and they are mainly giving their opinions and some of them are proposing their ideas.

FIRST SYSTEM it´s called D-D (Demonstener-Difazio)

It exploit the best of both systems. It has a double swing arm single-sided or a double swingarm on both sides. It uses a commercial Vyrus rim and it’s really light an efficient.
irst you can see is the headstock, it´s placed inside the hub. It´s a preliminary design so doesn´t matter too much how is it made. The headstock it’s a part of the system that DOESN’T TURN.
There we have the Hub. It turns with the steering. It has big bearing with small section and so a reasonable weight.
The hub wears also the supports of the callipers. We must still calculate if the headstock allows the loads they produce.
 The direction come from a bended plate that works mainly in shear mode so it´s strength enough to hold the efforts.
 Over the wheel we must continue with a telescopic cylinder that can carry the steering effort with a compass or with a grooved shaft.

 The most elegant solution it’s the Cannondale steering system with needle bearings.

 The swingarms can be one-sided or both sided depending of the stress analysis results. We’ll choose the one with better performance.

Read also System 2! 

And off couse visit