The engine is understandably the thing that first draws attention to the Aurora V8. But there is a lot more to this motorcycle than raw power.

An engine capable of delivering over 300 kilowatts cannot be simply grafted into a conventional motorcycle frame. Performance at that level demands engineering and technical innovation at the same level and well beyond the requirements of conventional motorcycles.

Leading edge chassis and suspension design coupled with the ultimate in engine control technology and component specification mean that the Hellfire V8, despite its incredible power, is a bike that can be ridden on normal roads by any suitably experienced rider.

Most other high performance motorcycles are still being fitted with conventional telescopic forks which are simply no match for the dual wishbone system used on the Hellfire V8.

The Aurora design is a variation on the original format invented by renowned engineer and inventor, Norman Hossack. 

The system provides stability, road holding and steering precision far beyond conventional forks and the Aurora version has Norman’s personal stamp of approval.

The one piece carbon fibre upright and precision billet alloy mechanism coupled with an Ohlins electronic variable suspension unit provide extremely low unsprung weight with built in anti-dive characteristics and compression / rebound damping electronically selectable “on the fly”.

The rear suspension is also a multi-link system which easily out-performs the primitive "swing arm" systems found on almost all other motorcycles.

In the same way that the front suspension has in-built anti-dive characteristics under hard braking, the rear suspension design has built in anti-squat characteristics that provide advanced stability and improved traction under hard acceleration.

The Aurora’s rear damping mechanism is a unique design featuring a transversely mounted "floating" Ohlins electronically variable damper of the same type fitted to the front suspension and actuated by dual rising rate pivots. Programmable compression and rebound settings are also provided for the rear damper.

Engine control, electronics and instrumentation are by Motec - the choice of race teams all over the world. 

The new M1 series engine control module and C127 data and display module are without equal in terms of precision, function and flexibility.

The awesome engine itself is bristling with innovation and is the culmination of years of development and testing under race conditions in a number of different formats.  It is naturally aspirated - no supercharger, no turbocharger and no need for either of them.  The power and torque it delivers is not only far superior to any other serious large capacity motorcycle, it is delivered in a way that is progressive and useable without the need for extreme engine speeds or induction boost (super-charging) , both of which have significant long-term down-sides.

Each cylinder bank has twin over-head camshafts with four valves per cylinder.  The cylinder walls are nickel-silicon plated for maximum wear and heat transfer.  Forged pistons and rods connect to a precision flat-plane crankshaft machined from billet steel and matched with an equally impressive billet alloy crankcase.  Lubrication is via a dry sump system where pressure fed oil is actively scavenged from the crankcase by a system of multi-stage pumps to minimise windage and friction losses and is stored in a remote tank with an in-line cooler. 

The oil is also circulated through the clutch housing and gearbox which has its own integrated oil pump.   The slipper clutch and gearbox have been designed specifically to match the engine, with the clutch rotating in the opposite direction to the engine thereby neutralising any torque reaction and integrating perfectly with the shaft rear drive.