The Mission One Electric Racer

Capable of 240kph!

CR&S Designer Donato Cannatello

In this article I interview Donato Cannatello, lead designer at CR&S, about his work, his approach to motorcycle design and the development of the DUU.

What is your educational background and work history in industrial design?

I started with graphic design (that’s the basis of all the design), entertainment software development, some studies in engineering, a degree in industrial design and a lot of hand made jobs/projects/prototypes all of which lead me back to my earlier passion: motorcycle design.

Do you have a design philosophy in general? Regarding motorcycles specifically?

I have an “industrial” design philosophy. Industrial design is not Art. Art is something made in one piece, Industrial design is produced in more than one. So, as opposed to Art, design needs to respond to some important rules.

For sure, design in motorcycle production is strictly connected to the function of the part in drawing, but generally the first thing you need to consider about a design project is the target, so design rules need to follow market rules. Then I like to take what I have, and apply it throughout the job; starting from the capabilities of the producing company, ending with the functionality of the part I’m drawing.

Who and what are your influences/favorite designers?

In accordance with my age, my influences are strongly lead by ’80s & ’90s motorcycle production. These were not the happiest years for motorcycle design, plastic was everywhere, but it was the birth of modern industrial design in the motorcycle field. Later I discovered values such as “strength” and “feeling” in design, and so plastic was substituted by more noble and durable materials such as iron, alloy and carbon fiber. So I can say I have no influences from any single person, but from their work and the materials and shapes they used.

Can you give some examples of what you consider to be great design?

I think the design of an object is as difficult as it is useful. This is why, the more it is useful, the less it needs aesthetic design. So the best for a designer is to produce something useful, appealing, cost-correct, extremely durable, and revolutionary (if required). For example in the field of industrial design I love my Motorola S9 bluetooth earphone, it’s minimal, very well working, great sound but revolutionary and cheap. Yes… No design is the best design.

What was your role was in the design of the VUN? And the DUU?

Other than some minor restyling and additional parts I did not work on the VUN.

On the DUU I started from the drawing of the first concept based on the X-wedge engine. Later my first job was focused on the layout and distribution of the components. Then I lead the entire process, for sure under the leadership of Roberto (Crepaldi), but was even busy with the 3D modeling of some parts of bodywork and of mechanical components.

Can you share some insight into the design philosophy that was applied to the DUU?

The whole motorcycle (the DUU) has been built and conceived around the know-how of CR&S and its target, so expressing the maximum possible between those two parameters. According to this, the final design of the DUU respects at the best the function of each part, and going on, no “useful” parts are covered but are instead exposed. The engine, the suspension, the frame, and wheels are naked and we made a great effort to fit all the rest around, not in front of, those components.

What is your favorite part on the DUU? Why?

Generally about the DUU I like all the component layout. I think the motorcycle works very well in this field, and this is confirmed by the modularity aspect. The motorcycle works in any configuration and this means the base project was correct. Anyway, in detail, my favorite part of the DUU is the fork clamps and risers group, I think they look strong but light, modern but classic.

Can you describe the design process at CR&S, who are your main collaborators and how do you work together?

Experience with the DUU was very interesting because it lead us to a more modern way of building a motorcycle. In the design development we have applied some new technologies allowing us to have processes that avoid scale modeling and reverse engineering.

Everything began with Roberto (Crepaldi), he gives me the basis to work on. Then I made the first drawings on the general volumes, structure and design. Later I built a more deep step in 3D, and the engineer Beppe (Bulla) started working on the possibilities to make such a frame and structure. We made a complete 3D model of the motorcycle (even internal bolts), so Domenico (Lavorata) and Nicolò (Koschatzky) built the first prototype following our drawings. Then me and Stefano (Destro) worked on the bodywork surface parts and other mechanical details, and built them directly with CNC technology.

VUN Mini Fairing

One of the areas where the VUN suffers compared with other sports bikes is streamlining. The standard VUN is basically a naked bike with sports handling in the café racer style.

Lack of streamlining affects the VUN in three critical areas:

• Top speed,
• Fuel economy,
• High speed comfort.

A standard VUN is easily capable of 180 km/h. This is quite a reasonable speed (illegal in most places), but is still pretty slow when compared to most other sports bikes. Going out for a Sunday run, your friends will be amazed at the VUN's speed around a tight road, but once you hit a few long straights you will be left in their dust.

My VUN is fitted with clip-ons which allows me to ride in a lower, more stream-lined position. It has also been tuned to provide a bit more power. Lying flat on the tank on a flat road I have managed to hit 200 km/h but, above that, wind resistance wins the battle.

Sustained speeds of more than 170 km/h on the VUN is impractical and uncomfortable. What the VUN really needs then, to keep up with bigger bikes on the straights, is streamlining. But how to make a streamlined VUN without spoiling that beautiful, minimalist silhouette?

Below are presented three conceptual drawings of a VUN front fairing design. I would like to know your opinions: (a),(b),(c), or (d) on which option you like best (click each image to enlarge).

Option (a) - Bezzi Design #1

Italian motorcycle designer Oberdan Bezzi was kind enough to create this rendering of a VUN mini-fairing design.

Here Bezzi presents a minimal front fairing which utilizes the standard headlight and bolts directly to the existing carbon fiber instrument support. The bottom half of the fairing flares outward to wrap the leading edge of the side mounted radiators.

Option (b) - Bezzi Design #2

In this image, Bezzi has removed the radiator cowlings to keep the side profile as small as possible. The lower fairing has a straight line of attack which then curves upwards to meet the lower line of the fuel tank.

Option (c) - Modified Bezzi Design

I modified the bottom profile of Bezzi's #2 design to provide a more flowing curve starting from the front of the fairing and blending into the fuel tank. The change is hard to see here, but click on the image for a larger view and you will notice the difference.

This image also adds a lower oil reservoir cover for some visual balance. The oil reservoir cover is already available from CR&S as a standard option.

Option (d) - Standard Fairing

The standard VUN fairing is shown here to provide a reference point for comparison.

VUN Ace Cafe: For Sale

Previously, I wrote about the special VUN that was built for this year's Ace Cafe run. If you liked that bike enough to want to own it, you can! Urban Motor GmbH are advertising the VUN Ace Cafe edition for sale at €13,890.

Follow this link (in German) for more information.

Lesto Exhaust, Update

Lesto Racing report on their Blog site that the new exhaust system they are developing for the VUN could be ready as soon as January next year! Good news indeed.

Search below for older news and photos regarding the Lesto-VUN exhaust system.

Mind... the Gap

The post rate on this blog will go down between now and the end of the holiday period, especially next week, as I am flying to New Zealand to escape the northern winter.

Typical New Zealand village scene.

Unfortunately my VUN will be staying here in Europe. So for the next four months I will probably be writing more about Ducati TT2 replicas and the biking scene in New Zealand and there will not be so many VUN-related blog articles.

My TT2 shows off her wasp-like dimensions

The Ultimate VUN Accessory

For track use only!

Virtual VUN - Part 1

Teaser preview of the 'Virtual VUN' 3D modeling project.




Model of the VUN's frame, swingarm & rear suspension

Triumph Produce VUN Clone

Well not really, but that was my first thought when I saw this image. Actually this bike was on display at the LSL stand at EICMA 2009 last month. It looks really good, the side profile has more than a passing resemblance to the VUN, and it carries the kind of front mini-fairing that is really needed for the VUN.

It is a special that was built by LSL using the Triumph Street Triple 675 platform as a base. Weight, including oil, coolant and gas, is claimed to be 190kg which is surprisingly heavy. Motoblog.it claim the bike is available at a cost of €16.000. Presumably this is the cost of a doner bike plus the special parts produced by LSL.

The VUN on Motors TV

In French...

Lesto Racing Components

In a previous article I wrote about a new exhaust system under development for the VUN that was unveiled earlier this month at EICMA 2009. More details and photos are now available.



The entire system is being developed by Lesto Racing Components from the Lombardy region of Italy. The pipes are TIG welded from multiple sections. Lesto titanium silencers are conical with a triangular cross section, a shape designed to maximize power output.



Weight reduction, compared to the standard system, should be very good. The reduction is currently estimated to be nearly 4kg.

db Killer

The removable db killer is also triangular in profile. Noise output can be regulated by adjusting the length of the internal baffle in five different positions.

Noise reduction material is all formed from stainless steel for durability. A perforated box is packed with noise absorbant material which is restrained by a stainless steel mesh.

Still no information on when this system will be ready (soon I hope).

More on Electric Bikes

The Voltra is a concept electric motorcycle, in the café racer style, by design student Dan Anderson of Sydney, Australia.

Faster and Faster, in an interview with Anderson, reports that ‘The bike is the result of extensive research into motorcycling history, society and culture as well as technology, materials and manufacturing.'

The Voltra is powered by Li-Ion batteries. An AC induction motor (with a programmable controller), provides 129Nm of torque and has projected top speed of more than 200km/h. The Voltra weighs 200 kilos with batteries. Anderson states the bike can be ridden for more than 90 minutes in one charge. A full recharge takes two hours.



Having such compact engines and no need for any of the piping and tubing that goes with conventional combustion engines means that electric motorcycles can have very clean lines and there is a lot of scope for rethinking the layout and appearance. Electric motorcycles must be a young designer's dream.

The limitation is still battery technology, though this is rapidly changing. Batteries are heavy and have to be large in order to give the bike a reasonable range. In this case using the carbon fiber battery box as a monocoque, connecting the steering head to the engine, is a clever idea. I also like the idea of the open triangulated tubing sub-frame and the matching design of the headlight clamp.

DUU Insights

Moto journalist, accomplished racer, and singles enthusiast Alan Cathcart paid a lengthy visit at the CR&S stand at EICMA 2009 in Milan this month.

Alan Cathcart and Roberto Crepaldi first knew each other back in the days when CR&S successfully competed their Britten race bikes against Cathcart in European BEARS meetings in the mid '90s. Crepaldi and Cathcart have been good friends ever since.

Cathcart tests a VUN prototype (2004)

Two years ago, at a motocycle show in Padova, Roberto was discussing, with Cathcart, his plans to build a CR&S "streetfighter" but was having trouble finding a suitable engine supplier. Cathcart mentioned that US performance engine builders, S&S, were developing a new road-based big twin called the X-Wedge. Crepaldi was interested, Cathcart made the introductions and pretty soon the DUU concept was born.

Roberto Crepaldi describes the X-Wedge as an engine that is designed for the road with a feeling similar to that of a strong Moto-Guzzi.

There has already been plenty of interest in production versions of the DUU and a healthy number of pre-orders are on the books. The initial production run is planned to be 50 pieces per year. €1,000 (refundable) books you a place in the queue. Go to the CR&S website for more details.

Sidebar: Cathcart was walking on crutches at EICMA. This could explain why.

New Exhaust in Development

CR&S model Ermina presents the VUN sporting prototype.

Most of the attention at the CR&S stand at EICMA 2009 was centered on the DUU, meanwhile there was an interesting new VUN on display which went almost unnoticed.

Pictured above, this VUN is fitted with many performance parts from the technical options catalog: Ceriani racing front forks, Marvic mag wheels, CDR racing single radiator, Pierobon "banana" alloy swingarm, etc. But what makes this bike really special was the new 2 into 1 exhaust system.

 
2 into 1 header pipes of the VUN Sporting Prototype. Moto journalist and sporting singles enthusiast, Alan Cathcart, in the background.

The new stainless steel header pipes wrap around to the right side of the VUN joining neatly underneath the alternator cover. The collector pipe is routed underneath the engine where it meets the silencer. The silencer, in turn, flows diagonally under the engine and up the other side exiting in the space provided by the banana shaped alloy swingarm.

The muffler is fitted with a removable db killer to provide extra performance.



Also seen here is a prototype of a new half-cover which cowls the oil reservoir on the left hand side and neatly directs airflow around the side stand.

LSL clip-ons have also been added for a more aggressive riding position. The entire package fits together very well giving this VUN an extremely narrow front profile.

The new exhaust is not ready for production just yet. It still requires tuning and and development of a new fuel map. I will keep you posted as more information becomes available.

The DUU at MAD

CMM: Collezione Motociclista Milanese

If you could not make it to EICMA 2009 but would still like to get a close look at the DUU prototype, it has now been put on display at the Collezione Motociclista Milanese (CMM) exhibition just outside Milan.

The CMM exhibition features over 30 iconic motorcycles (including a VUN of course). These were selected on the basis of stylistic excellence, daring design and for employing alternative technical solutions.

The VUN TT100 Celebration at CMM

The collection is housed in four large rooms:

The first is dedicated to the HRD Vincent. Here you will find beautifully restored Vincents sitting alongside special race prepared versions including the Macintosh Egli Vincent (built by Ken McIntosh in New Zealand) and the Bonneville land speed record cigar Vincent.

The second room houses the largest collection of Paton GP bikes you will find anywhere.



The third and fourth rooms feature the best examples of modern motorcycle design dating from the 1950's up to the present. Here you will find design icons such as the Bimota Tesi, Ducati 916, Gilera Saturno and the Quasar feet forward to name just a few.


MAD: Moto Arte Design

The CMM exhibition is part of the Moto Arte Design (MAD) initiative. MAD is the creation of Giovanni Cabassi. The aim of the MAD initiative is, within three years, to open a graduate school dedicated to motorcycle design. I don't have many details about this project but I will certainly be posting more information as it becomes available.

Getting There

The address is:
Milanofiori Nord
Piazza degli Incontri
Edifico U7, Sala B

Entry is free and the exhibition is open Monday to Friday from 3 to 8pm, or  Saturday and Sunday from 10am to 8pm.The exhibition closes on the 20th of December.

The best way is probably by motorbike/scooter or car if you must. From Milano take the Autostrada Milano-Genova A7; Exit the Autostrada at Assago-Milanofiori. This is the last exit before you cross the Tangenziale Ovest. If you are coming from the Tangenziale Ovest then take the exit Milano Viale Liguria to get onto the Autostrada A7 (direction Milano) then take the first exit. Once you exit the Autostrada you want to head towards UCI Cinema complex. This is located in a modern cubist-style building complex which looks something like this:

You can park at the cine-complex and walk to the exhibition (you may need to ask around to find the entrance). Here is a link to the location of the cinemas on Google Maps:


View Larger Map

The VUN Marathon Story

One of the VUNs on display at the CR&S stand at EICMA 2009 was the VUN Marathon. Claudio Zanoni rode the VUN Marathon solo from Milano to Verona, "the long way", in June 2009 by riding 17,746 km across 16 countries in 20 days.

Franco Cavina and Claudio Zanoni pose behind the road-weathered VUN Marathon at EICMA 2009

The Marathon is specially made for long distance travel. It is fitted with a 16.5L fuel tank (instead of the 12.5L standard tank), a sub-frame for carrying pannier cases, a belly pan and small front fairing and a GPS attachment.

Now CR&S and Key Frame have produced a new video documenting the inspiration and preparation for this trip (in Italian).

EICMA Roundup: Personal View

EICMA 2009, the 67th international motorcycle show in Milan, Italy was a big event as usual. I spent 2-full days touring the 6-main halls. The show was well organized and the facilities are top notch. The numerous bars served excellent coffee and pretty decent food at reasonable prices.

The economic downturn had its impact. Some major manufacturers (Honda & Yamaha for example) were not present this year. The large spaces left by those who didn't turn up were eagerly absorbed by the multitude of Chinese, Taiwanese, and Korean factories selling everything from scooters to LED turn signals.

Positives

For me, the two big hits of the show were...



...the new Moto Guzzi Le Mans concept, and the new CR&S DUU prototype.

I'll be writing more about the DUU in future blog articles. The Le Mans concept is spectacular and represents something of a breakthrough in integrated motorcycle design. This is just what you would expect when two of the world's greatest designers, Pierre Terblanche and Miguel Galluzzi, are unleashed together on a blank sheet of paper.

What I hadn't expected is that it would be Moto Guzzi, not Ducati or MV Augusta, who would be unveiling the most exciting designs this year. I'd grown used to expecting the same tired old bikes from Guzzi who seemed stuck in the mold of retros that are a poor shadow of the original or clunky transverse V-twin versions of BMW's. This year's Guzzi stand then was a welcome breath of fresh air.

I can't express how pleased I am to see Terblanche, designer of the Ducati Supermono, MH 900E and 999 superbike, creating cutting-edge motorcycles once again. The Le Mans concept has a very clean and appealing overall appearance. But it is the re-thinking and integration of every tiny detail into the whole which impressed me the most. For example, using cameras and small screens instead of big clunky sticking out mirrors, the 'upside-down' monocoque alloy frame that supports the combined fairing, tank and seat unit which, in turn, can be swung open to reveal the ultra-clean component layout underneath. Very nice.

Guzzi also had on display the mouth-watering V7 Clubman Café Racer. Finally a retro that improves on the original, both technically and aesthetically.



I should stress that the Guzzi Le Mans Concept is just that, a concept. Whether it ever goes into production is up to the world economic outlook, you the motorcycle buying public, and the unpredictable whims of the Piaggio Group management.

KTM had a sporty single-cylinder naked prototype on display...



Penned by consultants Kiska Design this lightweight sports all the best equipment, from White Power shock absorbers to Brembo racing calipers and fuel injection.

Very tasty, but it's only a 125cc for the under-18's market darn it! Us 'older boys' are still forced to wrestle overpowered and overweight superbikes around the tight roads (unless you own something like a VUN of course). KTM could, but won't, produce an RC4 single cylinder version of their RC8 superbike.

BMW, of course, had their new 1000 RR superbike on display, but that really didn't interest me more than just a passing glance. I'm happy to see BMW competing in the World Superbike championships with this bike, but other than that, I'm not very interested in yet another me-too superbike.

BMW did have a pretty interesting looking 6-cylinder concept bike on display. It was interesting really only to look at and go ohhhhh. The concept of a 1.6 liter 6-cylinder modern superbike is quite ridiculous in reality. Who needs 6-cylinders with all that complexity and weight when a 165kg v-twin can put out 180hp (see Ducati 1198).

Disappointments

Ducati had an enormous and elaborate stand and were very proud of their new Multistrada...

click on image for a larger view

It's not my style I'm afraid. There were some upgrades to the Hypermotard and one or two other bones to chew on. The 849, 1198 superbikes were there as usual. These bikes are what they are: well designed, well made superbikes with an awesome racing heritage. But as good as they are technically, they are a rather conservative reflection of the iconic 916 designed by the legendary Tamborini in the early 1990's.

MV Augusta unveiled their new F4 superbike. Some technical changes, square pipes under the seat instead of round ones, etc. This new bike also seems to me a pale watered down version of an iconic Tamborini design from the 1990's (I'm referring to the old MV F4 of course). Pity, there was talk of a 600cc lightweight pocket rocket at one point.

Aprilia and Cagiva are also companies that have superlight real sports bikes on the drawing board but are unwilling or unable to put them into production. Instead, Aprilia have their new superbike of course and Cagiva are stuck with their 125 2-strokes.

Morini, Benelli, Harley, and pretty much everyone else didn't really have anything new to show. New colors here, a new seat design there.

Electric Anyone?

It looks like electric bikes are still not ready for the main stream. The only electric bikes on display (that I saw) were scooters and the like, or the three-wheeler from Peugeot. However I did bump into Azhar Hussain at the KTM stand on Tuesday. Azhar is the enthusiastic force behind the TTXGP electric superbike race series and the successful Mavizen electric race bike. I wrote about the Mavizen in an earlier blog article and will be writing a followup soon.

Saddest Stand in Show

Buell occupied a small corner of the Harley-Davidson stand. There were about four bikes on display and almost nobody was visiting their stand. Perhaps the public felt embarrassed for them as this week coincided with the announcement of the last Buell to roll off the assembly line.

No Shows

In addition to Honda & Yamaha both Bimota and VΨRUS were absent. Pity about VΨRUS as they have some hot new models this year that I really wanted to see.

The DUU at EICMA 2009

Genesis of the DUU

This video nicely describes the conceptual differences between the CR&S VUN & the new DUU.

Haynes BMW F650 Singles

If you didn't already know it, the engine used to propel the VUN is the same one used by BMW for its range of F650 singles. Specifically, it is the twin-spark plug version of the engine used by F650 models between 1994 and 2000. The original BMW engines were fueled by twin BST constant velocity carburetors whereas the VUN is fitted with Dell'Orto electronic fuel injection.

This is one example of the sort of thing you can learn by reading the Haynes Service and Repair Manual for BMW F650 Singles.

I've always found Haynes workshop manuals to be excellently written. The instructions are good enough for even an experienced fool like me to follow.

The manual is split into logical sections: Maintenance, Repairs and Overhaul, and Reference. Each section is broken down into chapters, for example under Repairs and Overhaul there are chapters on: Engine, Clutch and Transmission; Frame and Suspension; Electrical System, etc.

VUN owners will be primarily interested in the engine, clutch, transmission and ignition system chapters. The overhaul chapters explain each major operation (e.g. cylinder head overhaul) in detail breaking it down into:

• Overview,
• Special tools needed,
• Removal,
  
• Disassembly,
• Inspection,
• Reassembly,
• Installation.

Detailed photographs and diagrams are provided all the way with step by step instructions.

The reference section at the back of the manual provides valuable general technical information on such diverse things as: reading spark plugs, fastener types, thread repair, fault finding, a technical terms glossary and so on. This section is fairly comprehensive and is very useful to non-professional hacks like me.

My VUN's warranty still has a long way to go so I am unlikely to need to overhaul my engine anytime soon. However, it would have been useful to have this manual around the day I decided to remove the oil filter cover to see what was behind it. I could have avoided spending 40 minutes cleaning up spilled oil that day (what was I thinking?).

My intention in buying this book was mainly to learn something about the internals of this engine and, in the future, how it might be modified to provide more power and less rotating mass.

I ordered my copy over the internet (how else?) from Motor Books in the UK. Their website was well setup, their price was competitive and ordering my book was straightforward. The book was well packaged and arrived in perfect condition. Delivery took nearly 3-weeks from date of order, but I should have expected that since I placed the order during a protracted postal workers strike in the UK.

The Future Electric?

At first, the thought of an electric motorcycle might conjure up the image of some kind of toy motorcycle. It's time to think again...

Mavizen is the company that won this year's inaugural TTXGP race for electric motorcycles at the Isle of Mann. They have just announced the availability of kits for their new electric race bike. These kits are intended for anyone who is interested in competing in the new TTXGP world series beginning in 2010.

Frame, running gear and body panels are sourced from the KTM RC8, nice choice. There are various configurations of bike and battery pack for different racing conditions: sprint, endurance etc. Without batteries, the bike weighs 110kg so the sprint race package is probably very light.  I don't have any figures for horsepower but electric engines produce maximum torque across the entire RPM range which means it will have really good acceleration from rest.

In addition to having no exhaust pipe, there is also no clutch or gearbox. That seems kind of strange, almost weird, but I can see a day when people will stare in wonder at those funny old classic motorcycles belching fumes and propelling themselves about via a series of explosions.

No mention of price but I have a nagging feeling that this will be expensive (update: motoblog.it has reported that the basic price, track ready, is £25,000). However racing a conventional motorcycle is also expensive so perhaps, comparitively, it won't be too bad. I know electric bikes have nothing to do with the VUN, but I just think this is too cool.

The DUU Unveiled

CR&S have released pictures of the new DUU model which will be shown to the public, for the first time, at EICMA 2009 in Milan next week. Check this out...

CR&S partners Giovanni Cabassi, Giorgio Sarti & Roberto Crepaldi

The Pattoni Connection

If you are the type who can't help rooting for the perennial underdog, as I am, then you can't but love the Paton 500 MotoGP effort. The story begins in 1958 when Giuseppe Pattoni and Lino Tonti left the defunct Mondial GP squad to build their own 125cc Paton GP bike. An example placed 7th at the Isle of Man TT that year, in the hands of a young Mike Hailwood.

Working full time for a Lancia car dealer in Milan, Giuseppe Pattoni continued the motorcycle GP effort designing and building bikes in his spare time using his employer's facilities.

The 250 GP of the early 1960's eventually evolved into the formidable 500cc 4-stroke 180° twin of 1968.

 

This bike saw considerable success, wining many world championship points and some podiums and winning the Italian 500cc championship in 1967. Not bad for a self-funded team comprised of friends and enthusiasts.

By the end of 1974 it was clear that the reign of the 4-stroke was over in the 500GP class. A new 2-stroke was developed which evolved and competed on the world stage right to the end of the 2-stroke era in 2001.

The cost and effort to develop, construct and compete on the world stage as a private marque, for so many years, was enormous and a constant struggle. Help and support from sponsors, friends and family made the impossible possible.

For 20 years Giuseppe Pattoni got by with only one full-time mechanic, Gianemillio Marchesani. When Marchesani was killed in a road accident in the early 1980's his place was taken by Giuseppe's son, Roberto Pattoni.

Paton Engineering

Giuseppi died in 1999 leaving Roberto to take up the rein. After 2001, rule changes to the top class meant the return of 4-stroke race bikes (this time with 1000cc engines) and the end of the 500cc 2-stroke era.

The cost of developing a competitive new 4-stroke MotoGP bike could not be justified and so Roberto diversified his business. Paton Engineering now provides two core services: performance motorcycle consulting and development; and construction of "original replica" versions of the venerable 1968 Paton 500cc GP 4-stroke.

VUN R&D

CR&S was the first customer of Paton Engineering's new consulting division and Roberto Pattoni collaborated on technical development of their new VUN project.

Early sketch of the VUN's frame and rear suspension geometry.

Roberto Pattoni oversees computer modeling of the VUN.

This collaboration worked so well that, in 2004, Roberto Pattoni accepted an offer to become a full partner at CR&S in charge of technical development.

The VUN Paton 50th Anniversary Edition

In 2008, to mark the 50th anniversary of Paton GP racing, a special edition VUN was created, with chasis #50, in the clasic green and gold colors of the 1960's Paton race bikes.

Roberto Vun e Duu

Sources

Mick Walker's Italian Racing Motorcycles - Redline Books, CR&S Homepage, Paton Engineering Homepage, various old motorcycle magazines and some fond memories.