A SHORT HISTORY OF WANKEL MOTORCYCLES

Dr. Felix Wankel with the first prototype of his rotary engine in 1957, which had a rotating inner chamber, unlike all later Wankels

Dr Felix Wankel (born 1902 in Lahr, Germany) had the vision for his remarkable rotary engine at the age of 17, began working on prototypes 5 years later, and gained his first patent for this remarkable engine in 1929.  His work on the motor was slow in the following two decades as he developed rotary-valve applications for piston engines.  By 1957, working in conjunction with NSU, he had a fully functional rotary engine prototype, and immediately began licensing the engine, which had many theoretical advantages over a typical piston motor.  First to take up this new design was aircraft engine builder Curtiss-Wright, who licensed the design on Oct.21, 1958.  Curtiss-Wright has a long and deep motorcycle connection, via founder Glenn Curtiss, but their Wankel engines were mostly used in aircraft.  The first motorcycle applications for this promising engine appeared shortly after the first rotary-powered automobiles, the Mazda Cosmo and NSU Spider of 1964.  [A more in-depth story of Felix Wankel and his Lindau research institute will be told shortly]

The world's first Wankel-engined motorcycle, the 1960 IFA/MZ 'KKM 175W'

 Motorrad Zschopau (MZ)/ IFA:
The first motorcycle application of the Wankel engine emerged from the IFA/MZ factory, from 1960.  MZ took out a license from NSU in 1960, to develop Wankel engines as possible replacements for their two-stroke engines in both motorcycles and the 'Trabant' 3-cylinder two-stroke car.  Within 3 months, a single-rotor, watercooled engine (using the thermosyphon principle rather than a water pump?) of 175cc, was installed in an IFA chassis (the 'BK 351' of 1959) which formerly housed a flat-twin two-stroke engine.  The development team included engineer Anton Lupei, designer Erich Machus, research engineer Roland Schuster, plus machinists Hans Hofer and Walter Ehnert, who deserve credit as the first to build a Wankel motorcycle.

Details of the water-cooled MZ engine; twin spark plugs, single (tiny) carb, radiator, neatly mated gearbox.

The Wankel motor is neatly mated to the existing IFA gearbox (with shaft drive - similar to the BMW R25 gearbox), and developed 24hp, twice that of the comparable 175cc MZ two-stroke engine.  The prototype appears to have been extensively tested, and currently has over 38,000km on the odometer.  It lay in obscurity for years, before a 1994 exhibit of MZ history at Neckarsulm brought it back to light.

The second prototype MZ, using an air-cooled 175cc Wankel motor; the KKM 175 L

A second prototype was built in 1965, using a new 175cc air-cooled, single-rotor engine, also producing 25hp, considerably more than the ES250 'Trophy' engine normally installed in this chassis.  This engine appears very much based on the Fitchel and Sachs engine, which was well-developed by 1965 and being sold under license worldwide.  Despite the success of both MZ engines, inevitable problems with rotor tip seal failure and high engine/exhaust temperatures meant lots of development money would have been required to replace their reliable two-strokes... money which MZ didn't have.  Their incredibly successful race program (all two-strokes, designed by the genius engineer Walter Kaaden) was practically created out from the factory scrapheap, with little help from the Socialist functionaries controlling industry in the GDR.

The KKM 175L used an extremely compact Wankel engine.

The idea of a simple, robust, and compact rotary engine was very appealing in the early days of Wankel development, but the dream proved unrealistic, as it became clear production machines required terrible complexity for acceptable road use.  East German engineers created several prototype engines for the Trabant and Wartburg autos, but none were developed beyond the prototype stage, and the NSU license was allowed to expire in 1969.

The 1972 Yamaha RZ201

Yamaha:
Yamaha licensed the Wankel design in 1972 and quickly built a prototype, showing the 'RZ201' at that year's Tokyo Motor Show.  With a 660cc twin-rotor water-cooled engine, it gave a respectable 66hp @6,000rpm, and weighed 220kg.  While the prototype looks clean and tidy, the lack of heat shielding on the exhaust reveals the Yamaha was nowhere near production-ready, given the searing heat of the Wankel exhaust gases, and subsequent huge, double-skinned, and shielded exhaust systems on production rotaries.

The Yamaha rotary in exposed display

During this period, Yamaha was looking for alternatives to its small-capacity two-strokes, developing large rotary, two-stroke, and four-stroke engines.  With 'shades of George Brough' (ie, showing prototypes to 'wow' show-goers), another never-manufactured Yamaha design was shown in 1972, a 4-cylinder two-stroke - the TL750.

The original 1974 RE5, with futuristic touches

Suzuki:
One year after Yamaha introduced, but never manufactured, their rotary, Suzuki introduced the RE5 Rotary at the 1973 Tokyo Motor Show.  Suzuki licensed the Wankel engine on Nov.24, 1970, and spent 3 years developing their own 497cc single-rotor, water-cooled engine, which pumped out 62hp @ 6500rpm. Styling of the machine was reportedly entrusted to Giorgietto Guigiaro, a celebrated automotive stylist and advocate of the 'wedge' trend in cars, who leaked into the motorcycle world via several projects, notoriously the 1975 Ducati 860GT. Guigiaro's touch extended only to the cylindrical taillamp and special instrument binnacle for the RE5; a cylindrical case with novel sliding cover, meant to echo the futuristic rotary engine... the rest of the machine looked nearly the same as Suzuki's GT750 'Water Buffalo'.

The more 'conventional' 1975 RE5

The modest power output of the engine, combined with the 550lb wet weight, meant performance wasn't exciting, with a top speed of 110mph; no better than the two-stroke T500 series it was meant to displace, and far more complex, heavy, and expensive. Unfortunately, the release of the RE5 coincided with the Oil Crisis of '73, and customers suddenly became wary of the rotary's reputation for poor fuel economy.  This combined with motorcyclists' typical skepticism of anything too new, meant sales of the RE5 were far lower than required to recoup their investment.  With millions at stake in the project, Suzuki were determined to carry on production.  Blaming Giugiaro's binnacle, in 1975 the styling was more conventional, but sales didn't improve, and by 1976 Suzuki had swallowed their losses, and shut production.  Around 6,300 were built.

The 1974 Hercules W-2000

Hercules / DKW:
Fitchel and Sachs were the second licensee of the Wankel engine, on Dec 29, 1960, and the first with a motorcycle connection, with 'Sachs' the largest European maker of two-stroke engines.  Sachs built their rotary as a small, light accessory motor for applications as diverse as lawnmowers, chainsaws, and personal watercraft.

The W-2000 Sachs air-cooled engine

The first two-wheeled mass-production of the Wankel engine was the 'Hercules' W-2000 of 1974, with a 294cc/20hp (later 32hp) air-cooled engine, with a single-rotor, which had previously been used in a snowmobile. The prototype machine used a BMW R26 gearbox and shaft drive, but production W-2000s used a 5-speed gearbox and chain final drive.

Hercules also built an Enduro using a rotary engine

The Hercules was good for 82mph (later 94mph), and was the first production motorcycle using a Wankel motor. The first models used a two-stroke mix in the petrol to lubricate the engine, which was later upgraded to an oil injector; smoky in either case!  About 1800 were sold under both Hercules and DKW badges between 1974-76.  In 1977 they sold all their production tooling to Norton...

The original BSA test mule, with A65 cycle parts; note the compact motor, and doubled-up 'cigar' silencers - rotaries are Loud!

BSA / Norton:
BSA felt, in common with most of the automotive industry, that the Wankel was the engine of the future, and in 1969, hired David Garside, a gifted young engineer, to begin exploration of Wankel engines for a motorcycle.  Market research indicated the motorcycling public would accept the Wankel engine on fast sports machines, and Garside's small team began experimenting with a Fitchel and Sachs single-rotor engine, and with significant changes to the intake system, gained a staggering 85% more power, to 32hp.   Suddenly the experimental engine looked appealing.  Economic catastrophe at BSA meant development was immediately stalled.  1973 was the end of BSA, as the British gov't formed NVT - Norton-Villiers-Triumph...BSA was dropped from the title, even though it had owned Triumph since 1951! Still, under Dennis Poore's thoughtful leadership, the rotary project continued, and it was Norton who licensed the Wankel design on July 25, 1972.

Fan-cooled Sachs motor in BSA Starfire running gear

 David Garside and his team began physical research with the installation of a Sachs fan-cooled single-rotor motor in a BSA 'Starfire' chassis; this was the first of a long line which led to the famous Norton rotaries.  The 294cc engine gave 32hp at 5500rpm, and evidenced significant problems with heat - with twice the combustion events per revolution compared with a piston engine, and a physically much smaller engine unit, heat is a significant issue with Wankels.  Sachs dealt with heat by routing the incoming air through the rotor itself, but this heated up the incoming mix, which reduces power.  Garside redesigned the intake route, so that it still cooled the rotor, but then passed into a plenum chamber to cool off again.  Air passing through the engine entered the plenum at 100ºC, but was cooled to 50º by the chamber and atomized petrol.

Norton-built twin-rotor, air-cooled engine, installed in a Triumph 'Bandit' chassis

In this work, Garside was helped by Bert Hopwood, retired BSA and Triumph designer (a protogé of Edward Turner, and author of the excellent 'Whatever Happened to the British Motorcycle Industry'), and the pair added a second rotor to the Sachs engine (giving 588cc), with many times the original finning area, plus that redesigned intake.  The engine was installed in several chassis over the years, from a Triumph 'Bandit' to a Norton Commando, but eventually an entirely new chassis was developed, as the engine showed considerable promise during development.

Norton rotary, Norton Commando chassis...the compact rotary engine looks tiny compared to the original 750cc vertical twin.  Note plenum chamber above the engine.

The first twin-rotor engine was installed in a Triumph 'Bandit' chassis in 1973, which was never shown to the public.  With nearly 70hp, about twice the 'spec' of the original dohc Bandit twin-cylinder piston engine, this prototype must have been a lively ride!

The 1973 'spine' frame with Triumph Trident tank; this machine has been restored, and can be found at the Hockenheim Motorsport Museum

It was clear a new chassis was needed, and later in 1973 the Wankel appeared in a new frame, with a large spine tube which held oil; various iterations can be seen with Norton or Triumph tanks, as the engine was developed, in 1973/4: these were code named the 'P39'.

The Norton 'P42' prototype of 1978

After the merger of Norton and BSA/Triumph in 1973, another chassis was created for the rotary Norton, with box-section frame tubes - still holding oil - and an integrated airbox; the 1978 'P42'.  With a Triumph T140 5-speed gearbox, this wholly new Norton was intended for production, and enough material collected for a first batch of 25 machines, but the project was halted suddenly, even after brochures were printed and journalists (notoriously, Cook Nielsen of Cycle World) invited to test it. 

The Norton Interpol II police motorcycle

It took until 1984 for Norton to gear up production, but the 'P42' model was never sold to the public; it became the 'Interpol II', a police motorcycle; Norton had a long history of supplying the police, with the original Interpol Commando built from 1970-77. The Interpol II used Norton's well-developed 588cc air-cooled twin-rotor engine gave 85hp, and was in production from 1984-89, with around 350 built.

The 'Classic' of 1987, air-cooled, a naked Interpol II.

The first Norton civilian rotary was the 'Classic', built as a limited edition of around 100 machines in 1987, which sold out quickly.  It was essentially an Interpol II in civilian garb, with a traditional Norton silver-and-black paint scheme.  With all the bodywork removed, the 85hp engine gave sporting and smooth performance, very reliably, having been de-bugged using feedback from police agencies.  The engine weight was low, making for easy handling.

The water-cooled Commander tourer, with Krauser bags

As Norton continued to develop their rotary, water-cooling was a natural next step to deal with heat issues, and in 1988, an Interpol II with a radiator was introduced, the 'P52'.  The civilian version, essentially a re-painted Interpol, was the p53 'Commander', produced from 1989, with 85hp on tap. Norton hoped to repeat the success of the Classic, but the machine was criticized for using merely adequate Yamaha wheels and suspension, and not the sporting items one might expect of the Norton marque. Around 300 Commanders were built.

The discreet Norton F1 ad campaign...

Such disappointments were rectified in 1990, when Norton finally lived up to its heritage and introduced the lovely 'F1' ('P55'), based on their RC588 racers, then in the midst of a terrific run of success on the racetrack; in 1989 they won the British F1 championship.  Only one color scheme was offered, in race sponsor 'John Player' livery of black and gold. Power was bumped to 95hp@9500rpm, from the water-cooled engine. The F1 had issues with heat buildup, as the bodywork almost sealed the engine unit within plastic, and lost quite a few hp when ridden hard. Around 145 F1s were built.  Built with a Spondon aluminum twin-spar frame, White Power upside-down forks, a Yamaha 5-speed gearbox, and stainless exhaust, the F1 sold for an expensive £12,000.

The last Norton F1 Sport of 1992, in rare blue

In 1991, Norton rectified the heat issues by introducing the F1 Sport ('P55B'), which was effectively a F1 Replica, using the same bodywork as the racers, with more air flow possible around an open fairing, which resulted, curiously, in a less expensive sportsbike. Some consider the F1 Sport the finest of all the rotary Nortons.  66 were built, before Norton's eternal financial troubles put an end to rotary production...for now.

Henk van Veen with his OCR 1000

Van Veen:
In 1976, Henk vanVeen, the Dutch Kriedler importer, saw potential in the new rotary Comotor engines, which were compact and developed good power.  Comotor was a joint venture of NSU and Citroen, who invested huge sums developing a new Wankel engine for the Citroen GS Birotor.  The prototype of this engine had been extensively tested between 1969 and '71 in the Citroen M35, which was never officially sold, but 267 were given to loyal customers for beta-testing. The M35 engine used a single rotor rated at 47hp, whereas the later GS engine had two rotors, and produced 107hp from a 1,000cc. Van Veen saw this powerful and compact engine as the basis of a new superbike, and created the VanVeen OCR 1000.

The Comotor twin-rotor, watercooled rotary, rated at 107hp

The OCR was a heavy machine at over 320kg, but had good performance, with a top speed of over 135mph, and could hit 125mph in under 16 seconds.  The water-cooled engine was housed in a Moto Guzzi chassis, used a gearbox designed by Porsche, and sold for $15,000, the same price as a Lotus Elite!  38 VanVeen OCRs were built before Comotor went into liquidation, as the GS Birotor was an utter flop, a gas-guzzler appearing exactly during the 1973 oil crisis, and worse, it was more expensive than the venerable Citroen DS, and slower.  Citroen even tried to recall and destroy all examples, but a few survive.  The VanVeen OCR, on the other hand, has always been a coveted and expensive collector's motorcycle.

Honda:
Housed in a CB125 chassis, with a 125cc air-cooled single-rotor Wankel engine.  Clearly a test-bed to see if Honda was missing out on the Next Big Thing, this prototype looks to have been built between 1971-73, given the paint job and spec of the CB125 'mule'.  Honda never bought a license to build Wankels, and also never 'bought in' engines, so this little motor is curious indeed...

Kawasaki:
The 'X99' prototype had a twin-rotor engine, water-cooled, which purportedly developed 85hp. Kawasaki Heavy Industries, Ltd, purchased a license to built Wankels on Oct. 4, 1971; the chassis of the X99 appears to be based on Kawasaki's Z650, introduced in 1976, which suggests the date of this prototype.

The Motoprom RD501B, with Sachs-derived fan-cooled rotary in the venerable BMW R71-clone chassis

VNII-Motoprom:
The Soviets are coming!  The city of Serpukhov, 100km from Moscow, was one of many 'secret' towns in the Soviet Union, where research into new technology was conducted (plus manufacture of the AK-47), far from prying eyes.  VNII-Motoprom was an auto and motorcycle research institute, which created quite a few interesting machines, most notably Soviet racers such as the Vostok-4, and a few Wankel-engined bikes, completely unlicensed.  The story of the Soviet motorcycle industry is little known in the West (and the East!), and deserves exploration...

The fan-cooled engine of the RD-501B

In 1974, the RD501B used the ubiquitous BMW R71-based chassis (from a Dnepr MT-9), with a fan-cooled engine, clearly a copy of the Sachs rotary.  With 495cc, it developed 38hp @6300rpm, and used shaft drive.  It is claimed two were built.

The RD-660 with air-cooled twin-rotor engine

The RD-660 prototype was built in 1985, using a 660cc air-cooled twin-rotor engine, with chain drive. The engine is very similar to the BSA/Triumph/Norton prototypes built since 1973...a little Cold War industrial espionage not doubt, but methinks the Soviets bit off more than they could chew with the Wankel motor, as none were produced in series, in cars or motorcycles.

The RD-515 with a water-cooled version of the Sachs engine

The RD-515 of 1987 used a water-cooled twin-rotor engine, driving through a Dneper gearbox and shaft drive.

IZH:
Little-known outside the Eastern Bloc, Izh is the oldest Soviet/Russian motorcycle manufacturer, founded in 1929 in Izhevsk (on the banks of the Izh river) as part of Stalin's enforced industrialization of the agrarian economy, begun in 1927 with the rejection of Lenin's 'New Economic Policy', which allowed producers of grain or goods to sell their surplus at a profit - very similar to China's first moves toward Capitalism in the 1990s.  Stalin's successful effort at creating an industrial power, where none existed previously, actually decreased the standard of living, caused widespread famine, and meant imprisonment or death for millions...although it did create an automotive and motorcycle industry. Not that 95% of Soviet citizens could afford it in those early days, although Izh sold something like 11 Million motorcycles before 1990.

One of the last hurrahs for Soviet-era Izh was this Wankel-engined prototype of surprisingly contemporary, if clunky, aesthetics.  The 'Rotor Super' was under development at the end of the Soviet era, and shown just after the fall of the Berlin wall in 1989, when the Russian economy was in relative chaos.  Suddenly without the state business subsidies and guaranteed incomes of potential customers, all Soviet-era businesses were suddenly faced with the need to make a profit, and rash ventures such as Wankel superbikes were out of the question.  Izh is still in business, making inexpensive small-capacity motorcycles.


[If any reader has more information or photos of these obscure machines, please contact me!]
Some of my sources:
http://www.wolfgang-dingeldein.de/wankelig/historie/hist-mzwankel.htm
http://www.gvongehr.homepage.t-online.de/sonder/wankel/wankel.htm

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2012 YAMAHA YZF-R1 50th Anniversary Edition

2012 YAMAHA YZF-R1 50th Anniversary Edition
Motorcycle Pictures, Review, Specifications, Accident lawyers and Insurance information.

2012 YAMAHA YZF-R1 50th Anniversary Edition
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2012 Yamaha YZF-R1 50th Anniversary Edition Review

Born to win

With an exclusive new colour scheme based on Yamaha's Assen TT-winning MotoGP bike, the WGP 50th Anniversary R1 celebrates Yamaha’s remarkable Grand Prix heritage. Featuring an innovative crossplane-crankshaft with an uneven firing interval, the R1 kicks out high levels of linear torque for superior traction. Using the MotoGP-developed TCS, R1 riders can now adjust the performance characteristics of the 998cc in-line 4-cylinder engine for more exciting cornering on the highway and reduced lap times on the circuit. A compact aluminium Deltabox chassis delivers precision handling – and for optimised high speed performance the latest R1 is equipped with a new front cowl.

YAMAHA WGP 50TH ANNIVERSARY MODELS

Fifty years after Yamaha sent its first ever GP riders to compete in the World Championships, our newest factory rider Ben Spies helped to commemorate the occasion with his maiden MotoGP win at Assen in June 2011. Riding a YZR-M1 in Yamaha's specially-designed red and white WGP 50th Anniversary livery, Spies was continuing the strong tradition of winning that has enabled Yamaha to become one of the industry's most innovative and creative manufacturers.

Ever since it made its first motorcycle, Yamaha has believed that racing improves the breed. From winning our first ever Grand Prix points at the Isle of Man TT in June 1961 through to this year's MotoGP victories by Jorge Lorenzo and Ben Spies, every single success on the track allows our engineers and designers to develop and refine tomorrow's cutting-edge street-bikes.

Over the past fifty years Yamaha's racing programme has led to the development of some of the most innovative engine and chassis technologies -as well as the creation of the most ground-breaking race-developed models like the YZF-R1, whose crossplane crankshaft is a direct spin-off from the factory YZR-M1 racer.

To celebrate half a century of success in Grand Prix racing, Yamaha will produce a limited quantity of exclusive 'WGP 50th Anniversary' motorcycles and scooters. Based on the classic colour schemes debuted on the YZR-M1 by Jorge Lorenzo and Ben Spies in 2011, this very special timeless livery is inspired by the famous red and white 'speedblock' design featured on Yamaha's pioneering Grand Prix racing machines.

This desirable and exclusive WGP 50th Anniversary colour scheme will be available on limited quantities of YZF-R1, YZF-R6, YZF-R125, FZ8, Aerox and TZR50 for the 2012 model year. Owners of these exclusive new WGP 50th Anniversary models will receive a special certificate of authentication, and will also receive Yamaha's 'Insider' magazine which contains the latest news, interviews and new model information.

In addition to the ECU changes and new traction control system, which combine to achieve a new level of drivability, the R1 features a more aggressive fairing "face" with new eye catching LED illumination lights. Other new styling highlights include the muffler covers and muffler end tips plus a MotoGP inspired lightweight top triple clamp.

The 2011 AMA Superbike Championship winning R1 with its cross plane crank and uneven firing order has taken another evolutionary step forward for 2012 with the addition of traction control and revised ECU settings. These changes make it easier for the experienced rider to bring out the full performance of the new 2012 Yamaha YZF-R1 50th Anniversary Edition while enjoying the unique character and sound of the revolutionary cross plane engine.

With back-to-back American Superbike Championships, and more MotoGP-inspired than ever, the R1 is the world’s most advanced Open-class production motorcycle.

The 2012 Yamaha YZF-R1 50th Anniversary Edition is unlinke anything before. Benefitting from even more MotoGP technology for 2012 with new sevel-level traction control and the World GP 50th Anniversary livery option. The World GP livery includes a 50th Anniversary emblem on top of the fuel tank and a special numbered plate showing the production number of only 2000 units that will be produced worldwide. From the track to the street, it truly is "the 1."

2012 Yamaha YZF-R1 50th Anniversary Edition Highlights and Key Features:

= Fuel Consumption ± 14kpl/40mpg(Imp)

= New, more aggressive front fairing

= 7 - position traction control

Key Features:

• For 2012, the YZF-R1 50th Anniversary Edition receives another benefit from MotoGP® technology – a seven-level Traction Control System. The system has been developed so the rider does not feel any unnatural or harsh intervention from the system. In addition, traction control can aid in reducing tire wear due to less wheel spin. Coupled with the three level D-Mode electronics throttle response control, riders have 21 different choices available to tailor the YZF-R1 50th Anniversary Edition to their riding preference.

• World GP 50th Anniversary Edition celebrates Yamaha’s racing heritage with Pearl White/Rapid Red livery. Includes a 50th Anniversary emblem on top of the fuel tank and a special numbered plate showing the production number of only 2000 units that will be produced worldwide in these commemorative colors. Gold Yamaha badges are used on the fuel tank, front, and rear of the motorcycle, and an additional small sticker kit will be provided.

• The 2012 YZF-R1 50th Anniversary Edition has a new headlight cowl designed to be sharper, more modern, and more aggressive. LED position lights are used for a high quality and distinctive look. Out back, the muffler end caps and heat shields are restyled for a more mechanical look. And a new top triple clamp is styled after the YZR-M1.

• This R1 keeps all the technological superiorities developed for its predecessor: YCC-T™ (Yamaha Chip Controlled Throttle) is MotoGP® inspired fly-by-wire technology used to deliver instant throttle response. YCC-I® is Yamaha Chip Controlled Intake which is a variable intake system that broadens the spread of power. The fuel injection system provides optimum air/fuel mixtures for maximum power and smooth throttle response.

• In keeping with this machine’s exceptional cornering ability and crisp handling, the aluminum frame has been designed to offer exceptional rigidity balance. The rear frame is lightweight Controlled-Fill die-cast magnesium, contributing the optimum mass centralization. Suspension includes SOQI front forks which use one of the tricks developed for our winning MotoGP® bikes: independent damping. The left fork handles compression damping and the right side handles the rebound damping. And the rear shock adopts bottom linkage for optimum suspension characteristics.

• The sound on the YZF-R1 50th Anniversary Edition is unlike any other inline four cylinder production supersport. The precise and throaty pulse of the exhaust note will have riders enthused every time the throttle is opened.

New for 2012:

• Seven-level Traction Control System allows the rider to get more traction and drive while exiting corners.

• New ECU settings provide excellent drivability during low and mid rpm acceleration.

• New top triple clamps add to the appearance of the YZF-R1 50th Anniversary Edition, reminiscent of the MotoGP® powerhouse YZR-M1.

• The footrests have been redesigned for great boot sole contact and advanced rider/motorcycle interface.

• New headlight cowl styling and LED position lights enhance the YZF-R1 50th Anniversary Edition’s unique styling.

• New silencer heat guards and end caps are re-styled to give the rear end of the bike a more compact look ,while at the same time making the individual parts look more mechanical.

2012 Yamaha YZF-R1 50th Anniversary Edition Features and Benefits

ENGINE

Ultra-lightweight, compact, 998cc, DOHC, 16-valve, liquid-cooled, 40 degree inclined, in-line four-cylinder engine with "crossplane" style crankshaft.

The key components of this cutting edge engine design are the "crossplane" crankshaft and an uneven firing order. Both of these features are used on Yamaha's championship winning M1 MotoGP racer. Please note … this is not a "big bang" engine. The R1 departs from the norm for in-line 4 cylinder engines and the 180 degree alignment of the crank pins (where the connecting rods attach to the crankshaft), and locates the center two rods at a 90 degree plane from the outer cylinders. This means instead of the crank pins aligned on the same plane (a straight line drawn through the center of the crankshaft), they align on 2 planes in the form of a cross ... or "crossplane". Working in conjunction with the crossplane crank is an uneven firing order. A traditional in-line 4 cylinder's firing order is normally 1,2,4,3 with a 180 degree interval. This R1 engine fires 1,3,2,4 cylinders and the firing intervals are uneven at 270 / 180/ 90 /180 degrees. What all this means to the rider is the most linear torque possible and amazing throttle control. This engine design allows a whole new level of rider - machine communication. One of the most important benefits is the outstanding cornering performance that increased engine control allows.

The engineering goal for the R1 is controllability … not just an increase in horsepower. If that was the case, we could have simply increased the power output of the existing engine design resulting in a peaky, hard to use power band.

The 4-valve cylinder head design features a compact combustion chamber that utilizes lightweight, trick, titanium valves on the intake side. The 4-valve design maximizes breathing efficiency and overall engine performance.

The titanium intake valves are 31mm in diameter while the steel exhaust valves are 25mm in diameter. Lightweight yet super strong VX alloy valve springs control valve movement.

Steep valve angles, 11.5 degrees on the intake side and 12.5 degrees on the exhaust produce a compact combustion chamber.

The lightweight titanium intake valves reduce the reciprocating weight of the intake valves allowing for higher rpms without the concern of valve float. The use of lightweight "Ti" valves has allowed the engineers at Yamaha to use a 4-valve format. In the past, the use of 5 smaller valves allowed a higher rpm limit since each of the "smaller" valves was relatively light. The use of light weight titanium now means the engineers no longer have to use the 5-valve design to achieve the same high rpms.

Combustion chambers have been optimized for maximum engine performance. The compression ratio is 12.7:1.

Compact automatic cam chain tensioner reduces both maintenance and mechanical engine noise.

Short skirt, forged aluminium pistons offer light weight, fast throttle response and great reliability.

Crossplane crankshaft features 36mm journals for increased strength, while the inertial moment of the crank has been increased by 20% versus the last generation R1.

Connecting rods are carburized and use a nut less design. The lower end "cap" of the rod is made from the same piece of material as the upper portion and is cracked away in a process known as "fracture splitting". This process aids true big end roundness and greater precision in con rod dimensions.

Ceramic composite cylinder "bores" are a "liner less" design with the ceramic coating applied directly to the aluminium block to ensure uniform heat dissipation for consistent power delivery, reduced oil consumption, reduced friction and reduced weight.

Closed deck cylinder design allows the cylinders to be spaced more closely together, allowing a narrower engine.

The cylinder block is a stand-alone piece (not integrated into the upper crank case). The benefit is reduced weight and a less tall engine which lowers the centre of gravity.

A "coupling force balancer" is used to quell engine vibration for excellent rider comfort.

Compact ACM (alternator) is mounted directly to the crankshaft. The compact ACM uses rare earth magnets which produce more power for a given size than conventional magnets, therefore reducing size and weight.

Revised Mikuni fuel injection system features twin injectors (one set of primary & one set of secondary injectors). This type of twin injector system is also used on our M1 MotoGP race bike and the R6. One set of injectors (primary) are located in the 45mm throttle bodies while the secondary injectors are located in the air box very near the computer controlled intake funnels. The revised primary injectors utilize 4 spray holes to maximize the fuel atomization process. The secondary injectors, located inside the air box, begin to function at mid rpms onwards to supply more fuel as required.

The F.I. system features separate dual track TPS (throttle position sensor) and APS (accelerator position sensor) sensors

An oxygen sensor is fitted into the exhaust collector making this a "closed loop" type FI system, which feeds back info to the ECU so adjustments can be constantly made to the fuel-air mixture for improved performance and reduced emissions.

The benefits of fuel injection include excellent throttle response, great fuel economy, reduced emissions, stable idling and no choke to fuss with during start up.

The fuel injection's lightweight Electronic Control Unit (ECU) utilizes a powerful 32-bit processor for fast control of the injection process. The compact design also reduces weight.

YCC-I or Yamaha's Chip Controlled Intake means the intake funnels / stacks vary in length (2 positions) depending on engine rpm. An electronic servo motor varies the funnel length from the tall position at low to mid rpms to the shorter setting for improved high rpm power. The transition rpm between the 2 lengths is approx. 9,400 rpms. The revolutionary YCC-I provides the best of both worlds …solid low rpm torque and power combined with an amazing high rpm rush. It takes only 0.3 of a second for the funnels to move from the tall to the short position.

Yamaha's exclusive YCC-I electric-control servo motor-driven variable intake funnel system is a world's 1st on a production motorcycle and works in conjunction with Yamaha's fly-by-wire technology and FI Systems.

Yamaha Chip Control Throttle (YCC-T) electronically controls the throttle valves for outstanding response and improved controllability at all rpms. The YCC-T is used to provide even more control of the intake air volume for smoother torque character. Similar to the R6 design, the YCC-T features 3 - ECU's inside the main ECU to control ignition, fuel injection and the YCC-T. This special ECU is capable of responding to changes at a speed of 1000th of a second.

The rider can "mechanically close" the throttles by simply closing the throttle twist grip.

All new 6 mode traction control system features an off mode as well. This MotoGP derived system limits or eliminates rear wheel slippage or slide based on the chosen mode. This system uses front and rear wheel sensors to detect slip and then adjusts / regulates via the ECU the throttle opening (YCC-T), fuel injection and ignition timing to control slip. The system is activated using a switch on the LHS switch gear. Each mode offers a different level of slip control.

Long life Iridium twin electrode spark plugs are used.

Compact close-ratio 6-speed transmission features optimized gear ratios for maximum performance. The "stacked" 3-axis gearbox / clutch design stacks input/output shafts to create a low center of gravity and keeps overall engine size shorter front to back. As a result, the stacked design gives the engineers the freedom to place the engine in the "sweet spot" of the frame for optimum weight balance for awesome handling.

The slipper or back limiter clutch assembly reduces rear wheel hop when making hard down shifts when under hard braking. Key benefit is reduced lap times and smoother control when riding aggressively during a race or track day.

A multi plate clutch is used, utilizing coil springs and paper based fibre plates.

"Ram Air" system "force feeds" outside air via dual ducts located beside the projector headlights into the intake system. As speed increases the air velocity in the system increases and pressurizes the air box. This "force fed" air helps the engine develop maximum power.

Computer optimized large capacity air box maximizes performance. A viscous type, high flow air filter is utilized.

Revised 4 into 2 into 1 into 2 titanium exhaust system maximizes power output, reduces weight and improves aerodynamics. The dual under seat mufflers provide an aggressive sound. This system contains a 3-way honeycomb catalyzer and an oxygen sensor. The catalytic converter reduces harmful CO and HC exhaust emissions while the oxygen sensor provides feedback to the ECU to maintain optimum fuel/air mixture at all times.

Dual shorty, large diameter triangle shaped mufflers are a "single expansion" type that create a throaty exhaust note and help emphasize engine character. New muffler end caps improve styling. The exhaust note is much different than on previous R1 models due to the crossplane crank and uneven firing order … it sounds very similar to Yamaha's M1 MotoGP race bike.

Compact, high-efficiency curved radiator features dual ring-type fans for maximum cooling efficiency. This curved rad and twin fan design produces more airflow than conventional flat designs to maintain optimum engine temperatures for consistent power output.

Large liquid-cooled oil cooler maintains stable lubricant temperatures for extended engine life. Convenient cartridge style spin-on oil filter.

Convenient clutch cover sight glass ensures easy oil level inspection.

High performance direct ignition coils (ignition coil is built into the spark plug cap) reduce weight while iridium spark plugs and high-output magneto deliver increased spark energy.

Yamaha D-Mode variable throttle control enables the rider to adjust the performance characteristics of the engine based on riding preferences or conditions. Standard mode emphasises the very linear throttle and torque feel of the engine. The A mode allows the rider to enjoy sportier engine performance in the low to mid rpms. While the B Mode reduces the power response for riding situations that require softer power characteristics. The switch mechanism is located on the RHS handle bar switch gear.

New ECU settings for improved drivability / controllability.

CHASSIS / SUSPENSION

Aluminium Deltabox frame has been designed to offer an optimized rigidity balance to maximize handling performance. This frame is very rigid or stiff at the head pipe, engine mounts and swingarm pivot point. In other areas, material has been carefully removed to allow "tuned flex". Finished in black, this frame boasts a compact 1415mm (55.7") wheelbase. The swingarm pivot location has been optimized to minimize the chain tension effect under hard acceleration, providing more stable handling. The engine is a fully stressed chassis member to maximize handling. Stability, a key to great handling, is unsurpassed while the ability to hold a line under hard acceleration is excellent. This frame features a mix of gravity cast (head stock & front engine mounts & swingarm pivot area), CF (controlled filling) die cast (outer tank rails) and aluminium panels (inner tank rails). Each of these aluminium parts has different flex characteristics in order to provide the rigidity balance the engineers desired.

Detachable magnesium CF die cast rear subframe reduces weight. The detachable design allows rear shock access and is less costly to repair if accidentally damaged.

Extra-long, lightweight aluminium "truss-type" swingarm provides great torsional rigidity for class leading handling, agility and manoeuvrability. This lightweight swingarm is made up of cast aluminium and CF die cast parts. The distance between the swingarm pivot and the rear axle has been optimized (597 mm) for excellent "turn-in" abilities and rear wheel traction.

This Deltabox chassis offers an incredible 56 degree lean angle.

Fully adjustable 43mm inverted fork features independent left and right damping system. The compression damping is adjusted via the left fork leg, while rebound damping is adjusted on the right fork leg. This system simplifies the flow of oil through the fork and minimizes oil cavitation (aeration of the oil) for more stable suspension performance. Adjustments include 5-way spring preload, 25-way rebound and 25-way compression damping. Front wheel travel is 120mm (4.7"). The thickness of the inner fork tubes and the shape of the outer tubes have been optimized. The adjustable design allows the rider to tailor suspension settings to match rider weight and road /track conditions to maximize handling and suspension performance.

New MotoGP M1 inspired, gravity cast aluminum upper triple clamp reduces weight and improves styling.

Revised bottom link Monocross rear suspension utilizes a fully adjustable piggyback-style rear shock. Spring rate has been revised for improved traction feeling while the spring preload adjuster is now an easier to use screw type. Adjustments include 16-way spring preload, 18-way rebound and 20-way slow speed compression damping and 4-way fast speed compression damping. The bottom link design lowers the centre of gravity for excellent handling. This is a rising rate or progressive system. The adjustable design allows the rider to tailor suspension settings to match rider weight and road /track conditions to maximize handling and suspension performance. Rear wheel travel is 120mm (4.7").

Radial mount 6-piston calipers squeeze fully floating 310mm dual front rotors. The result is incredible braking performance with excellent control and lever feedback.

Brembo radial pump master cylinder with 16mm piston is a direct GP race innovation. The lever is adjustable for various hand sizes.

Single piston slide-type Nissin rear caliper squeezes a lightweight 220mm rotor.

Rugged yet lightweight 5-spoke mag wheels front and rear. The wheels utilize hollow "spokes" to reduce unsprung weight for superior handling. Front rim size is a MT3.50 x 17 while the rear is MT6.00 x17.

Premium sport spec radial tires front and rear.

18 litre fuel tank provides excellent knee grip for hard braking and great rider manoeuvrability. The elongated shape helps to centralize mass and reduces the variance in riding feel as the fuel load (weight) changes.

New more aggressive front fairing offers excellent aerodynamics

New LED marker and illumination lighting provides excellent visibility / conspicuousness.

Revised race inspired lightweight instrumentation includes an analog tach plus digital speedo, dual tripmeters, clock, coolant temperature and fuel trip meter. This console also features adjustable back lighting, adjustable shift light and a low fuel warning light. Other key features include a gear position indicator, new traction control indicator, engine mode indicator integrated stop watch, lap timer with split time mode and an air intake temperature display. The lap timer is controlled by the starter switch button for added convenience and ease of use.

LED taillight reduces weight and power consumption while providing a brilliant eye catching light. The lens is white while the LEDs are red.

ADDITIONAL DETAILS / FEATURES

Adjustable footrests can be raised 15mm upward and 3mm backward if desired.

New design lightweight aluminum rider footrest

Immobilizer ignition system is designed to reduce the possibility of "ride away" theft. This system must recognize the "coded ignition key" in order for the unit to start. If the immobilizer ignition does not recognize the key (or a thief's screwdriver or other type of "jimmy tool") the bike will not start even if the ignition is turned or forced into the on position. If the system does not recognize the coded chip in the ignition key, it will not allow the ignition system, fuel pump or starter motor to function.

Windshield features a "screw less" design for a cleaner, more trick appearance.

Slim design rear tail section.

The seating position offers a very sporty yet comfortable riding position.

Extensive use of hollow bolts and lightweight fasteners help trim overall weight.

Heavy-duty 50 series "O" ring drive chain.

New design 17 tooth drive sprocket reduces chain noise.

Low maintenance, lightweight, sealed battery.

Convenient fold out under seat bungee cord fastening straps.

The YZF-R1 50th Anniversary Edition offers a significant level of power and performance. It is not intended for novice or inexperienced riders.

Specifications

US MSRP* $14,490 (World GP 50th Anniversary - Pearl White/Rapid Red) Available from October 2011

ENGINE

Type 998cc, liquid-cooled 4-stroke DOHC 16 valves (titanium intake valves)

Bore x Stroke 78.0mm X 52.2mm

Compression Ratio 12.7:1

Fuel Delivery Fuel Injection with YCC-T and YCC-I

Ignition TCI: Transistor Controlled Ignition

Transmission 6-speed w/multiplate slipper clutch

Final Drive #530 O-ring chain

CHASSIS

Suspension / Front 43mm inverted fork; fully adjustable, 4.7-in travel

Suspension / Rear Single shock w/piggyback reservoir; 4-way adjustable, 4.7-in travel

Brakes / Front Dual 310mm disc; radial-mount forged 6-piston calipers

Brakes / Rear 220mm disc; single-piston caliper

Tires / Front 120/70ZR17

Tires / Rear 190/55ZR17

DIMENSIONS

Length 81.5 in

Width 28.1 in

Height 44.5 in

Seat Height 32.8 in

Wheelbase 55.7 in

Rake (Caster Angle) 24.0°

Trail 4.0 in

Fuel Capacity 4.8 gal

Fuel Economy** 33 mpg

Wet Weight*** 454 lb

OTHER

Primary Reduction Ratio 65/43 (1.512)

Secondary Reduction Ratio 47/17 (2.765)

Gear Ratio - 1st Gear 38/15 (2.533)

Gear Ratio - 2nd Gear 33/16 (2.063)

Gear Ratio - 3rd Gear 37/21 (1.762)

Gear Ratio - 4th Gear 35/23 (1.522)

Gear Ratio - 5th Gear 30/22 (1.364)

Gear Ratio - 6th Gear 33/26 (1.269)

Warranty 1 Year (Limited Factory Warranty)

Citron & Bloom, LLC citronlegal.com Bicycle / Scooter Accidents Florida bicycle accident and scooter accident lawyers handling cases in Broward, Miami-Dade, Palm Beach, Collier and Lee Counties. With the costs of gas skyrocketing, many Floridians have turned to bicycles and scooters as a means of transportation. Floridians are also using bicycles and scooters because they are environmentally friendly. Due to the increase in the popularity of these modes of transportation, bicyclists and drivers of scooters have been exposed to a significant risk of being involved in an accident when they take to the roadways. Although there is nothing more relaxing than a ride in the Florida sun, thousands of riders are injured each year as a result of collisions with motor vehicles. Many bicyclists and drivers of scooters are injured and killed as the result of the negligent operation of a car or truck. Similar to motorcycle riders, bicyclists and drivers of scooters are at a greater risk for injury following a collision because the vehicle they are riding weighs significantly less than the offending car or truck, In addition, bicyclists and drivers of scooters do not have the benefit of a steel shield to protect them during a collision. The Fort Lauderdale bicycle accident lawyers and scooter accident lawyers at Citron & Bloom understand that the resulting injuries from such an incident include broken limbs, spinal cord injuries and wrongful death. We appreciate what your family is going through and will take the patience necessary to investigate and evaluate all aspects of your claim including hiring the foremost expert witnesses to recreate the accident scene. Our firm will make every effort to aggressively fight for your rights so that you and your family are able to receive the most possible compensation. Whether the bicycle, scooter or pedestrian accident took place in Aventura, Cooper City, Sunrise, West Palm Beach or in any of Florida’s coastal cities, our team of professionals can help. If you or someone you know was involved in a bicycle accident or scooter accident, please contact the Fort Lauderdale accident lawyers at Citron & Bloom toll free at 866-GoLawyer for a NO-COST CONSULTATION TODAY. Contact Us Toll Free: 866-GoLawyer Weston Office 2893 Executive Park Drive, Suite 203 Weston, Florida 33331 Phone: 954-712-1686 Coral Springs Office 2900 University Drive Coral Springs, Florida 33065 Phone: 954-340-6060

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2012 YAMAHA TT-R110E motorcycle pictures

2012 YAMAHA TT-R110E
Motorcycle Pictures, Review, Specifications, Accident lawyers and Insurance information.

2012 YAMAHA TT-R110E
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2012 Yamaha TT-R110E Review

• Big fun for the whole family, the all-new TT-R110 begs to be ridden by everyone from bigger kids to adults.

• Pure off-road fun.

• Torquey 110cc air-cooled 4-stroke engine, 4-speed gearbox with automatic clutch and effortless starter. The only drawback? Only one family member can ride at a time. Better get a few.

• Spark your kids 2-wheel passion with a 2012 Yamaha TT-R110E! Learning is a snap with electric start, smooth power delivery and lightweight design.

• Yamaha's TT-R110E is intended for kids, but as you'll soon find out, adults can't resist jumping on it as well!

• It's no surprise, as the 4-speed, clutchless, smooth revving 110E is so simple and straightforward to ride. Electric start comes standard, as does Yamaha's legendary reliability.

IMPORTANT NOTE: Adult supervision and proper protective riding gear, including a helmet, are a must when a youngster is operating a TT-R110E.

2012 Yamaha TT-R110E Features and Benefits

KEY POINTS

• Electric Start

• Automatic Clutch

• Reliable 4-stroke Engine

• Convenient electric starter for effortless starting.

• Big fun for the whole family, the YZ-styled, four-stroke-powered TT-R110 begs to be ridden by everyone.

• A seat height of only 26.4 inches makes this one accessible to most riders, but 7.1 inches of ground clearance and great suspension at both ends means it can go places.

• Four-speed auto-clutch transmission has an easily accessible gear for nearly any terrain.

• To see the complete line of GYTR® accessories for the TT-R110E, check out the 2011 Spring Big Book.

ENGINE

• Air-cooled, 110cc, SOHC, 2-valve, 4-stroke powerplant produces smooth, reliable, novice friendly power.

• Convenient, push-button electric starting backed up by a manual kick starter too. Starting the TT-R110E could not be easier!

• Lightweight aluminum cylinder features a cast iron liner. It can be "bored out" in the event of a problem.

• Single overhead camshaft utilizing easy to adjust conventional rocker arms

• Flat top piston provides a 9.3:1 compression ratio and produces plenty of torque for easy to use power.

• Lightweight crankshaft design means fast throttle response.

Automatic cam chain adjuster reduces maintenance, extends engine life and reduces • mechanical noise.

• 16mm Mikuni carburetor ensures crisp throttle response and great fuel economy. Carburetor features nickel silver needle valve assembly and chromate treatment on the inner float bowl to counter act the negative effects of E10 (10% ethanol) fuels.

• 4-speed, semi-automatic transmission (featuring an automatic centrifugal multi plate clutch) eases the beginner into the basics of shifting, without the complications of a standard hand operated clutch.

• CDI ignition system delivers a hot, reliable spark, fast sure starts and requires no maintenance.

• Easy access washable foam air filter reduces maintenance costs.

• Lightweight, exhaust system is quiet and comes equipped with a cleanable screen-type spark arrestor to protect Mother Nature. Heat shields protect young riders from hot components. Sound levels will keep the neighbors smiling.

• Rugged steel engine protector plate for those rough trails.

CHASSIS / SUSPENSION

• "Mid size" steel "backbone-type" frame features a compact 1080mm (42.5") wheelbase for easy, agile handling with a low, confidence inspiring seat height. The perfect combination for young aspiring riders.

• Triangulated steel swingarm is both rugged and rigid.

• Leading axle 31mm hydraulic front fork offers 115mm (4.5") of wheel travel providing confidence-inspiring control over bumpy terrain.

• Die-cast aluminum upper triple clamp highlights this machine's big bike features and quality.

• Monocross single shock rear suspension offers 110mm (4.3") of wheel travel. The gas pressurized shock delivers progressive suspension performance to smooth out rough trails.

• 670mm (26.4") seat height allows most riders to put both feet firmly on the ground for added confidence.

• Flat motocross-style seat provides great rider comfortable and allows easy rider movements. The seat cover features a "gripper design" … just like our full sized YZ motocrossers.

• Front and rear drum brakes deliver strong dependable stopping power.

• Rugged steel rims fitted with knobby tires offer superb grip in the dirt.

• 3.8 litre black plastic fuel tank highlights the TT-R110E's YZ heritage.

• 180mm (7.1") of ground clearance provides lots of clearance for serious trail riding.

DETAILS

• Rugged YZ-inspired plastic body components resist damage in the event of a tip-over.

• Team Yamaha-inspired colour and graphics, plus front and side number plates create styling almost identical to Yamaha's legendary YZ motocrossers.

• Handlebar-mounted, key-operated ignition switch prevents unwanted joy rides and allows parents to control usage.

• Special sealed battery design is low-maintenance and prevents leakage even during a tip-over.

• Serrated steel folding foot pegs provide excellent grip even in wet or muddy conditions.

• Handlebar with reinforcing crossbar and protective foam pad

• Upper and lower plastic chain guards reduce chain splatter and protect young riders.

• Easy access paddle-style choke

• On/off/reserve fuel petcock

• Front and rear reflectors for added visibility

IMPORTANT NOTE: Adult supervision, a helmet and proper protective riding gear are a must when a youngster is operating a TT-R110E.

USA Specifications/Technical Details

US MSRP Price: $2,190 (Team Yamaha Blue/White) Available from August, 2011

ENGINE

Type 110cc air-cooled 4-stroke, SOHC

Bore x Stroke 51.0mm x 54.0mm

Compression Ratio 9.3:1

Fuel Delivery Mikuni® VM16

Ignition CDI

Transmission Constant-mesh 4-speed/wet, multiple disc

Final Drive Chain drive

CHASSIS

Suspension / Front Telescopic fork, coil spring/oil damper, 4.5-in travel

Suspension / Rear Swingarm Monocross®, coil spring/gas-oil damper, 4.3-in travel

Brakes / Front 95mm drum

Brakes / Rear 110mm drum

Tires / Front 2.50-14-4PR

Tires / Rear 3.00-12-4PR

DIMENSIONS

Length 61.6 in

Width 26.8 in

Height 36.3 in

Seat Height 26.4 in

Wheelbase 42.5 in

Ground Clearance 7.1 in

Fuel Capacity 1.0 gal

Wet Weight*** 158 lb

OTHER

Warranty 90 Day (Limited Factory Warranty)

Citron & Bloom, LLC citronlegal.com Bicycle / Scooter Accidents Florida bicycle accident and scooter accident lawyers handling cases in Broward, Miami-Dade, Palm Beach, Collier and Lee Counties. With the costs of gas skyrocketing, many Floridians have turned to bicycles and scooters as a means of transportation. Floridians are also using bicycles and scooters because they are environmentally friendly. Due to the increase in the popularity of these modes of transportation, bicyclists and drivers of scooters have been exposed to a significant risk of being involved in an accident when they take to the roadways. Although there is nothing more relaxing than a ride in the Florida sun, thousands of riders are injured each year as a result of collisions with motor vehicles. Many bicyclists and drivers of scooters are injured and killed as the result of the negligent operation of a car or truck. Similar to motorcycle riders, bicyclists and drivers of scooters are at a greater risk for injury following a collision because the vehicle they are riding weighs significantly less than the offending car or truck, In addition, bicyclists and drivers of scooters do not have the benefit of a steel shield to protect them during a collision. The Fort Lauderdale bicycle accident lawyers and scooter accident lawyers at Citron & Bloom understand that the resulting injuries from such an incident include broken limbs, spinal cord injuries and wrongful death. We appreciate what your family is going through and will take the patience necessary to investigate and evaluate all aspects of your claim including hiring the foremost expert witnesses to recreate the accident scene. Our firm will make every effort to aggressively fight for your rights so that you and your family are able to receive the most possible compensation. Whether the bicycle, scooter or pedestrian accident took place in Aventura, Cooper City, Sunrise, West Palm Beach or in any of Florida’s coastal cities, our team of professionals can help. If you or someone you know was involved in a bicycle accident or scooter accident, please contact the Fort Lauderdale accident lawyers at Citron & Bloom toll free at 866-GoLawyer for a NO-COST CONSULTATION TODAY. Contact Us Toll Free: 866-GoLawyer Weston Office 2893 Executive Park Drive, Suite 203 Weston, Florida 33331 Phone: 954-712-1686 Coral Springs Office 2900 University Drive Coral Springs, Florida 33065 Phone: 954-340-6060

Motorcycle Pictures, Review, Specifications, Accident lawyers and Insurance information.

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