Attention is drawn to the following related applications filed on the same date as this application and in the name of the present applicant: Agents ref. Title 24605 Gas Flow Management 24606 Motorcycle 24611 Motorcycle Engine The disclosure of those applications is incorporated herein by reference.

The most common form of the motorcycle is the motorbike, having two wheels. A large variety of motorbikes exist, which are put to various uses, including commuting, courier services, etc as well as leisure activities. Certain varieties of production motorbike sold for use on the road-mainly Supersports, Sports and (to a lesser degree) Sports/Tourer motorbikes-are also used for leisure activities on race tracks.

Indeed, Sports and Supersports motorbikes are commonly designed accurately to reflect the appearance and, to a degree, the performance of race motorcycles (that is to say, motorcycles which are designed primarily for racing, such as GP motorbikes or race versions of Superbikes). Many of the aspects described herein find particular application in relation to these types of motorcycle.

While the various aspects of the invention will be described in relation to such a motorbike, some or all aspects equally find application in other types of motorbike, motor tricycles, quad bikes, etc. In the following, the word"motorcycle"should be interpreted to include such motorcycles, unless the particular context dictates otherwise.

The term"carbon fibre material"used herein and in the appendices hereto should preferably (unless the context is clear to the contrary) be understood to refer to a composite material containing carbon fibre. The matrix material preferably comprises a polymer material, but may, alternatively or in addition, comprise ceramic or metallic material. The composite material may additionally include other components.

The terms"chassis"and"frame"used herein and in the appendices hereto should preferably be interpreted as synonyms, unless the particular context dictates otherwise.

In a first aspect, the invention provides a method of assembling a motorcycle,, the method comprising supporting an engine so as to be accessible for assembly operations, and mounting a motorcycle component (not being a component of or accessory of the engine) on to the engine.

The engine may well be the heaviest single sub-assembly of the motorcycle, and the applicant has found it beneficial to keep the engine in a fixed position during assembly, and effectively to build the motorcycle around the engine.

Preferably the method comprises a supporting the engine on a support so as to be elevated from a work surface. , and preferably the component is a frame component.

Preferably the engine is supported beneath its sump. This can have the advantage of leaving the engine mounting points accessible for mounting the frame component to the engine.

The method may comprise supporting the frame component after mounting thereof to the engine, and removing the engine support.

Preferably the frame is supported on both sides of the engine.

The method may comprise continuing assembly of the motorcycle until the front wheel and the rear wheel are present, supporting the motorcycle by means of the front wheel and a rear wheel support and removing the frame supports.

The rear wheel may be supported by engaging an axle thereof. If the axle is hollow, this may be achieved by means of a spindle inserted into it.

Most or all of the motorcycle can be assembled by the foregoing method, although in some cases it may be preferred to attach the fairings in a separate operation to reduce the risk of damage.

In a second aspect the invention provides equipment for assembling a motorcycle comprising one or more of : (i) a jig configured to support an engine of the motorcycle beneath its sump; (ii) a frame support comprising separable left and right portions respectively configured to support opposite sides of a motorcycle frame which has been mounted to an engine; and (iii) a rear wheel support comprising a spindle adapted to pass into a hollow axle of the wheel.

Another aspect of the invention provides a filler neck for a motorcycle fuel tank, the neck having an aperture for insertion of a fuel-supply nozzle and means such that upon insertion of the nozzle the nozzle is directed to a predetermined side of the filler neck.

Preferably the aperture has a polar axis which is inclined to a polar axis of a further aperture of the neck which is configured to receive a filler cap, the two apertures being disposed relative to each other to direct the nozzle to a predetermined side of the neck.

The first-mentioned aperture may be offset relative to the axis of the further aperture.

Preferably, in a cross-section containing the polar axis of the further aperture, the filler neck has substantially frusto-conical portion, the first-mentioned aperture being disposed in the frusto-conical portion.

At least one venting aperture may be provided to permit air to escape from the tank during filling with fuel.

The invention also provides a motorcycle fuel tank having a filler neck as set forth above.

There may be at least one operative component, for example a fuel pump, within the tank, which is disposed away from the predetermined side of the filler neck.

Thus a filler neck according to preferred embodiments of this aspect of the invention can ensure that a fuel nozzle inserted into the neck cannot be misdirected so as to strike and cause damage to the pump or other operative component.

Another aspect of the invention concerns the placement (location) of the motorcycle's battery. A substantial battery is necessary in a modern motorcycle, which almost always will have an electric starter motor. Additionally, increasingly complex and power-hungry lighting and other auxiliary systems also are present on the motorcycle.

Conventionally the battery is located beneath the seat, but there are aerodynamic and styling advantages in routing the exhaust system beneath the seat, which may then necessitate the battery being located elsewhere. Conventionally however it is necessary for the battery to remain accessible so that the motorcycle can be started from another battery ("jump-started") if its own battery is flat.

This aspect of the invention provides a battery arrangement in a motorcycle wherein the battery is positioned forwardly of the engine, and a pair of terminals for jump- starting or changing the battery are provided at a separate (preferably adjacent) accessible location.

By providing accessible jump lead terminals separately from the battery, there are no accessibility constraints on how the battery is located forwardly of the engine. The jump lead terminals also permit the battery to be trickle-charged if necessary, without being removed from the motorcycle. If the terminals are placed relatively adjacent the battery (but accessible) then long runs of heavy-current wiring can be avoided.

Preferably a battery is positioned beneath an airbox for providing a combustion air (aspiration) supply to the engine.

The battery may be supported from the airbox.

The terminals may be provided on a nose fairing of the motorcycle, and preferably on a lower surface whereby the terminals are provided on a lower surface of the nose fairing, above the front wheel.

Thus the connectors may be situated in the vicinity of front forks of the motorcycle.

For example, the connectors may emerge through a panel of the motorcycle behind the front forks and below the nose fairing. Locating the connectors here may give rise to the advantage that they are unobtrusive while remaining easily accessible.

A said terminal may be incorporated in a socket, or alternatively may be of a form suitable for engagement by the bulldog clips normally found on jump leads.

Preferably at least one of the jump-start connectors has a knurled surface.

The provision of a knurled surface may assist in the formation of a secure electrical connection between the clips of, for example, the jump leads and the jump-start connectors.

A plug/socket arrangement may be beneficial ensuring that a secure electrical connection is made between the jump leads and the jump-start connectors of the motorcycle. Preferably, jump leads having a complementary connector may also be provided for connecting in a plug/socket arrangement with the jump-start connectors of the motorcycle.

Preferably at least one of the jump-start connectors is provided with a removable protective cover.

The provision of a protective cover may beneficially inhibit corrosion or soiling of the jump-start connectors, helping to ensure that a secure electrical connection is made between the connectors and the jump-leads when required. The cover may comprise, for example, a cap for each of the connectors or a cap which covers both connectors.

Preferably a portion of the connectors protrudes outwardly from a panel of the motorcycle.

The panel may, for example, be formed of a conductive material, perhaps comprising carbon fibre. To prevent a short circuit, the connectors are where necessary insulated from the panel.

Preferably a portion of the connectors is colour coded to indicate polarity.

For example, where the connectors are in the form of posts emerging from a panel of the motorcycle, a portion of one connector may be painted red and a portion of the other may be painted black. Alternatively, the connectors may be provided with a (or a respective) sleeve of a particular colour; the sleeve may also serve the purpose of isolating the connector from the panel. In a further alternative, the connectors may

be provided with'+'and or'-'markings, for example on the housing of a, socket. In embodiments in which the connectors are adapted to form a connection with jump leads in a plug/socket relationship, the socket and/or the plug may preferably be adapted to prevent insertion of the plug into the socket in such a way as to reverse the polarity of the connection.

The use of the airbox as a structural component to support one or more further components enables more efficient packaging of the accessories of the motorcycle.

For example, in addition to or instead of the battery the engine control unit may be mounted on the airbox. Furthermore the mounting of the ECU on the airbox may help to keep the ECU cool, potentially avoiding a requirement for the ECU to be provided with a heatshield. The efficiency of arrangement of the components in the motorcycle may also be improved.

Preferably the electronic control unit is mounted between the airbox and the fuel tank.

Preferably the airbox comprises a depression for accommodating the electronic control unit.

A further aspect of the invention provides a motorcycle comprising a fuel tank and an electronic control unit, wherein the electronic control unit is mounted adjacent the fuel tank.

Preferably the fuel tank comprises a recess for accommodating the electronic control unit.

Preferably, damping means, for example rubber strips are provided between the electronic control unit and the surface on which it is mounted to reduce the vibrations transmitted to the electronic control unit.

Any feature in one aspect of the invention may be applied to other aspects of the invention, in any appropriate combination. In particular, method aspects may be applied to apparatus aspects, and vice versa.

Preferred features of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure I A is a left side elevation of a motorcycle;

Figure 1 B is a front elevation of a motorcycle ; Figure 1C is a rear elevation of a motorcycle; Figure 2A is a top perspective view of the fuel tank, frame and seat assembly of the motorcycle shown in Figures lA-1C ; Figure 2B is an underside view of the fuel tank shown in Figure 2A ; Figure 3 is a diagram of the fuel tank shown in Figure 2A ; Figure 4A is a cross-sectional diagram of the fuel tank shown in Figure 2A, indicating a fuel tank filler neck; Figures 4B and 4C respectively are top and front views of the fuel tank filler neck shown in Figure 4A ; Figure 5 is a perspective view of the'nosecone of the motorcycle shown in Figures IA-IC ; Figure 6 is a schematic cross-section of the air intake duct of the motorcycle shown in Figures 1 A-1 C ; Figure 7 shows the means by which a battery is mounted to the airbox of the motorcycle shown in Pigures lA-l C, Figure 8 is a view from beneath the motorcycle showing jump-starting terminals; Figure 9A is a cross-section of the airbox, engine control unit and fuel tank of the motorcycle shown in Figures 1 A-1 C ; Figure 9B is a cross-section of the fuel tank and engine control unit in combination with a perspective view of the airbox of the motorcycle shown in Figures lA-IC ; Figure 9C is a top view of the airbox and engine control unit of the motorcycle shown in Figures 1 A-I C ; and Figures 10 to 16 show an assembly method for the motorcycle.

Figures lA to 1C show a motorcycle, is respectively, a left side elevation, a front elevation and a rear elevation. The motorcycle comprises a frame, upon which is mounted an engine, fairing components 11 and other components. At the front of the frame there is a headstock, to which is mounted the triple tree carrying the front forks 4 and front wheel 6. A swing arm 8 carrying the rear wheel 10 is mounted onto the frame, to the rear of the engine.

Figures 1A to 1C also illustrate the location of components including the gearbox sprocket 12, chain 16, fuel tank 18, exhaust header pipes 20, exhaust tail pipes 22, rear fairing 24, licence plate 25, rear light cluster 26, rear reflector 27, windscreen 28, air intake duct aperture 30, seat 32, seat assembly 33 and instrument panel 34.

In particularly preferred examples the motorcycle is a production (or road) motorcycle

suitable for use on public highways. In alternative examples the motorcycle, is suitable for racing, in competitions such as the World Superbike competition for example.

Fuel tank Figure 2A shows a top view of the fuel tank 18. The fuel tank is releasably attached to the motorcycle frame 102 at forward attachment points 104, 105 on the right and left sides of the frame respectively. The fuel tank is releasably attached to the seat assembly 33 at rear attachment point 106.

Figure 2B shows an underside view of the fuel tank 18. The fuel tank comprises two cylindrical indentations 110, 111, which respectively correspond to the forward attachment points 104,105 at which the fuel tank is attached to the frame 102. The axes of the two indentations 110, 111 are parallel. The fuel tank 18 also comprises a flange 114. The flange 114 comprises a cylindrical hole 112, which extends from between the top and bottom surfaces of the flange in a direction approximately perpendicular to the axes of the indentations 110, 111. The hole 112 corresponds to the rear attachment point 106 at which the fuel tank is attached to the seat assembly 33.

Figure 3 is a schematic diagram of the fuel tank, including cross-sectional views through the first indentation 110 and the flange 114, and illustrates the means by which the fuel tank is secured to the frame and seat assembly. The first indentation 110 contains a tubular rubber sleeve 118. The external diameter of the sleeve 118 is approximately equal to the diameter of the indentation 110. A spigot 120 is rigidly attached to the frame 102 at a position corresponding to point 104. The diameter of the spigot 120 is approximately equal to the internal diameter of the sleeve 118.

Similarly, the second indentation 111 also contains a tubular rubber sleeve and interfaces with a second spigot (not shown) which is attached to the frame at point 105.

The seat assembly 33 comprises a threaded hole 122, the position and direction of which is such that hole 112 and hole 122 share a common axis when the fuel tank is attached to the motorcycle.

To attach the fuel tank to the motorcycle, the fuel tank is translated in a direction corresponding to the axes of the spigots, such that the spigots 120 are located into the internal cavity of the rubber sleeves 118. A threaded bolt 116 is then passed through the hole 112 in the flange 114 and tightened into the threaded hole 122 in the seat

assembly. To remove the fuel tank from the motorcycle, this process is reversed. A rubber washer can be provided between the flange 114 and the seat assembly, to provide isolation of the fuel tank from vibrations at the rear.

The part of the seat assembly 33 to which the fuel tank is bolted preferably comprises a carbon fibre material.

This method of attachment allows the fuel tank to be quickly and easily attached and removed. The rubber sleeves provide a secure fit of the spigots in the indentations and thus reduce vibration that may be transmitted from the frame to the fuel tank. In a further example, vibration may be further reduced by one or more rubber isolation pads 124 which are attached to the underside of the fuel tank. Alternatively, or in addition, rubber pads may be provided on the relevant portions of the chassis. The arrangement is such that the majority of the weight of the rider is bourne on the isolation pads, to reduce the amount of stress on the spigot/indentation arrangement.

In the example shown in Figures 2 to 4, the spigots are provided on the chassis and the indentations are provided on the fuel tank. The arrangement could be such that the spigots were provided on the fuel tank and the indentations provided on the chassis, or a combination of spigots and indentations on each. More spigots and indentations could be provided to provide additional stability of the attachment, if required. The spigots are conveniently located so as to be close to the outer sides of the fuel tank, but other arrangements are possible and may be desirable according, for example, to the configuration of the motorcycle.

Figure 3 also shows a rectangular depression on the underside of the fuel tank for the placement of the engine control unit (discussed in more detail below). Cut-outs and depressions are provided on the surface of the fuel tank to allow, for example, the routing of electrical wires to the engine control unit.

A fuel tank filler neck will now be described with reference to Figures 4A and 4B, which show a cross-sectional diagram of the fuel tank and a top elevation of the filler neck respectively. The top surface of the fuel tank comprises an aperture 128, which is sealed by a removable cap 108 in order to prevent loss of fuel from the tank. The cap 108 may be removed to allow fuel to be added to the tank through the aperture.

The aperture 128 is defined by the top of a relatively shallow machined aluminum filler neck 130. The filler neck 130 also comprises one large hole or aperture 132 and five smaller holes 134. The diameter of the large hole 132 is sufficient to allow the

nozzle of a refuelling pump to be inserted into the fuel tank. The small holes permit air to be displaced out of the tank during the refuelling process.

The filler neck has a frusto-conical portion 129 in which the hole 13 2 is disposed with its polar axis 131 inclined to the polar axis 133 of the aperture 128. As can be seen, the hole 132 is laterally offset relative to the polar axis 133. By being inclined and offset relative to the aperture 128 the hole 132 constrains a refuelling nozzle to be directed downwardly and forwardly (to the left as seen in figure 4A). Thereby it is directed away from operative components such as a fuel pump (135, figure 9A) fuel filter or tank contents (fuel level) sensor which may be installed in the tank.

Nosecone The nosecone assembly of the motorcycle will now be described with reference to Figure 5. The nosecone 210 of the motorcycle comprises a front fairing 206, a windscreen 28 and a headlamp housing 204. An air intake duct aperture 30 with a triangular cross-section is defined by the bottom edge of the windscreen and the front fairing 206.

A schematic cross-section of an air intake duct is shown in Figure 6. An air intake duct 252 extends from an airbox 256 to the air intake duct aperture 30. The air intake duct comprises an air temperature sensor 254 and a grille 250. The air temperature sensor 254 provides measurements of air temperature to an Engine Control Unit (ECU). The grille 250 is located between the air temperature sensor 254 and the air intake duct aperture 30 and is disposed in a plane that is approximately parallel to that of the air intake duct aperture 30. The grille 252 is recessed within the air intake duct 252, which has an advantage of being aesthetically preferable to mounting the grille in a more visible location close to the air duct intake aperture. The grille 250 prevents large items of debris that may enter the air intake duct 252 from making contact with and causing damage to the air temperature sensor 254. The grille 250 also traps smaller items of debris and prevents this debris from entering the airbox 256 and engine. In one example, the grille 250 comprises a robust mesh of thin wire.

The headlight housing 204 comprises two vertically disposed headlight assemblies 200a, 200b is located behind the windscreen 28. The air intake duct is shaped so as to allow the headlight assemblies 200a, 200b to be fitted within the front fairing.

Battery mounting The method by which a battery is mounted to the motorcycle will now be described with reference to Figure 7. In conventional motorcycle designs, the battery is usually located within the seat assembly, typically underneath the seat. However, mounting the battery in the conventional location is not convenient due to the presence of the exhaust muffler underneath the seat assembly. In the present example, the battery is mounted to the airbox of the motorcycle, which helps to increase the density with which the component parts of the motorcycle are packaged and thus reduces the volume of the motorcycle and maintain a sleek aerodynamic appearance. The airbox is made of carbon fibre material, and thus the battery support is mounted directly onto carbon fibre material.

The battery 450 is mounted within a battery holder comprising a supporting member 452 and a brace 454. The supporting member 452 is attached directly to a lower surface of the carbon fibre airbox 256 by four semi-permanent fasteners 456, such as screws or M6 studs, which pass through appropriately drilled holes in the airbox. The brace 454 is secured to the supporting member 454 by means of two rectangular lugs 464 which pass through two rectangular slots 462 in the supporting member 452.

Additionally, the supporting member 252 and brace 454 each comprise a flange (indicated collectively by the reference numeral 460) which are held in relation to each other by a semi-permanent fastener 458. Downwards motion of the battery 450 is prevented by a lip on the underside of the brace 454, while longitudinal and lateral motion of the battery are constrained by the vertical surfaces of the supporting member 452 and brace 454.

Provisions for jump-starting The provisions made to facilitate jump-starting of the motorcycle will now be described with reference to Figure 8 which is a view upwards into the nosecone fairing of the motorcycle, with the front wheel and forks removed. As has been previously described, the battery may be mounted to the airbox. However, it is difficult to gain access to this location and access to the battery for the purposes of jump-starting the motorcycle is therefore also difficult. Therefore, the motorcycle comprises a pair of jump-start connectors 350, 352.

The jump-start connectors 350, 352 are located on the lower surface of the nosecone fairing, above the front wheel. The jump-start connectors comprise a pair of electrically conducting terminals, which are each connected to a respective terminal of the motorcycle battery by heavy-current wires. Suitable materials for the jump-start

connectors include iron, steel and copper. Where the fairing upon which the jump- start connectors are mounted comprises an electrically conducting material, the connectors are provided with members, for example rubber sleeves, to electrically insulate the connectors from the fairing and from each other.

In a particular example, the first jump-start connector 350 is connected to the positive terminal of the battery and the second jump-start connector 352 is connected to the negative terminal of the battery. In an alternative example, the first jump-start connector 350 is connected to the negative terminal of the battery and the second jump-start connector 352 is connected to the positive terminal of the battery. The jump-start connectors are provided with colour-coded surrounds to assist the rider in differentiating the polarity of the terminals. If preferred, one jump-start connector can be connected to its respective battery terminal via the frame ground, depending on whether the motorcycle is wired positive-ground or negative-ground.

In one preferred example, the jump-start connectors 350, 352 comprise a pair of terminal posts which are adapted to engage with standard jump leads with bulldog clip connectors. In a refinement of this example, the surfaces of the terminals are knurled to provide a more secure connection to bulldog clip connectors.

In another example, the jump-start connectors comprise a pair of sockets into which jump leads with complementary plug terminals may be fitted. In a variation of this example, the jump-start connectors comprise a pair of suitably-shielded plugs to which jump leads with complementary socket terminals may be fitted.

In yet another example, the jump-start connectors comprise a pair of threaded terminals onto which jump leads with an appropriate screw thread may be securely attached.

It will be understood that other types of connector could be provided.

The jump-start connectors may be provided with removable covers, which protect the surface of the connectors from dirt, oil and other contaminants that would prevent the formation of a good electrical contact.

It is desirable to site the jump-start connectors above the front wheel because this location is easily accessible. Providing jump-start connectors in an easily accessible location removes the need to directly access the battery.

Engine control unit The method by which an Engine Control Unit (ECU) is attached to the motorcycle will now be described with reference to Figures 9A to 9C. Figure 9A shows a cross- section through the airbox, ECU and fuel tank of the motorcycle. Figure 9B shows a cross-section through the fuel tank and ECU, with a perspective view of the airbox.

Figure 9C shows a perspective view of the means by which the ECU is mounted to the airbox.

In many conventional motorcycle designs, the ECU is usually located within the seat assembly, typically underneath the seat and mounted to a metallic sub-frame.

However, mounting the ECU in the conventional location is not convenient due to the presence of the exhaust muffler underneath the seat assembly. The ECU is therefore mounted in a cavity between the airbox and the fuel tank, which allows the use of a larger ECU whilst maintaining the sleek aerodynamic appearance of the motorcycle.

The airbox 256 comprises a top surface 504 which is substantially flat and towards the rear of the motorcycle. The fuel tank 18 comprises a rectangular depression 502, comprising a surface that is canted towards the front of the motorcycle in a plane parallel to that of the top surface 504 of the airbox 256. When the airbox 256 and fuel tank 18 are fitted to the motorcycle, the top surface 504 of the airbox and the depression 502 in the fuel tank cooperate to form a cavity 506 with an approximately rectangular cross section. The configuration of this cavity 506 is such that an ECU 500 can be contained therein.

The ECU 500 comprises four flanges 508, each comprising a single hole. The airbox 256 comprises four threaded studs 510 that protrude normally from surface 504 in positions corresponding to each of the holes in the ECU flanges. The ECU 500 is attached abut to the airbox 256 by passing the studs 510 through the holes in the flanges 508, before securing the airbox by means of a tightened nut on each of the studs 510. In an alternative example, the ECU is attached to the airbox by means of four screws that pass through each of the flanges 508 into appropriately formed holes in the airbox. Thus, the ECU is mounted directly to the carbon fibre material of the airbox.

In a particular example, the ECU is isolated from vibration that may be transmitted through the airbox by rubber pads which are fitted to the lower surface of each of the flanges 508 between the airbox and ECU.

The ECU comprises a remote diagnostics connector, through which a computer may communicate with the ECU. The remote diagnostics connection allows operation such as setting calibration parameters and modifying engine mappings to be performed without requiring direct access to the ECU, which would necessitate removal'of the fuel tank. tank.

The ECU used is provided by Magneti Marelli, and is for example an ECU used in cars, for example the Peugeot 406. A rotation speed sensor is fitted on the rear wheel.

Assembly method The method by-which the motorcycle is assembled will now be described with reference to figures 10 to 16.

The principle adopted is that the motorcycle is built around the engine 500, which as can be seen from figures 10 and 11 is an in-line three-cylinder engine with its bank of cylinders 502 inclined rearwardly of the motorcycle, instead of forwardly as is conventional.

The engine has a sump casing 504 which projects downwardly from the crankcase and provides a means whereby the engine can be stably supported in an upright position for assembly to proceed.

A jig 506 is provided on a work surface 507 (figure 11) on a platform 505 similar to a medical operating room table, the height of which is adjustable. The jig 506 comprises four upstanding location arms 508 fixedly mounted via a baseplate on a double scissors jack 510. The arms 508 engage the sides of the sump casing 504 when the engine is lowered onto the jig, and thereby the engine is stably supported.

A frame or chassis 512 (figure 12) of the motorcycle is placed over the supported engine 500 and is mounted to it by aligning front mountings 514 (one each side) and upper and lower rear mountings 516,518 and completing them with the requisite bolts 520,522, 524 (figures 12A, 12B 12C), bushes and spacers (not shown).

Next a frame stand or jig 551 (figures 13,14) is brought to support the frame 512, with its now securely-attached to the engine 500.

The jig 551 consists of a rectangular base frame 564,566, 568 of hollow square section steel members divided into two halves referenced A and B in figure 13, each

with uprights 552,556. The uprights are positioned to support the frame 512 on each side under knuckles 526 forming part of the front engine mountings and knuckles 528 at the ends of a cross-tube 530 of the frame 512 to which the rear swing arm (not shown) of the motorcycle is later attached. For this purpose the uprights 556 are i provided, with V-shaped plates to receive the knuckles 526, and uprights 552 are surmounted by flat plates 554 upon which the knuckles 528 rest.

The two halves of the jig are moved under the engine from opposite sides of the work surface 507 until they abut and are joined together by further square-section members (not shown) which fit within each of the cross-members 566, 568, bridging the joins between them. The two halves of the jig are secured to the internal bridging members by socket-headed bolts 570 (figure 13A). Location stops 572 on the outer ends of members 566 and 568 ensure that the assembled jig is correctly laterally positioned relative to the work surface 507.

When the jig 551 is positioned under the knuckles 526,528 of the frame, the scissors jacks 506 are lowered, thereby lowering the frame and the engine on to the supports 562, 554 of the jig. The scissors jacks are then further lowered, and the engine support jig 506 is removed (figure 14).

Assembly of the motorcycle then proceeds until the front and rear wheels 574,576 have been fitted (figure 15). Then an axle stand 578 is positioned to support the rear wheel of the motorcycle. The rear wheel has a hollow axle or hub 580 (figure 16) through which a spindle 582 is passed to engage in holes 584 in the axle stand. The motorcycle then is supported on its front wheel and by the axle stand, and the frame stand 551 is removed by removing the bolts 570 and separating the two halves of the stand 551. Assembly of the motor cycle then is completed. Upon completion the platform 505 is lowered sufficiently for the motorcycle to be wheeled-off onto a ramp.

It will be understood that the present invention has been described above purely by way of example, and modifications can be made within the scope of the invention.

Each feature disclosed in this specification (which term includes the claims) and/or shown in the drawings may be incorporated in the invention independently of other disclosed and/or illustrated features.

Statements in this specification of the"objects of the invention"relate to preferred embodiments of the invention, but not necessarily to all embodiments of the invention falling within the claims.