Vyrus 986 M2 Strada motorcycle test

Menus

• Modern and improved Pura follya tecnologica and Tesi
• 4 cylinders of Honda CBR60RR, 599 cm3, 118 hp and 66 Nm, 151 kg dry, € 37,930 excl.
• Discovery
• In the saddle
• Test
• Braking
• Cycle part
• Conclusion

Modern and improved Pura follya tecnologica and Tesi

4 cylinders of Honda CBR60RR, 599 cm3, 118 hp and 66 Nm, 151 kg dry, € 37,930 excl.

Sticking the label of "homologated prototype" on a sports car escaping from the racing circuits is not always synonymous with satisfaction on the road.. But when you’ve had six long years to figure out how to go about it, there’s a good chance of success..

Test of the Vyrus 986 M2 Strada

Because this is the time it took Vyrus and virtuoso Ascanio Rodorigo to do exactly that from their Moto2 machine initially unveiled in January 2011, with the promise that a version approved for the road would be produced at the time. came. Rodorigo is the owner of the Italian motorcycle manufacturer Vyrus Divisione Motori whose Clinica Moto is located a stone’s throw from the Bimota factory on the outskirts of Rimini. Over the past 14 years, he and his quartet of like-minded craftsmen have patiently created a succession of works of art on two-wheelers represented by the 150 examples of high-end Vyrus sports motorcycles with front swingarm and central hub. which they built right here under the banner of "pura follya tecnologica". And the point is, these motorcycles truly represent two-wheeled technology gone mad. !

Pura Follya Tecnologica

But works of art? Truly ?

Here, if the late Massimo Tamburini was the Michelangelo of the motorcycle, his discipline Asciano Rodorigo aged 54 is the Picasso, as evidenced by any of his deconstructed cubist two-wheelers that the Italian engineer produced under the name Vyrus since he founded the company in 2003. Much like Richard Rogers’ design for the Pompidou center in Paris which exhibits its pipes, drains and other ventilation ducts outside its walls, the series surreal-looking Vyrus models and until now exclusively powered by Ducati desmo L-Twins of different configurations and displacement, seems to bring its technology in plain sight. Evoluzione of the avant-garde Tesi 1D, of which Bimota only built 417 examples between 1991 and 1995, of which 51 with an air-modded 400 for Japan, each Ducati-powered Vyrus represents an even more minimalist technological tour de force and aesthetic that this Tesi whose enveloping fairing conceals all the technical.

Bimota Tesi and Vyrus 985 C3 4V

But as the name suggests, the Vyrus 986 M2 marks a completely different direction. It is the first Vyrus model to be powered by a four-cylinder (and a Japanese engine as well). But it is also the first in 15 years of existence to offer something other than a desmodromic Twin. This is because it was designed to compete in the Moto2 Grand Prix category where the machines were until last year fitted with a 600cc Honda four-cylinder engine derived from the CBR600RR. Seizing the opportunity to demonstrate the value of its design in this category where chassis preparers are the center of attention, Ascanio created the 986 M2 to measure its design performance on a par with others. If the adventure did not go as planned, the M2 finally had the right to its approved version !

The Vyrus 986 M2 Strada

Discovery

Ascanio Rodorigo :

Our customers understood that our M2 was easy to drive with great cornering speed, but they all wanted a copy with mirrors and headlights so they could drive it on the road. So we understood that we had to get the homologation, but the process is very long and we only achieved this goal at the end of November 2016. But now we can sell it all over Europe..

Vyrus 986 M2 Strada

The asking price for a complete Vyrus 986 M2 Strada with a new CBR600RR engine is 37,930 euros excluding tax, but turnkey. It is also possible to order a kit without the motor for 10,000 euros less. In its Corsa version, the motorcycle without the engine is accessible from 54,000 euros depending on the options requested … These are therefore custom motorcycles built to meet the requirements of each owner. Vyrus had planned to limit production to 50 motorcycles, in particular because Honda ceased production of this 600cc engine..

The 986 M2 is based on a 4 cylinder Honda CBR600RR

Besides the unconventional front axle which mostly represents a correctly made Tesi, the very angular and modern style of Vyrus, entirely made of carbon fibers, is the work of Acanio himself with the help of the young Japanese designer. Yutaka Igarashi and former Ducati stylist Sam Matthews, who was Pierre Terblanche’s right-hand man in Bologna before his time at Citroën.

This latest Vyrus takes the double swingarm and central hub format of the Ducati motorbikes that the company produced until then, but is quite different thanks to the more compact architecture of the Honda inline engine compared to the L-Twin at 90 °. The result is a shorter and more compact motorcycle, with a tiny wheelbase of 1,350mm compared to the 1,385mm of the 985 C3 4V and the original Ducati 1098 which displayed 1,460mm..

The front swingarm of the Vyrus

The Ergal aluminum frame cut in the mass forms an inverted Omega structure which has been completely produced by digital control. This allows the Strada version to only display 151 kg with all its fluids, but without the fuel. A value to be compared to the 156.5 kg dry of the Honda CBR600RR from which the engine comes..

The aluminum frame of the Vyrus 986 M2 Strada

Ascanio had initially planned to adapt a hydraulic steering to the M2, but this point was abandoned because it was not compliant for the Moto2. And although he still intends to develop this steering, all Stradas carry a system identical to that of the Ducati engine models with anodized connecting rods operating the steering and a central pivot on the hub of the front wheel. However, instead of Ohlins shocks mounted longitudinally on the twin models, the M2 comes with YSS transverse suspensions, mounted horizontally at the front and rear and each offering 95mm of travel. This positioning is made possible by the compactness of the 4-cylinder engine and in turn allows further space to be saved to reduce the wheelbase and therefore improve liveliness. Each shock absorber is fully adjustable in compression and rebound.

Atypical positioning of the front shock absorber

The shorter front arm is made from 7020 aluminum while the thicker rear is handcrafted from another aviation alloy, Peraluman 5744 1.5mm thick, providing extremely rigid and TIG welded structure, like everything else in the Vyrus. The tank of the Strada offers a capacity of 11 liters (17 l on the Corsa) and is extremely light, because it too is made of Peraluman, but only 1 mm thick..

The small tank is also made of aluminum

However, the 986 M2 could have been more compact if Ascanio had not decided to deliberately lengthen the front swingarm to avoid having too much weight carried on the front..

The rear arm of the Vyrus 986 M2 Strada

It’s time to discover this unique cycle part by taking this Vyrus 986 M2 Strada during a ride on the demanding small roads leading to the hills and valleys around Rimini that I have already crisscrossed many times to try the different Bimota models.

In the saddle

I have already been able to pilot a few Tesi 1D factories which would run in Superbikes from 91 to 93 and one of which is currently on display at the Barber Museum in Alabama. I even won a few races on their handlebars at Supertwins races in Daytona and in Europe. I also finished fourth on a Bimota in Japan against the best local twin-cylinder superbikes..

Having the chance to drive the successor to the Tesi was therefore an opportunity to be seized especially since it was the first time that I had driven a Vyrus on the road rather than on the track, especially since it is the most small model never built by Ascanio Rodorigo. Can less really be more? (Less is More)

The Vyrus 986 M2 Strada offers a unique design

Apparently yes. Climbing aboard the Vyrus 986 M2 brings up a ton of memories, even though it’s significantly smaller than the big Tesi 1D rode 25 years ago. The driving position is comfortable and comparatively "normal", without having the hands too close to each other as on some machines with this type of front axle due to the absence of forks and triple yokes on which the bracelets are fixed.

Ergonomics of the Vyrus 986 M2 Strada

The painted bodywork helps to reinforce that feeling of minimalism, but not at the expense of wind protection. Reaching speeds of 190 km / h, as shown on the original Honda digital speedometer, never caused excessive wind thanks to the small, but efficient bubble. On the other hand, access to the key to start the Vyrus, hidden away under a carbon hood, is not the most obvious..

The bubble of the Vyrus 986 M2 Strada

Despite its short wheelbase, the Honda-powered Vyrus has a surprisingly spacious riding position, very welcoming to riders of all sizes. Ascanio had his designs tested by pilots young and old and only validated his choices when everyone felt comfortable. In addition, the saddle is deliberately refined at the base of the tank which, despite its height of 820 mm, allows the 1m80 pilot to put his two feet flat at traffic lights..

In the saddle for the test of the Vyrus 986 M2 Strada

Test

Everything about the Vyrus seems refined, almost delicate, in its design and functions, although at first I had to try to change my habits to do things differently as is required on such a machine. Handling at low speeds on the tight bends that wind the Strada Panoramica along the Adriatic Sea was good, without that awkwardness present on most motorcycles of this type, including the Tesi which, I remember perfectly, does not. he is not at all comfortable in slow turns and bumpy curves. Conversely, the steering of the Vyrus seems light and skillful, without being too sensitive, simply controllable and in reality the whole bike seems more direct and predictable than "my" Tesi of 25 years ago. . We feel much more involved and there is no feeling of instability despite the very light steering.

The Vyrus maintains good handling at low speeds

After a few miles swallowed faster and faster, my mind computer restarted and I remembered the mindset to be in order to get the most out of any front swingarm motorcycle. This means holding the handlebars lightly, being very delicate with the steering controls and not being afraid to apply the brakes only when it already seems too late. Then, when you finally decide to brake, do not hesitate to grasp the lever with your full hand by simply holding it until the rope point approaches while being on the angle. The separation of the functions of steering and suspension is the greatest asset of these front axles. However, you must first convince yourself that you can, or rather that you MUST, brake for a long time in bends..

You have to change your habits when riding a motorcycle with this type of front axle

Once you understand the fact that there is hardly any diving up front, you realize that the suspension continues to operate even if you brake so hard, as the Vyrus makes mass transfer virtually imperceptible. And once you get used to the reduced stopping distances, the increased confidence allows the Vyrus to deliver high cornering speeds while smoothing out any bumps encountered on the corner, with or without the brakes..

The suspensions perfectly absorb the defects of the road

This is why Ascanio installed a large forged aluminum front wheel of 3.75 "rather than the more common 3.50" in order to increase the contact surface for better grip on the angle. As with all previous Vyrus I have ridden, this bike is very balanced and quickly builds confidence with apparently no sensitivity to mass transfers, whether braking in the turn or accelerating out of it, there seems to be no limit to pushing this machine all the way through the curves.

Very balanced, the 986 M2 Strada quickly builds confidence

Well, yes, just one: this type of treatment will quickly wear out a tire as grippy as the Pirelli Diablo Supercorsa on the Vyrus. The extra speed when cornering by braking so late puts more stress on the front tire. I ended up riding the Tesi with a GP 125 rear tire up front in longer races to try to make it last. Vyrus owners should therefore be prepared to change their front tire as often as the rear..

On the other hand, tire wear is significantly higher

You also get used very quickly to open the throttle very early while you are still on the corner. From the moment you let go of the brakes, you can play with the grip, especially since the Vyrus is particularly stable despite its compactness..

Braking

Double Brembo 320mm front discs and one-piece calipers provide phenomenal bite while slowing this very light machine very late. Keeping a finger on the lever quickly becomes a reflex on this escape from the circuits.

The front brakes of the Vyrus 986 M2 Strada

Cycle part

The damping quality is also excellent, not only surprisingly good for a sports bike, but flexible and efficient at smoothing out bumps and much more than the stiff shocks that the Tesi had to adorn itself to avoid spurious reactions at high speeds, a problem that I have also noticed on all machines of this type, very sensitive to damping settings.

The rear shock absorber of the Vyrus 986 M2 Strada

Where the Vyrus excels over its ancestor Bimota is the ease with which one can switch from one angle to another along the Strada Panoramica. The Tesi still took a lot of effort to lift it side to side at full load, while the little Vyrus is more agile and responsive. The fairly drastic geometry with an 18 ° caster angle and 96mm caster (adjustable up to 6 ° more and 80-105mm) allows it to change direction faster than most motorcycles of comparable size . Thanks also to the ultra-short wheelbase of 1,350 mm. This very closed angle, however, does not create significant instability and ensures a good compromise between stability and agility, although at the beginning of my test I found myself lying well before the chord point because I was unconsciously treating the Vyrus like a Honda. Supersport which, if it is not heavy on the changes of direction, does it all the same less quickly than the Vyrus. Mental adjustment then got the job done.

Conclusion

The Vyrus 986 M2 Strada is an exquisitely designed, finely detailed and brilliantly executed motorcycle masterpiece, a true modern two-wheeled abstract art work of which Picasso would have been proud. The fact that it works both aesthetically and technically is almost an added bonus. Good luck to Ascanio in his mission to change the world of two-wheelers to whom I leave John Bloor’s phone number so that he can tell him about the creation of a Vyrus M2 Triumph, well if I find him…

The Vyrus 986 M2 Strada is a true work of art on two wheels

Strong points

• A unique look
• Agility and maneuverability
• Curve speed
• Braking
• Ergonomics

Weak points

• High tire consumption
• Rate

The technical sheet of the Vyrus 986 M2 Strada

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