[New motorcycle model Test Ride] 2-stroke that clears the latest exhaust gas regulations! 85ps from 250cc "Vins Duecinquanta" 9.9 Million Yen Public Road Impression

A technician specializing in carbon and aluminum machined parts harbored a grand dream: to build a machine with an entirely original engine and frame, much like the Britten. Furthermore, this machine would be powered by a two-stroke engine, a technology now largely discontinued, and designed not as a competition model, but as a street-legal machine compliant with Euro 5+ regulations! The result of this endeavor, the "VINS," has finally arrived in Japan.

●Photos: Hiroyuki Ogawa

What is the "VINS," with its original engine and chassis?

The VINS has finally arrived! If you're reading this article with excitement, you're likely a true enthusiast. For the general public, however, this is likely an unfamiliar manufacturer.

VINS is a company led by its representative, Vincenzo Mattia, who is responsible for the chassis and engine design, along with Nicola Trentani and Giuseppe Evangelista. Their primary business is the production of carbon parts for four-wheeled vehicles.

Representative Vincenzo began developing original machines in a small garage in 2013 while working at Ferrari. This project became more serious in 2014 when Nicola and Giuseppe joined. The V-twin engine, which forms the basis of the current VINS, took shape, and the chassis shifted from being based on the Cagiva Mito to a completely original design. In 2017, VINS was established, and the project officially launched.

Vincenzo worked in Ferrari's Formula 1 department, not on production cars, giving him expertise in carbon parts and aluminum machining, as well as extensive knowledge of aerodynamics. VINS currently possesses various machinery capable of producing these parts, enabling them to manufacture genuine carbon components for brands like Aston Martin, Alfa Romeo, and Abarth. This stable operation allows them to dedicate themselves to motorcycle production, which can be considered a passion project.

The core of VINS, a 250cc V-twin two-stroke engine, was actually completed several years ago and was supplied to a British manufacturer called Langen. Unlike VINS's signature carbon monocoque frame, the Langen features an aluminum pipe frame and achieved a limited production run of 100 units. The time required to produce these 100 engines caused delays in the delivery of the VINS's own model. The VINS "Duecinquanta" is now finally ready to hit the road. The chassis price is 9.9 million yen (tax included), handled by the Japanese distributor, Motorists.

VINS DUECINQUANTA

VINS DUECINQUANTA

VINS DUECINQUANTA

A Two-Stroke for Enjoying on Public Roads

VINS is the company name, and the model introduced here is the "Duecinquanta," meaning 250 in Italian. While the engine would undoubtedly be impressive even in Langen's frame, VINS intended to showcase its vision with the Duecinquanta, featuring a carbon monocoque frame, a lightweight Hossack-type front suspension, and a floating rear suspension – a culmination of their unique philosophy and technical expertise. This is not a racing machine, but a model designed for motorcycle enthusiasts to enjoy legally and exhilaratingly on public roads.

This is the "Langen 2-Stroke" with the same engine. The dry weight is an incredibly light 119kg. Although 100 units have already been produced, they were priced at 8 million yen when sold by Motorists.

The V-twin engine, also used in the Langen, benchmarks the Rotax 258 engine that powered Aprilia's 250cc GP machines in the late GP250 era. While the initial specification produced around 75 hp, it has been refined to 83 hp for the production version. The V-twin is mounted facing forward, with the intake positioned to directly feed fresh air into the V-bank. The throttle utilizes a guillotine-style valve that closes from both sides, followed by reed valves. Although there is a throttle cable, it is electronically controlled at the throttle valve, allowing for precise control for drivability and emissions compliance.

The injector is integrated with the reed valve, and fuel is injected from the center of the reed valve, ensuring that only intake air passes through the reed valve. The two-stroke oil is supplied via a separate lubrication system with four electronically controlled oil pumps, feeding through dedicated passages (two per cylinder) near the reed valves. The oil tank is integrated almost seamlessly next to the radiator, stabilizing the oil's temperature and viscosity. By managing fuel, air, and oil separately, VINS achieves high power output while complying with the latest regulations. Furthermore, it realizes excellent oil consumption (approximately 8500 km/L) and fuel efficiency, significantly contributing to regulatory compliance.

The V-twin engine features a two-crankshaft design with simultaneous firing. The upper cylinder rotates forward, and the lower cylinder rotates backward, both connected by gears to fire simultaneously. This design cancels out vibrations, eliminating the need for a balancer. The dual-crankshaft setup also allows for a slimmer engine, reducing frontal area and increasing lean angle, a configuration commonly used in racing two-stroke machines, though less common in production bikes.

For exhaust, the rear of the frame is largely hollowed out to allow the exhaust chamber, particularly from the upper cylinder, to exit as straight as possible. The rear suspension is mounted transversely. In the production model, VINS's original cylinders feature a three-bolt mounting structure for the exhaust port studs (up from two), enhancing sealing for more stable performance and reliability.

The VINS original dual-crankshaft, 90-degree V-twin achieves a displacement of 249.5cc from a bore and stroke of 54mm x 54.5mm. With zero primary vibration, no balancer is fitted. The test bike uses the cylinder and bell-shaped exhaust device from the Yamaha YZ125 as-is, but the production version is planned to feature VINS original cylinders with Cosworth pistons and Honda RC valve-type exhaust devices.

The crankcase is machined, and the transmission is a VINS original cassette type. Note the narrow engine width, characteristic of the dual-crankshaft design.

The VINS original FI features one injector per cylinder upstream of the reed valve, with two sets of guillotine-type throttle valves (small photo top left) controlling intake volume.

The throttle system is located in the center of the engine's V-bank, directing air taken from the front of the chassis directly into the crankcase. The layout visually conveys its efficiency. The frame, as well as the engine, features swingarm pivot points.

The water pump is electric (black component in the center). The battery is housed in the carbon case below it, and the engine starts with a starter motor. The US PE-made ECU manages the electronic controls for FI and oil supply.

The test ride was conducted using a pre-mix fuel, but the advanced oil supply system, which achieves incredible oil economy and complies with Euro 5 through electronically controlled Delorto oil pumps, is a key feature. The two oil tanks are located on either side of the radiator, optimally controlling oil viscosity and temperature.

Another crucial aspect for performance and regulatory compliance was cooling capacity. The radiator is positioned above the engine, but its capacity is surprisingly small. However, the near-hollow carbon frame efficiently channels airflow through it. The frame connects the Hossack front fork and the pivot points, with thicker sections where strength is needed and extremely thin sections elsewhere. The engine mounts are only at two points: the pivot and the connection to the Hossack fork.

Cooling air enters through a large intake at the front of the fairing, directly hitting the radiator and then exiting towards the rear. The rear of the frame is designed to create negative pressure, ensuring high airflow velocity through the radiator and efficient heat dissipation. Viewed from the side, the airflow management is reminiscent of exhaust chambers or jet engines, skillfully controlling air within a confined space. The company states that they were heavily influenced by the design of catamarans used in the America's Cup, and indeed, this approach differs significantly from conventional motorcycles.

The monocoque frame is made of dry carbon, using materials and techniques from competitive yachting. The front suspension is Hossack type, and the rear shock is a transverse, dual-acting type inspired by Formula 1 cars. Not only the engine but also the chassis is a masterpiece of originality.

The carbon monocoque frame incorporates aluminum structural members at the front, which mount the upper and lower arms of the front fork.

Component layout within the frame. The radiator (green) is positioned to receive direct cooling air from the front duct. Behind it is a 10L resin fuel tank. Note the straight layout of the exhaust chamber.

The straight intake and exhaust layout is clearly visible when stripped down. The blue and pink color scheme is an homage to the Britten, a legendary, completely original racer built by a private individual in New Zealand, which Vincenzo Mattia, the founder of VINS, deeply respects. Permission to use the colors was obtained from John Britten's family.

The duct spanning the full width of the front fairing is for directing air to the radiator. The vertically stacked projector headlights feature low beams below and high beams above.

The Test Ride Unit is a Running Prototype

By now, even readers unfamiliar with VINS should have a general understanding of this motorcycle's origins. Before diving into the ride impressions, let's briefly review the specifications.

While the engine is stated to produce up to 83 hp, the unit available for testing is a running prototype with a 75 hp specification. Although reliability has been ensured through extensive testing, the rev limiter is set at 10,000 rpm for 1st and 2nd gears, allowing the full 12,300 rpm limit in 3rd gear and above. To account for differences in temperature and atmospheric pressure between Europe and Japan, where testing has been conducted, the test unit was run on a 50:1 pre-mix fuel mixture, with the advanced electronically controlled separate lubrication system disabled.

The official weight is 105 kg. With its carbon monocoque frame, swingarm, front fork, and wheels all made of carbon, its lightness is exceptional. However, as a running prototype, this unit is equipped with various sensors and logging equipment, bringing its fully operational weight to 122 kg.

The transmission is a cassette-type 6-speed with a reverse shift pattern. The chain is a 415-size, seal-less chain, similar to Moto3. The brakes are from J.Juan, but the production version will feature Brembo components. Furthermore, due to the completely handmade nature of the bike, VINS is flexible in accommodating specific customer requests and settings for other details.

The front and rear carbon wheels are from BST, South Africa. The braking components are from J.Juan of Spain, but these are scheduled to be changed to Brembo components for the production model. Tire sizes are 120/70ZR17 front and 150/60ZR17 rear; the test unit is equipped with Michelin Power Cup EVO tires.

The swingarm, with its gentle curve on the right side, is also made of carbon. The exhaust chamber body is made of steel, with attractive weld marks from the segmented construction.

The upper chamber fits snugly into the tail cowl. The production version will include a catalytic converter for emissions compliance, but this test unit, having been registered once in Italy, is exempt from catalyst requirements. ABS is also not equipped, so new registrations will include a basic ABS system.

250cc with Fuel Injection and Simultaneous Firing Two-Stroke Engine

The bike is incredibly light when pushing it, not only due to its low overall weight but also the mass centralization and features like the absence of dust seals on the wheel bearings and the use of a thin, seal-less chain, which are reminiscent of competition models. Combined with the limited steering lock (15° each side on the current unit, with 30° planned for production), it feels very much like a racer rather than a production bike.

When you sit on it, the riding position feels quite high. It makes you realize that Japanese two-stroke sports bikes disappeared before this kind of chassis configuration became common. Japanese two-strokes typically had low seats and compact 90s riding positions. In contrast, the Duecinquanta has a high seat and low handlebars, similar to modern supersport models, making it feel larger overall than its 90s predecessors. Initially, riding a two-stroke with such a modern riding position felt unusual.

The seat is high, and the handlebars are low and wide, resulting in a sporty, forward-leaning riding position. However, the bike is extremely narrow, allowing the rider to place their feet straight down, so the riding position isn't as uncomfortable as it might seem. (Rider: Editor Matsuda, 170cm, 70kg)

Despite its lightness, starting is easy with the electric starter, and the engine fires up readily. It idles with a popping exhaust note, suggesting high compression. Engaging the clutch reveals some friction in the low-speed handling, particularly noticeable during U-turns, requiring a conscious effort to turn the handlebars. However, once moving, this sensation disappears, and the handling becomes smooth.

The front and rear suspension, with their unique configurations, feel surprisingly normal. Despite the rider's high seating position, the bike doesn't lean excessively and oversteer, nor does it feel reluctant to turn; it's remarkably neutral. If anything, when pushing harder and wanting to utilize the front end more aggressively, there were moments where more feedback from the front was desired. The sense of the front tire firmly gripping the road or pressing into the surface was sometimes lacking, leading some riders to consider lowering tire pressure or switching to a more compliant tire model.

The Duecinquanta, with its unique chassis configuration, handles neutrally once you start riding, with minimal sense of strangeness.

However, to enjoy this bike, I discovered it's best to shift my weight back slightly. The rear suspension movement is predictable, and even when riding centered around the rear tire, cornering performance is not compromised. After riding for a while, I began to think that despite its high riding position and racing heritage, it might actually be a surprisingly friendly and forgiving machine.

The Hossack front fork, chosen for its lightness and aerodynamic benefits, might offer a more compliant ride than a sporty one, similar to BMW's Telelever. Considering BMW moved away from the Telelever for its sport models, the Hossack might be an unusual choice for modern sportbikes, but perhaps it's precisely this system that provides its forgiving nature. Of course, the challenge of using a Hossack fork itself holds significance.

The aim of the Hossack front suspension is to separate steering and shock absorption functions, overcoming the structural weaknesses of telescopic forks. Structurally, it resembles a four-wheel double-wishbone suspension, with upper and lower arms supporting the fork. Theoretically, the suspension does not compress during braking, allowing it to maintain road tracking and shock absorption capabilities even under full braking.

Diagram of the Duecinquanta's Hossack front fork. The top and bottom arms are fixed to the chassis, and only the fork section, labeled "Fork shafts," steers left and right.

The rear suspension configuration is also a distinctive feature of the Duecinquanta. The transverse Maxton shock unit is pushed from both sides.

Diagram of operation. The triangular link (fixed to the chassis), which receives the up-and-down motion of the swingarm, pushes the shock unit from both sides via leverage. This offers advantages such as greater freedom in exhaust chamber layout and weight reduction by eliminating the need for a structure to absorb shocks directly into the frame. Could this be an evolution of Honda's Unit Pro-Link or Suzuki's Full Floater?

A Powerful Simultaneous Firing 250cc Engine That Feels Larger Than Its Displacement

The engine delivers strong torque right from just above idle. The simultaneous firing seems to be effective, providing powerful thrust with each combustion, and a dramatic, staccato explosion suggestive of high compression. From around 4000 rpm, it becomes genuinely powerful, offering a reassuring performance that feels like it has more than 250cc displacement. The real surge of power begins above 8000 rpm, but unlike the sudden release of power typical of two-strokes, it feels more linear, with power increasing steadily.

However, above 8000 rpm, the vibrations become quite intense. While the counter-rotating cranks are designed to cancel out vibrations, the engine's vibrations seem to resonate and amplify within the monocoque frame, making sustained riding above 8000 rpm quite demanding. In this range, the throttle response is also sensitive, requiring clutch slippage to mitigate abruptness.

If you rev it to the redline in third gear, it is indeed fast. However, understanding the strong mid-range torque characteristics, you realize it can be ridden smoothly without excessive revving. Even in higher gears, opening the throttle more allows for sporty riding, utilizing the torque. The powerband isn't abrupt, and in higher gears, the throttle response is less of an issue. It can be enjoyed at a relaxed pace without needing to be overly focused.

Just as I began to think, "It's surprisingly gentle," this feeling resonated with the impression received from the chassis. Similar to the forgiving frame and suspension, the engine, despite being a two-stroke, can be ridden elegantly using its rich mid-range torque without constantly staying in the powerband. These two characteristics intertwine, suggesting that the Duecinquanta offers a modern interpretation of a street-legal two-stroke sportbike.

The strong low-to-mid range torque allows for decent performance without needing to rev the engine to its limit. This is another unique characteristic of the Duecinquanta.

The Duecinquanta transmits a consistent, hard vibration across its entire range, but the vibration above 8000 rpm is quite intense. It is directly transmitted to the low-set, wide-angled (and adjustable) handlebars.

The instrument panel is a color LCD type, displaying speed, voltage, outside temperature, throttle opening, and more. The bar-style tachometer starts at 6000 rpm!

Upon powering on, the VINS animation first appears on the instrument panel.

The seat cushion is made of honeycomb-structured silicone gel, but the seating feel is firm and the surface is flat.

Comparing with the NSR Reveals a 30-Year Gap

For comparison, we brought a Honda NSR250R (MC21 model) to the test ride event. While it's debatable whether these two bikes can be directly compared, I'll share my impressions of the differences.

The comparison bike is a 1992 MC21 NSR250R. While the engine is stock, it features an aftermarket exhaust and produces approximately 63 hp (crankshaft) on a dynamometer. Honda's official specifications are 45 hp and a curb weight of 151 kg.

Riding the NSR after the Duecinquanta felt like experiencing an "industrial product." All operations were smooth, with minimal vibration. The engine start, throttle response, and overall running were all seamless, giving the impression that it could be ridden without needing overly careful handling. While few would commute or go on long tours with the Duecinquanta, the NSR seems capable of handling such situations. The Duecinquanta targets a niche premium market, whereas the NSR is essentially a versatile, mass-market motorcycle.

The NSR's chassis is overwhelmingly more compact. The seat is low, and the handlebars are close. As you can see in the photos, at 185cm tall, I felt quite cramped. The low seat height, bringing the rider closer to the road, strongly emphasizes the 90s riding dynamics. Unlike modern bikes with high centers of gravity that lean quickly, the NSR offers a sensation of changing direction by rolling the bike from a low position, making it feel like an NSR50 (N-Chibi) after switching from the Duecinquanta. Neither characteristic is inherently better, but it highlights how chassis design philosophy has changed over 30 years, even with the adoption of a two-stroke V-twin engine.

The NSR's compact riding position with its low seat (Honda's official figure is 770mm) feels cramped for Noah, who is 185cm tall, highlighting the 30-year difference. (Rider: Noah, 185cm)

Compared to the NSR, the Duecinquanta offers a natural riding position even for someone 185cm tall. Its wheelbase is 1380mm, 40mm longer than the MC21 NSR's (1340mm).

The NSR's engine also boasts low friction, which is a significant advantage. When shifting gears to maintain the powerband, the tachometer needle jumps precisely with throttle inputs. Even within the powerband, vibrations are minimal, and the fun lies in keeping the engine within that optimal range. However, the difference in power delivery before and after entering the powerband is substantial, making it essential to stay within the powerband for fast riding. Unlike the Duecinquanta, where you can ride lazily in higher gears, the NSR can bog down if not kept in the right gear.

However, the engine characteristics are simply a reflection of each bike's intended purpose. While the NSR, as an industrial product, was designed to decisively defeat rivals on the track, the Duecinquanta has no rivals and is built for enjoyable riding on public roads. Considering the distinct personalities of the two bikes, this difference is quite apparent.

If Honda were to build an NSR today with complete freedom, without the need for track performance, perhaps it would feature a flatter, more torque-rich characteristic similar to the Duecinquanta.

One area where the 30 years of evolution is evident is the gearbox. While the NSR is undoubtedly a legendary machine, the feel of its transmission clearly reflects its 30-year-old design. In contrast, the Duecinquanta's cassette-type transmission is incredibly precise, allowing for quick and crisp shifts with short throws. There were no missed shifts or false neutrals, and this positive impression was further enhanced when compared to the NSR.

While comparing the two bikes directly might seem inappropriate, test riding these two two-stroke V-twins from different eras simultaneously was an intriguing experience.

The Difficulty of "Making It Now"

We were repeatedly told at the test ride event that developing an engine from scratch is incredibly difficult, especially for an individual. This is evident when observing how manufacturers tend to use existing engines for extended periods or adapt them for multiple models.

In the past, in pre-war Britain and post-war Japan, small workshops and manufacturers produced a variety of engines based on their own ideas. Similarly, individuals like Britten, whom VINS respects, built engines on a personal level. However, this was before the existence of stringent environmental regulations, and many engines from that era were essentially extensions of earlier internal combustion engine technology. Britten's focus on competition vehicles also meant fewer constraints.

VINS, on the other hand, is attempting to create a street-legal two-stroke motorcycle that complies with the extremely strict Euro 5+ environmental regulations. This is an exceptionally challenging endeavor, even within the context of "difficult engine development," and their ambition deserves recognition.

We welcome the start of deliveries, but it seems VINS has no intention of stopping here. They aspire to compete in the Isle of Man TT race in the future and have plans for other engine configurations, which is exciting. The Duecinquanta, an art piece created by a single engineer, has reached its starting line in 2026. We look forward to seeing what legends it will forge.

On the right is Vincenzo Mattia, representative of VINS, responsible for engine and chassis design. In the center is Nicola Trentani, in charge of the overall chassis. Giuseppe Evangelista on the left handles overall operations for VINS. The realization of this domestic test ride was also significantly influenced by the personal connection between Vincenzo and Hideyasu Noguchi, representative of Motorists, the Japanese importer.

VINS DUECINQUANTA - Key Specifications

・Wheelbase: 1,380mm
・Seat height: -
・Dry weight: 112kg (without fuel)
・Engine: Water-cooled, 2-stroke, crankcase reed valve, V-twin, 249.5cc
・Bore x Stroke: 54mm x 54.5mm
・Compression ratio: 13.5
・Max. Power: 83 HP @ 11,700 rpm (75 HP for street version)
・Max. Torque: -
・Fuel System: Low-pressure semi-direct injection (port injection)
・Fuel Tank Capacity: 10L
・Transmission: Constant mesh 6-speed return (cassette type; gear ratios customizable)
・Chassis: Carbon fiber monocoque
・Front Suspension: Hossack type (anti-dive / variable caster angle)
・Rear Suspension: Dual-acting, transverse fully adjustable
・Brakes (F/R): Double disc (300mm) / Single disc (220mm)
・Tire Size (F/R): 120/70ZR17 / 150/60ZR17
・Top Speed: 210 km/h (with standard gearing)
・0-100 km/h Acceleration: 3.8 seconds (with standard gearing)
・Fuel Economy: 16 km/L (WMTC Standard 3-mode)
・Retail Price: 9,900,000 yen (tax included) *Contact Motorists for details

Motorists: https://motorists.jp/

The slimness of the Duecinquanta, not reflected in the specifications, is noteworthy. The rear end of the tank (actually the frame) is only as wide as can be gripped by one hand.

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