MCADXmag

In the beginning was the wheel, and the wheel was too heavy. And the Children of Hailwood, Roberts and Schwantz said, “Let it be lighter!” And the gods of manufacturing saw that it would be profitable, and they said unto the children, “Start saving your allowance.” The performance benefits resulting from making motorcycle wheels lighter in weight have been well documented. To briefly summarize: removing a single pound of weight from the rotating, gyroscopic rim of a motorcycle is roughly equivalent to stripping six pounds from the suspended mass of the bike. Therefore, if you were to splash the cash for a set of aftermarket wheels weighing ten pounds less than a stock pair, it would feel as if you removed sixty pounds from the bike itself. Measurable improvements would be realized in all inertia-related performance categories– stopping, accelerating, and flicking the bike from vertical to full lean. Your investment might also yield impressive gains in rider confidence, as well as enhanced street/track ‘cred’, but at a cost that has kept the majority of riders considering other, less expensive modifications.

The economic barrier separating performance enthusiasts of modest means from handling heaven seemed about to crumble, when in March of 2007, this advertisement appeared in a couple of motorcycle print magazines. The ad depicted attractive magnesium wheels purported to be both lighter and stronger than the competition. More strikingly, it promised these American-made wheels would cost only $1098 per pair, which was between $600 and $1600 less than the top-end forged magnesium wheels on the market.

The announcement generated an instantaneous, explosive response in the Internet-connected sport bike community. Speculation raged, fuelled by the appearance of a press release revealing intriguing details about these thixomolded, multi-piece wheels from the heretofore unknown Durrani Racing Components Company.
[BREAK=Wheel to Wheel - Comparing the Choices]

How did the claims of the new Durrani 510 (so named for the five spokes splitting into ten) stack up against the existing offerings from established wheel companies with long-proven manufacturing processes? Let’s compare:

Carbon-fiber wheels feature dramatic looks, exclusivity, and weight savings of about 12 pounds per set compared with stock Suzuki cast aluminum wheels. They list for about $3400 per pair, which may not buy you the approval of your local racing organization, but on Bike Night? That’s quite another story.

Cast magnesium wheels are made by pouring molten alloy into sand or compression molds. The cooled casting requires costly post-secondary machining to trim away the extra ‘machine stock’ to its desired ‘net shape’. The strength of the metal is compromised a bit by the porosity inherent in this process, but they tip the scales about 7 pounds lighter than stock, and cost around $1800.

Forged magnesium wheels are slightly heavier than carbon fiber, but they leave your wallet slightly heavier as well. Large billets of magnesium are compressed in a lone WWII era 18,000 ton press located in Russia. These ‘blanks’ are squeezed into shape by the terrific forces of the press, eliminating virtually all porosity and making them fantastically strong. This allows for a minimum of material to be used in the finished design compared with cast wheels, hence the weight savings. About 45% of the original ‘blank’ must be removed in a lengthy machining process, adding greatly to the finished cost. These unfinished wheels are shipped from Russia to the official EU ‘country of origin’ for finishing and packaging. This includes incomprehensible installation instructions, contradictory warnings, and other distinctive aspects of Italian character. Your $2700 will save more than 9 pounds compared to a stock pair, character included.

Of the many aluminum hoops available in the aftermarket, only those that are forged will be likely to produce weight savings or performance benefits. They typically save between 4 and 5 pounds from stock at a cost of $1500-1700.

This is the reason the mere announcement of the elusive Durrani 510s represented such a resounding shot across the bow of the industry. Consider: Marvic cast magnesium wheels weigh in at 7.28 pounds less than those on a stock Suzuki, at a cost of $1800. That’s $250 per pound saved. The beautiful OZ forged aluminum rims are 3.28 pounds lighter than stock and cost $1600, for a decidedly less attractive $487 per pound saved. The weight savings/cost value of the various types of wheels listed above averages $350 per pound.

By contrast, the Durranis claimed to be nearly thirteen pounds lighter than stock and were to cost about $100 less than new replacement Suzuki wheels! Thirteen fewer pounds divided by $1098 is $86 per pound of weight savings, if you’re keeping score at home. But those savings were theoretical, if not abstract, in March of 2007 as Durrani Racing was ramping up to actually produce the wheels.
[BREAK=Within a short time...]
Within a very short time, hundreds of people willing to take a chance on the innovative -but as yet unproven- hoops pre-ordered them. The understanding with Durrani Racing was that their credit cards would not actually be charged until just before their wheels were to be built. While enthusiasts who were less willing to gamble on an intangible product waited hopefully on the sidelines, those of a more skeptical nature began to assert their doubts.

The pioneering consumers who had put their money on the line were told they might expect to receive their wheels as early as June of 2007, so in late April, when charges began to appear on their credit cards, they presumed the UPS wheelmen would soon be on the way. However, to their disappointment and increasing concern, no wheels were shipped. Durrani Racing Components contacted each customer, citing delays due to unforeseen manufacturing process issues and asking for patience while these issues were resolved. As the summer passed, delays persisted and shipping dates were repeatedly postponed. The discussion on Internet forums devolved into a clatter of full-blown suspicion, ridicule, and accusation. Many customers began to ask for their money back, and despite the jeering predictions of many, all who asked for refunds eventually had their money returned.

As of today, there is only one Durrani Racing 510 that has actually turned in anger on the street, and it is bolted to the forks of the Ducati Monster S4 belonging to the controversial founder of the company, Sheryar Durrani.


I have had two opportunities to interview Mr. Durrani at length. The first occasion was during the optimistic and heady period in April of 2007, when he was just setting up his production facility amidst a maelstrom of orders and speculation. The second was in January of 2008, after the first version of the wheels proved to be much too difficult and expensive to produce.

Having scrapped the problematic elements of his first design, Durrani is now readying version 2.0. Whatever his critics have surmised about his integrity or intentions, he has not run away with anyone’s money, nor has he abandoned his project. He admits to making serious mistakes in process and judgment, and is in some ways a humbled man from the jubilant, almost grandiose entrepreneur with whom I spoke in 2007.

In the eventful months between our conversations it is clear that many things have changed at Durrani Racing Components, but the tenacious determination and singular vision of Sheryar Durrani remains intact.
In January of 2008, he told me in uncharacteristically blunt language:

“This is not one of those things where I go down in flames or die trying. Bullshit. I don’t die for this. This is really real, and will work; and if the rest of the world doesn’t get it, I am going to fucking prove it to them- and I have enough ego and steam to make that happen.”


Part 2 - Invention and Inventor
Part 3 - Wheels Going Off the Track
Part 4 - Durrani Looks Back
Part 5- Durrani Looks Ahead.

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SheepOfBlue

I read some of the comments on WERA and what a bunch of hens. It was like listening to a dozen 13 year old girls Yes I am doubtful, but I think the article clarified some things. Also being an engineer that has worked on things that don't exist and/or no one was even sure could be done I think I had a better understanding of him after the article.

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