Motorcycle Sport & Leisure

VYRUS VARIABLES: Back to the Future

Rimini-born Vyrus virtuoso Ascanio Rodorigo has lived and worked all his life in the motorcycling hotbed of the Riviera Adriatica, beginning as a 20-year old wrench for the local Bimota factory race team in 1973 under the aegis of his idol, Massimo Tamburini. After Tamburini’s departure, Bimota without him suffered one of its periodic financial crisis, and stopped racing - and although Massimo’s replacement Federico Martini soon righted matters commercially by creating the firm’s best-selling debut Ducati-powered bike, the DB1, after a spell on the production line building customer bikes, Ascanio was perhaps ironically long gone by the time Martini built the first-ever Honda V4-powered Tesi prototype in 1985, a hub-centre design which was the Mech.E thesis (hence the name) of his young assistant fresh out of university, Pierluigi Marconi.

“I learnt a lot building customer bikes for Bimota, but it was so repetitive I had to leave before I got bored,” admits Ascanio, who on January 1, 1985 opened his own company under the ARP name on the other side of Rimini, a small but soon well-regarded workshop producing special parts for race or road, as well as a variety of special sportbike frames. “My passion has always been to build prototypes and one-off concepts,” says the machine-room Picasso, who also became recognised as the man to visit if you had an unusual bike, and especially a racer, that needed work done. “Our team at ARP was very adaptable and could work very fast in making one-off parts or complete bikes - we were like a mouse compared to the elephant that even bigger companies’ own development departments were, by comparison. I worked on quite a few Tesis, but we were always having problems with them which it seemed impossible to resolve, but I had an Australian friend, Matthew Casey, who worked for Bimota in the 1990s, and he has four of them! He was always telling me to make a Tesi the way I wanted to - ‘It’s your kind of motorcycle - just go and do it!’ he kept telling me - so, eventually in September 2002, I decided to do so!”

ARP already had some pretty effective after-hours helpers, not least a certain Dervis Macrelli, the frame-making wizard who’s worked with Tamburini putting his ideas into metal ever since the early Bimota days, and who got into the habit of stopping by the shop after clocking off at CRC, to help create what became known as the Vyrus. Where’d that somewhat, er, negative-sounding name come from, then?! “When considering how the first prototype should be, we decided to build a showbike to display at the Padova Show the following January, which is the mecca for anyone doing something special on two wheels in Italy,” explains Ascanio. “It was a real challenge that meant we worked day and night for three months. One night at 3am I was washing my hands free of powder after working on the body styling - we didn’t have 3D computer modelling, we did everything by hand according to a rough drawing, just by eye. My friend Mauro working with me was a builder during the day, and he kept trying to persuade me to go to bed - so he could too, I guess! But I wanted to get the body finished - then when we’d done so I suddenly realised we hadn’t got a name for the bike. We couldn’t call it Tesi, because that was Bimota’s name - but then Mauro told me, we must call it Vyrus, but with a ‘y’ not an ‘i’, because this is not like the one before, a virus that is in every computer and maybe in us, too, to be so crazy working here at 3am to build a motorcycle. So, that’s when ARP became Vyrus!”

That first Vyrus 984 duly made its debut at the Padova Show in January 2003, powered by a tuned desmodue 900SS Ducati motor of the kind ARP had been racing with success in SuperTwins events - hence the model designation, which was the cubic capacity of the engine. “We knew this engine very well from racing it, so it had no secrets from us,” states Ascanio. “If we were to concentrate on trying to make this high tech chassis design work properly, we had to not worry at all about the engine - so that’s why we chose the desmodue. It was a known quantity.” But the proprietor of the new Vyrus company admits to being completely unprepared for the rapturous reception his new bike received. “We had literally hundreds of enquiries to make production versions of our prototype, which we were quite unprepared to do,” he says. “But I realised we had now to turn the prototype into a customer version we could manufacture in series in small batches, always by hand, but in some kind of volume. We had to get the bike homologated first, though, which in fact was a fascinating experience I enjoyed very much, producing the lightest twin-cylinder sportbike in the marketplace, though always completely streetlegal - but finally we succeeded.”

After an intensive development process on the racetrack, during which the Vyrus 984 ProTwins racer became a regular visitor to the rostrum in European twin-cylinder racing in the hands of Gianluca Villa, nephew of four-time world champion Walter, the first fully homologated Vyrus streetbike met its happy customer in January 2003, since when a total of 70 such bikes have been constructed, 25 of them marketed in a neat squaring of the circle under the Tesi 2D tag by the born-again Bimota company through their dealers around the world - including two bikes sold in Russia, and ten to Japan. With production up and running of this desmodue version, delivering 77 bhp in a bike weighing 154 kg. in homologated streetlegal form, Rodorigo turned his attention to a Superbike version powered by Ducati’s 104-bore 999cc Testastretta motor, to create a modern version of the original Tesi which inspired the whole design.

After a strung-out development path beginning back in 2004 (“We are only five people, and demand for the 984 is so constant, we couldn’t spare the time to pay attention to the new bike,” shrugs Ascanio), the first 985 appeared at the start of this year, and was promptly sold to Russia! Since then, two more 4V bikes have been built, of which the test machine was the first Vyrus to cross the Atlantic to head up a U.S. sales drive.

The dramatic modernist styling of the Vyrus 985 is the work of Ascanio himself, with close help from ex-Ducati designer Sam Matthews, formerly Pierre Terblanche’s right hand, but now working for Citroen in Paris. “We did this at long distance, with Sam making CAD drawings and me interpreting them into a full-size clay model, then e-mailing him photos of the result,” says Rodorigo. A copy of the finished article can be yours in the colour of your choice 60 days after placing an order for Euro 54,750 inclusive of tax in Italy (Euro 33,750 for the desmodue 984, with the key in your hand and a 10-day delivery time), with full EU homologation. A fully-faired option will be available later, at additional cost.

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