A Guide to Motorcycle Safety Gear and Clothes

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Motorcycle riding is an awesome hobby and sport as well for those who like speed and ready to take risk of their life. You must have seen how cool those professional Grand Prix motorcycle racing tournament looks like. Now a days, people used to ride with rallies or groups to a long way to enjoy their weekend. But at any instance, this speed can take you to the last breathe of your life. So, it is very crucial to wear appropriate gears while riding a motorcycle. Even in professional motorcycle riding or while having fun, most people are now following the trend of wearing at least basic motorcycle clothes.

motorcycle safety

The basic safety gears and motorcycle clothes required are listed below with the importance of their existence.

Helmet: First and foremost, helmet is the main safety equipment for a motorcycle lover. Protecting your skull and your brains are as important as respiration for living. Just a minor injury on skull might cause a prolonged damage to your neural system. Helmets can give you a dashing look also, if it is matching the color of your Motorcycle and clothes. Make sure, while purchasing a helmet, that its size is appropriate according to your personality and fit. Additionally, ensure that the helmet you are wearing is certified by the traffic authorities of your area.

Leather jacket: The reason of its importance is that it cover a large part of your upper body. And this also makes the reason of buying a good quality leather jacket. A jacket inmotorcycle clothing comes in many variations like ventilated summer wear and armored race gear. Your motto should be to choose the correct size for you and material of the leather. Once you encounter with an accident, only your jacket will help keeping the skin over your body.

Gloves: Another necessary stuff in the package of motorcycle clothes is gloves. It is the human tendency to protect ourselves by hands while falling. So, you must have the great pair of padded gloves in your motorcycle clothes collection for the unfortunate times. It will protect your palms, knuckles and fingers while falling off. Also from the winters as well. And the plus point of gloves are that they give you a better appearance.

Pants: Just like a leather jacket, pants are going to save skin of your lower body. So don’t feel lazy while choosing one with your other motorcycle clothes. Some of them are padded over knees to protect your knee caps. And usually preferred with perfect fitting.

Boots: One should also consider protecting their ankles, feet and shin while going top speed. People used to wear anything that is comfortable in their feet but that is not. From a street motorcycle racer to a traditional cruise motorcycle rider, protecting of legs below shin is important. Also, it is recommended that while riding your feet should be firmly placed on the pegs. So try to find some cool funky but tough pair of boots (spryshoes.com) for your riding adventure.

So, check the list of your motorcycle clothes and once you have all these, have fun.

What is a hybrid car? Pros and cons of exploitation.

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When buying a car, do not only consider that cheap car. Look for a car which can meet all your needs and requirement options. Look for a hybrid car.

Hybrid is something made up by a combination of two different properties or elements to form one Hybrid car is therefore a car made up of two engines. An electric engine/motor generator which boosts the car and a normal gasoline engine that propels the car to higher speeds.

Most people confuse hybrid cars with electric cars. Hybrid cars are normally gasoline engine gasses which uses motor generator to boost the car and consume the energy which could be wasted in normal cars. These cars comes in variety of form of we call it hybrid layouts. We’ve got simple hybrid form, which is the oldest type of cars, parallel hybrid, plug-in parallel and series-parallel hybrid. This types have different elements and works in a different ways.

Here are some of the advantages of hybrid cars which makes it more efficient for you.

Advantages of hybrid

– Rechargeable breaking system

Hybrid cars are mechanically designed to recharge the batteries when the driver applies the brakes. The energy obtained when the brake is applied recharges the battery saving on time used to recharge the battery.

– Low fuel dependency

Due to their combination of gasoline engines and electric motor, these cars therefore require less fossil fuels. This causes a reduction in the price of gasoline in the market.

– Cost efficient

Hybrid cars are cheap to manage and maintain. With their low fuel consumption, it saves you a lot of cash. With the low tax bills and support by many credits it makes them really affordable.

– Highly energy saving

This cars are built from light materials which makes them energy saving. Light materials makes the car light and therefore, it require little amount of energy to run making it energy saving.

– Environment friendly

Having a better gas mileage, Toyota Highlander 6 Passenger Hybrid emit less toxic gasses to the environment. This reduces the air pollution, hence conserving the environment for the betterment of the future generation.

– Highly energetic

Having two working engines, the electric motor provides more energy to the combustion engine by working simultaneously at the same time This is normally used when the car needs more energy.

Despite being economical by saving fuel and having less negative impacts on the environment, hybrid cars also have a number of shortcomings:

– Most hybrid cars have poor acceleration in comparison to the other cars.

– Due to their unique parts and features, many car mechanics lack proper spare parts to repair these hybrid cars thus hindering its efficient servicing.

– These cars are quite expensive in comparison to the other normal vehicles since manufacturers argue that it comes with quite a number of special features. This makes the car buyers opt for the non-hybrid cars.

– Its durability is not fully assured since these hybrid cars are made of very light materials. Therefore in case of an accident the car gets crumpled like a piece of paper hence posing a greater risk to the lives of the driver and the occupants.

Having gone through this article, I hope that you will make a decisive decision on purchasing one of the hybrid cars. Especially for a buyer with an aim on championing environmental conservation, this is the perfect car for you

Catavolt in Popular Science

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Catavolt project is one of the project that I get interested though. I see a lot of potential to pursue the electric vehicle in this project in the market and I hope that their goal will set free. I am very much positive to team Catavolt that they will reach their set goals in their chosen field. I am one of those thousands of fans who follow and being thrilled in every game. Best regards and good luck.

Agni Motors TTXGP race Bike sets new standard at Spa Francorchamps

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Didier de Radiguès, a former Moto GP rider and TV commentator tested the Agni Bike on the famous Spa circuit this week. His time was 2:59.8 which was a fantastic achievement as track was not fully race ready, and the lap was about 10 seconds slower then would have been had the track been fully prepped.

Agni Motors TTXGP

The Electric bikes performance was a triumph and proved that going green doesn’t mean moving slow! “I hope my record falls quickly so that I can come and chase it again. The thrill is always in the chase and, of course, the winning.” Didier de Radiguès on riding the Agni bike on the Spa Circuit.

It was not the first time Didier had ridden an electric superbike; he also tested the Prototype bike The Mavizen TTX01 developed by Mavizen at Circuit Zolder in April “When I first rode the TTX01, even though it was early prototype I was surprised at how fast and how complete it felt. I touched the ground on the bends and enjoyed the smoothness of the ride. The Agni bike improved this with sensation of floating around the corners and without a heavy fuel tank, had an incredibly agile feel in the bends. I am looking forward to the TTX02 and its motorsport focused performance.”

For would be racing teams the news is good, Agni Motors have teamed up with Mavizen to produce replica race bikes the TTX02, to make entry in the zero carbon clean emission egrandprix that much easier. Azhar Hussain, founder of TTXGP commented “Potential teams now have an easy and effective way to enter the TTXGP Championships. The TTX02 gives potential participants a chance to acquire a proven platform that they can develop themselves to make it competitive and unique to them. Racing is brutal but at least with the Mavizen TTX02, the racers can start with proven platform.”

Arvind Rabadia team leader and founder of Agni Motors said “We are proud to have won the TTXGP on the Isle of Man and proved the quality and performance of the Agni motor. This new partnership with Mavizen is an exciting venture; One that will deliver a formidable and proven racing machine to the market to help teams join the race.”

Mavizen TTX02 will be available for delivery in Q1/2010 with a strictly limited production of 50 units. To register your interest please log onto Mavizen.com To view the bike action come along and see the demonstrations at Nurburgring on the 5 and 6th September or back in the UK at the science museums festival of speed on the 12th and 13th September.

About TTXGP, The eGrandPrix
TTXGP is the world’s first low-carbon sanctioned motorsport event, which was held on the Isle of Man TT course on June 12, 2009 as part of the traditional TT race programme. 16 Motorbikes from six different countries, including the USA, India, Germany, Austria, UK and the Isle of Man took part in the race.

TTXGP is developing global programme of low-carbon events that provide a platform for competition to drive technology and innovation into the next generation of motorsports.

About Mavizen:
Mavizen provides services and products to support zero carbon motorsports. The TTX02 is the first product to be released to the market in support of the TTXGP. In November 2008, Mavizen unveiled the TTX01 at the International Bike Show in Birmingham pushing innovation in the market place and raising the awareness of the Zero Carbon Motorsports.

With the proven platform of the Agni TTXGP winning machine Mavizen will produce the world’s first production all electric super sports racing machine. Using about a fifth of the energy traditional combustion motorsport engine whilst losing none of the thrills and excitement, the TTX02 shows that green doesn’t mean slow.

The Mavizen TTX02 is expected to be ready for delivery by Q1/2010. Priced at approx £25,000, it will be eligible for entire TTXGP racing calendar in 2010.

About Didier de Radiguès
Didier de Radiguès (born March 27, 1958) is a Belgian Grand Prix motorcycle road racer and racing driver. He made his motorcycle Grand Prix debut in 1979, racing in the 500cc class. His best year was in 1982 when he won two races and finished second to Anton Mang in the 350cc world championship. He rode for the Yamaha factory racing team in 1988 as a team-mate to Eddie Lawson and ended his career with the Suzuki team in 1991 as Kevin Schwantz’ team-mate. He had 4 Grand Prix wins during his career as well as the 1991 Macau Grand Prix, a non-championship event.

Further information:
For more information, imagery and video footage, and/or to arrange an interview with any of the teams or TTXGP founder, Azhar Hussain, please email press@egrandprix.com

Electric vehicles are

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I really love cars and bikes and I love to see different races from electric vehicles and its sounds thrilling. I’ve heard that the Speedweek 2011 event was canceled due to rain. The various members of Team Catavolt travelled to Lake Gairdner from all over the fair land to discover only that a massive and rare storm had obliterated the access road. While disappointed the team remained in excellent spirits and the Catavolt Eken Power Bike and it’s rider Jake Dolan are both gunning for a chance to show their  stuff at the soonest opportunity. This looks like it will be the BUB Speedtrials at Bonneville Salt Flats, Utah, in September.

Catavolt announces rider for Speed Week 2011

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It seems that the new converted Daelim bike is attracting a lot of attention in the race circuits as Aussie racer, Jake Dolan looks set to become the pilot for the speed trials at Lake Gairnder in March 2011.

Jake is trading his Superstock GSX-R 600 for a try at breaking the Land Speed record onboard the Catavolt electric motorcycle.

This year the Catavlolt team will be returning to the Speed Week circuit with the intention of beating their standing record of 177km/h on the salt. To take on the challenge Jake and the team will be travelling the 1500km journey into the heartland of South Australia. Having an experienced Superstock racer on board will give the team a great chance in this amazing land speed challenge.

Jake Dolan is looking forward to the event and had this to say; “I am so keen to set another World Record to add to my scooter racing achievement. The thought of being the first to do 200 mph (322 kph) on an electric motorcycle is very exciting. This growing sector of motorsport is a very topical subject. To be known as the world’s fastest rider and first ever to 200 mph on electric power will be a real a real boost to my race career.”

He added: “I only really heard about such racing since the movie ‘The World’s Fastest Indian’ came out and since then it has always been something I have wanted to do. My ambition is to race in World Superbikes and MotoGP and I hope that this result will help people to know my name and attract sponsors. Jon Eggenhuizen (Team Catavolt) self funds the entire land speed effort with some peripheral help and it would be great to see him pick up a sponsor to help him develop even faster bikes and maybe a range for commercial sale as transport.”

“I am hoping that a great result at Lake Gairdner will benefit the both of us.”


Jake sparks up for electric bid (By Mark Hinchiiffe)

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HE once broke the world record for riding a 50cc scooter and now has his eyes set on the world land speed record for electric motorbikes.

Gold Coast racer Jake Dolan, 21, will next month attempt to break the 200mph barrier (321.8km/h) on an Australian-made electric bike at Speed Week at Lake Gairdnier, South Australia.

“I only really heard about such racing since the movie The World’s Fastest Indian came out and since then it’s always been something I have wanted to do,” he said.

“I am so keen to set another world record to add to my scooter racing achievement.”

In 2007, Dolan set a Guinness world record by riding his 50cc TGB lois scooter 1178.76km in 24 hours (49.11 km/h average) in the Le Minz Scooterthon on the Gold Coast.

This time he will be riding a bike built by Team Catavolt, which last year established the Australian land speed record of 177km/h with a 60kW engine.

For 2011, they will have 175kw of power, substantially more than the world record holders who set a speed of 174mph (280 km/h) last year in Bonneville, Utah. “The thought of being the first to do 200mph on an electric motorcycle is pretty exciting,” Dolan said. “This growing sector of motorsport is a very topical subject and to be known as the world’s fastest rider and first ever to 200mph would be a real boost to my race career.”

Dolan is Queensland’s fastest 600cc Superstock road racer.

Catavolt reaches 177km/h at Lake Gairdner

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Catavolt sets the record

On Friday 12th March 2010 Team Catavolt set the World Record for a Modified Partial Streamlined Electric Motorcycle and the Australian Land Speed Record for an Electric Vehicle on the Australian Salt Lake event, Speed Week 2010.

The Catavolt bike saw speeds of 115km/h during testing on a 72V system but reached 177km/h when run at 144V. Not bad for a forklift motor running at six times its rated voltage limit! The 48V Nissan electric forklift motor was expertly rewound to 24V (yes 24 volts) by Kenshaw Electrical at Newcastle. Under load the Odyssey 925 lead acid batteries fed the Curtis Controller with the 400 amps required to propel the bike and rider to 177kph.

Mixing it with the petrol an nitro heads on the salt was an experience in itself. When the bike finally hit 177km/h the recommendations of extension leads and sound systems with V-Twin soundtracks were replaced with congratulations and a barrage of questions about the bike. Even the audacious ‘Animal’ offered words of encouragement and wisdom with the classic “May the course be with you!”

The course was indeed ‘with’ Kearon de Clouet as on the final day the conditions were perfect for the 177km/h run. Kearon eased the throttle on and passed the first time marker at over 160km/h. The second marker showed 177km/h. After returning to the pits it took several hours before Kearon could lose that EV Grin.

Also on the salt were the Fast Sparks team from Bathurst who achieved 156kph on their Electric Kawasaki setting the record for a naked electric motorcycle. The Fast Sparks team were also using Odyssey Lead Acid Batteries at 144V. Both teams shared a pit area together and traded expertise and encouragement at the event.

Finally the bar has been set and the race is now on. Next year, electic motorcycle expert Jon Eggenhuizen promises 300km/h+ and Team Catavolt is anticipating many more electric teams on the salt for 2011.

Catavolt on schedule for the salt (March 8th – 12th 2010)

All reports from the lake say that the track is in a suitabe condition to race. The bike is in the final stages of having the fairing made and the team has received some great support from many sponsors including the Australian Electric Vehicle Association (AEVA), Odyssey batteries and APW Motorcycles Brookvale.

The battereries on the bike this year will be lead acid as opposed to the LiFeBATT lithium batteries from 2009. If Jon’s calculations are correct the large 8″ motor in Catavolt should be able pull some serious amps from the lead. Rumour has it that the guys are using a custom controller also. One thing is for certain. The excitement is mounting.

Catavolt – Preparing the streamlined fairing for the salt flats

Kearon and Andy spent all day Saturday with Bob the expert plastic welder from APW Motorcycles in Brookvale, Sydney working out the streamlined fairings. Some new brackets need to be fabricated to hold everyting in place.

Bob gets busy with the tools. The guys at APW motorcycles are helping out with the custom fairing.It has been a busy week and the bike is now back at Newcastle NSW for battery fitting.

Catavolt is getting a new paint job for the run this year. Jon has been busy painting the wheels and we think they look awesome! The Odyssey batteries have arrived and Jon has been busy working on the mountings. The motor has been custom wound, thanks to the guys at Kenshaw Electric. The controller will be mounted shortly and then we can get some testing done.

The motor has been completely rebuilt with custom winding and fitted with low resistance bearings which should reduce any drag in the motor. Already the motor has been tested at 72V however the controller for the salt will be 144 Volts.

Lake Gairdner 2010

After an amazing attempt to set the Australian land speed record for an Electric Motorcycle in 2009, CATAVOLT is back and under construction.

Presently the bike is being fitted with new batteries and having a new streamlined fairing constructed. The team leave for the salt from Sydney on Friday the 5th March for Speed Week 2010.

Catavolt at Lake Gairdner 2009

Once a year, hundreds of motor enthusiasts from the Dry Lakes Racers Australia (DLRA) descend upon the sacred Aboriginal ground of Lake Gairdner to drive their souped-up vehicles as fast as possible over a nine-mile stretch of the salt lake. This year there was a new contender, the Catavolt electric motorcycle.

Built by Jon ‘Egg’ Eggenhuizen and Mark ‘Camo’ Camilari in a whirlwind of spanners, grinders and welding rods, the bike was completed in record time for the competition. In fact, the guys didn’t even have time to test out the LiFeBATT pack before setting off on the two day trek from Sydney to the lake, which lies 180km from the nearest sealed road.

The guys enlisted the help of fellow EV guru Kearon De Clouet (of EV Capri fame) and managed to convince him to bring along his race leathers for the record breaking attempt run on the bike. As this was virgin territory for electric vehicles on the salt, any speed would be a record. The guys decided that 150kmh was a respectable speed to aim for.

144 Volts for Speed

Jon wired up the new 14Ah LiFeBATT cells in series to make a 144V 14Ah pack. This would give the bike enough punch to break the 100kmh mark easily. The Curtis controller was limited to 60 amps just in case things got a little too hot! On the test track, an area adjacent to the main track, the bike performed well. At 60 amps the rear hub motor propelled the bike to just over 100kmh before running out of road. Kearon reckoned that it was still accelerating.

Charging and instrumentation

The LiFeBATT cells went in raw and were charged with what became known as the ‘Frankencharger’ as pictured below. This charger was ingeniously fashioned by the guys in record time. The batteries worked flawlessly in all test attempts, charging them at 2C, everything worked fine. The main instrumentation used in the bike to monitor charge voltage and current were a set of multimetres placed on various parts of the bike. For speed and distance a Garmin GPS was used. Each time the trip was reset and top speed recorded. Above you can see that in one run the bike reached 98.5kmh over a 2.1km stretch.

Preparing for the scrutineer

The bike had to be thoroughly checked before it could be timed on the track. It was very interesting to see the race officials reaction to the Catavolt. Much of the inspection involved ICE components, none of which are present on this bike which just resulted in the officials shaking their heads and ticking boxes on the sheet.

All of the critical nuts and bolts had to be lock wired so Camo got busy with his drill and the 0.9mm wire. Other than that, there was not much mechanical work to tend to. The guys set about painting the race numbers onto the fairing. Magic marker dries quickly in forty degree heat!

The guys remained on the salt well into the evening time ensuring that the bike was fit for the run. Word was out that there was another electric vehicle there. The other bike, while registered, did not materialise on the day.

There was plenty of space for testing the bike but the Marshalls kept a close check on everything. The salt on the course itself had been skimmed so that the surface was smooth but off the track it was a lot like riding on wet sand. The salt got everywhere! Not good for electrical components so it was important that everything was shielded against the spray.

Licensing run

Before a vehicle can run on the track it must do a licensing run at restricted speed. This is so that the officials can see that both the bike and rider are fit to ride fast. After a long queue Kearon finally got to the start line. The atmosphere was indeed electric.

Once the track was clear it was time for the Catavolt to make its debut run. As Kearon eased on the throttle everything worked smoothly. He reported that it was going somewhat faster than the test laps and that everything worked perfectly. Just two miles later the bike started to lose power and Kearon had to abort the run, much to the dismay of everybody there, the Catavolt motor had fried!

Too many amps!

After multiple successful test runs with the bike the guys decided to raise the amp limit on the Curtis controller. During the first licensing run the commutator burned out and the bike stopped one mile short of the final timing gate. As this was a prototype motor the guys missed out on their target and failed to get a timed run.

Just one more mile and the record would have been set! The guys were not giving up easily though. Within minutes Jon had the rear wheel stripped. Unfortunately, inside the motor was bad news.

Determined to set the record straight in 2010

Before the bike was even loaded onto the trailer next years tactics were already being discussed. The event has given everybody involved a renewed determination to not only get a record next time, but to set a much higher speed that will be difficult to beat.

Lake Gairdner – getting there

Bringing the bike to the lake was a feat in itself. This massive expanse of salt is accessible only by dirt road. A 4WD vehicle is highly recommended for this. After an 1800km drive the guys had to traverse 180km on unsealed roads to reach the lake. It was however, a spectacular, if somewhat unusual venue for such an event. Many of the vehicles that compete here also make their way to Lake Bonneville in Utah for world record attempts. The track is very susceptible to weather conditions and during the event there was a lot of waiting around. Who would imagine that rain would delay a race in the Australian Outback?

Camping was the order of the day and luckily there were toilet and shower facilities on hand to make sleeping in a swag all the more comfortable. They even had a burger joint, as you can see from my raincoat shaded photograph above.

One thing is for sure. I will be there next year. It’s an amazing event and the scenery is just spectacular!

eVFR LCD guage cluster

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Initially my design was going to incorporate a PDA as a dash. That was before the controller went USB. Now that the controller’s communication protocol has changed, it complicated the interface to a PDA without USB (No USB HOST on PDA’s). Thats when I started to look at other solutions.

I found a few WinCE based devices that were fairly priced, but they ran CE, had no enclosure, no battery backup, no memory and weren’t from proven manufacturers. A couple people at Synkromotive mentioned the Asus EEE pc. Its a small laptop device that has solid state memory, wifi, sd card slot, USB and a 7″ LCD that can be modified to have a touch interface.

So I bought one and started working with Ives and Josh on building a dashboard. My goal is to have something like the dashboard Intel used on an Orange County Chopper:

Ives has gotten alot done with the charging system as well, and should be fully operational (and integrated with the controller) in the coming weeks. The Asus should be able to display all my battery pack stats, as well as controller stats. I’ll build a watertight enclosure with a hinged lid, and only use the touchscreen for configuration. It should be ok in the sun because its under the windscreen and will likely have a small visor over the screen.

Loni and I are working on getting the new batteries installed into the frame. We took the scrapped frame, and built a little jig so we can work on a table for sizing the battery trays. With the knowledge we have now, it shouldn’t take but a few weeks to finish installation. We’re also redoing the motormount in steel while minimizing the material we use. The old batteries, battery tray and motor mount will be transferred to the other motorcycle, which wDe’ll use for testing. We’ll take the motor from the go-kart and transfer it to eVFR v2.0, and give the go-kart to my cousin.

So our goal for the next month is to have the eVFR v1.0 fully functional with a charging system, display, controller and a low voltage system in place. I’m going to work on getting the fairings painted as well. I ordered a fiberglass rear fairing (already have fiberglass upper and lowers), and need to get it to paint.

Electric Cagiva Mito – LiFeBATT – LiFeTECH TTXGP UK

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Electric Mito at Snetteton for TTXGP UK

The Cagiva Mito has finally hit the racetrack thanks to Ian Goodman from LiFeBATT UK. The bike sustained an average speed of 62.45mph on the Snetterton racetrack. It was ridden by Harry Hardi for the LiFeBATT LiFeTECH entry.

The Cagiva Mito is an excellent handling chassis. Lightweight and nimble the Mito was made for the track and it is great to see it competing once again in such a cutting edge event as the TTXGP UK.

Many thanks to Ian Goodman from LiFeBATT UK and the LiFeTECH team for bringing this bike to track. I think you will agree that this is a fantastic achievement from all involved.

Electric Cagiva Mito 125

It has taken about one month to complete but here you have it, the Cagiva Mito chassis completely deICE’d and ready for some electrification. As you can see in the images below there is quite a bit of space for the electrical components inside the engine cavity.

One excellent advantage of the Mito is that the fairing completely encloses the engine bay. It is very possible to make this electric without any of the EV components showing.

Making this bike electric now is a matter of working out where the motor will go and building the mount to support it together with the batteries and controller. There is enough room in this little cagiva for at least 40Ah at 72V using LifePo4 cells. Looking at it now, I am very glad to have chosen the Mito. This will be sooo much fun when it is running. It is a very light chassis. The knee-down potential of this one is very high! Bring on the electricity!

 Cagiva Mito – The bike with the flip top lid!

One great feature of the Mito is the flip up tank. This will be very handy for getting to the electrical components once installed! I have finally got the brakes sorted also. This rolling chassis is almost complete now!

Back on her wheels after 16 years!

It’s hard to believe that this bike is 16 years old! At the time, these little Italian rockets broke the mould for handling and performance. These bikes were released in 1990 and I believe this is the MKII version of the machine as it has the upside down front forks. Not a bad looking machine even by today’s standards. With a lot of time and effort it is possible to turn even the worst case scenario into something special.

Brakes are next to be sorted out

The next part to be worked on are the brake calipers. I have stripped them down and have found that the seals are totally destroyed. Hopefuly they will clean up okay but they will need all new seals and possibly hoses. For the moment I am working on getting the bike as complete as possible to see which parts I am missing. So far this bike will require a full set of indicators, Hand grips, brake seals, screen and rear seat. The wiring loom is rough enough but it looks complete. I guess there is only one way to find out!

When choosing a bike for conversion I would advise getting one that is in half decent shape. This Mito was a disaster zone! If you don’t mind spending a LOT of time working on the rolling chassis then go for the cheapest, othewise get yourself a good one! I am enjoying getting this one back into shape though, as it is one of my favourite 125’s and rare to get one of these 1993 ones in good condition now!

The Mito is a very light machine!

It is no wonder why these machines can get over 100mph with the two stroke motor in there. It is extremely light. It can be lifted clean off the ground easily as it stands now. For making the motor mount and battery cage, alloy will be the way to go on this one.

Cagiva Mito rolling chassis

So here we have a 1993 Cagiva Mito resurrected from the dead! She still has a few nuts and bolts loose but right now she is sitting pretty in her new spray job! As well as the paint, new fork seals have been fitted together with new wheel bearings all round. I am still working my way through the box of parts that are here but I reckon that I have the complete bike apart from the front screen and rear seat, oh and of course the stinky little two stroke engine that once inhabited this bike! It’s difficult to get one of these bikes in a decent condition. Mostly (as was the case with this one) they are resigned to the scrap heap after only a few thousand miles or so if not looked after correctly. It is especially difficult to find a straight one with undamaged rims also. This will make a stonking little EVMOTORCYCLE. It has to be AGNI and lifeBatt for this one for sure!

Engine Cavity

The Mito has a good bit of space for fitting EV components. There are basically three main locations in the Mito engine cavity where a frame can be made to accommodate the mounting of the batteries, motor and controller. Looking at the way Jozzer worked out the battery boxes for the GSXR, it should be possible to install something similar in the Mito. Potentially it would be possible to build a aluminium box that would fit snugly in here with the motor beneath and another set of batteries underneath. I am not sure if the Mito is the same size as the Aprilia RS. It should be possible to get at least 40Ah of Lifebatts in here.

Rebuilding the Cagiva Mito

Finally the Mito is beginning to look like a bike again.

Anyone for some Cagiva nuts?

It has been in a box for long enough so this week the plan is to get this little mito back to a rolling chassis. Just spent the entire day cleaning and sorting out all of the nuts and bolts for the machine. In this picture there is a combination of two Mito’s! So the next step is to work out where all of these nuts go! There will definately be some left overs from this lot! 🙂

Mito rear shock stripped and spray painted

Once again, thanks to my mate Tom for stripping the paint from the Mito shock. It took a while but the result is fantastic. Here you can see the rear spring from the Mito. The shock itself has been spray painted metallic gold. It is looking very sweet indeed. Amazing what can be done with a rattle can and 20 mins!

Cagiva Mito Fairing – Primer Stage

Compared to the Varadero the Mito has a lot of fairing. The whole thing was a total mess. Luckily my good mate Tom came to the rescue and both of us got stuck into getting them sorted.

Firstly, they were absolutely caked with oil and muck. Secondly, the paint was peeling so badly from these that much of the orginal paint had to be removed. Thirdly, the decals were an absolute nightmare to remove. Many hours with a heat gun and blade sorted them out. The front mudguard had one leg broken. Tom sorted it out with some fastglass. There were a few other areas that needed some fibreglass repair also. It was also necessary to fill in many scratches with some stop putty.  They are almost ready for color and clearcoat.

There are so many parts to the Mito. Quite a lot of plastic and metal make up this little bike! Many of the fasteners that were on this Mito are rusted and will need replacing. Once everthing has been painted and ready for the rebuild I have to source many of the smaller nuts and bolts for the bike. The shocks are next for attention. Both the front forklegs and rear shock require a repaint. This bike was really through the mill. There are less than 20,000 miles on the clock of this little Mito. I think she lived a very short and abused life! 🙁

MITO Chassis ready for assembly

Finally got the Mito chassis sorted. All of the major parts have been completely cleaned, stripped and powder coated! The next stage of this process for this machine is to work out the battery space frame and motor mount. The Mito will have 72V and 40Ah. It will basically be the same spec as the Varadero however the motor will be an AGNI motor with reinforced windings for those extra RPM. The controller will be a Kelly with regen and it’s lifebatt all the way with this one also. Zivan NG1 72V 10Amp charger. This little Mito is gonna be wicked when finished! 🙂

Before and After

This Mito chassis was dumped in a back yard and was bought for €80.00. I actually bought two Mito’s as the first frame was incomplete and the front wheel was ruined. The second Mito was €50 and this one had upside down forks. By using the parts from both bikes I managed to get one good bike together. There are still a few parts missing, the rear seat and front windscreen.

The Italian engineering and styling on the MITO is beautiful and it was such a shame to see the abuse that the bike had been subjected to. In Ireland there are many of these bikes discarded. the only problem is that they will corrode quickly if left! The tank on one of the bikes, when sandblasted, started to show holes in the metal! Lucky there was a second better tank on the other bike. The front wheel of the second MITO was damaged so it was sent off to be repaired. Further, the wheels were stripped and checked before being powder coated. This process cost around €150.00.

The sandblasting and powder coating took a couple of days and was not too expensive. Basically it cost around €150.00 for the cleaning and in the region of €200.00 for the powder coating. Well worth it in my opinion, as the bike comes up like brand new. So this bike has cost roughly €630.00 to get to this point. I reckon that it will be completely sorted, less EV components for around a grand. Not bad for a spanking, sweet little 916 replica! 🙂

Battery Space Frame and Motor Mount

The space frame and motor mount will have to be made as one complete unit for the MITO. On initial inspection there are three locations for mounting the original motor to the frame. The motor effectively hangs from lugs in the frame. The advantage of the Mito over the Varadero is that there is a lot of empty space to play with. The fairing will also completely enclose the space frame which will help to shield the components from the elements. Without the exhaust, that back wheel and well oversized sprocket should stand out nicely!