So, how did we package such a small V8 into a motorbike? Most car V8’s, the ones you associate with ‘American muscle cars’ are a simple crossplane crankshaft design, which gives the typical ‘chevy v8′ burble, due to it’s uneven exhaust pulses. They are also much heavier and bulky by design. True light weight race bred V8’s generally have a flatplane crankshaft, which gives perfectly even exhaust pulses – like a Ferrari V8. Flatplane V8’s can rev much higher and easier (often double that of your typical burbly Chevy V8), meaning more HP from less cc (torque x rpm)/5252 = HP. Flatplane V8’s don’t burble, they scream, like an F1 car or Ferrari (also flatplane V8). A flatplane V8 is a more freely revving engine which is lighter, smaller and better primary balanced. But we didn’t stop there. To make it sound really great, the bike is fitted with eight independent throttle bodies with tuned trumpet lengths to give the best possible airflow and throttle response, which is essential for a highly responsive motorbike.

The project has been 4 years in the making so far, with lots of challenges encountered along the way, far more than any of the team had thought. Everything on the bike had to be designed and made from scratch, especially with such extreme levels of ‘every day’ power. The gearbox has taken over 2 years of designing and is now fully built, dyno tested and fitted. (and patent pending.) It is a very small compact gearbox offering 6 speeds, swappable primary gears like a GP race bike, counteracts gyroscopic inertia, and features a very rare concentric swingarm design causing no chain tension problems, as proven on the world record MADMAX Turbine bike. This allows a smaller 530 chain to be used and not a far heavier 630 chain that would cause more HP loss and friction.