Professional design
Professional motorcycle designers almost always hold degrees in industrial design, industrial design engineering or similar, and have training in styling, modeling, as well as knowledge in aspects of technology associated with single track vehicles. Although no degree as a specialisation exists per se, the majority of candidates graduate through colleges and universities with established transportation design courses, and are trained as automotive designers.
Most OEM motorcycle manufacturers, such as Honda, Suzuki, Kawasaki, BMW, Ducati, Piaggio and others have in-house design studios dedicated to this purpose, while others such as Yamaha and KTM depend on specialised independent design consultancies.
Methodology
Design and engineering relationships
Due to the high importance of mechanical components or even exposed engines to motorcycle styling, almost always designers will have a greater sensitivity to and awareness of engineering than will typical car designers. In OEM situations, large teams of professional engineers and specialists will collaborate on each project development, allowing the designer to focus on the more intangible or subjective aspects of design, such as styling, human-machine interface psychology, and market and cultural relationships. In other matters such as pure mechanical ergonomics (such as seat height, handlebar placement, etc.), or basic layout (the location of major components, storage, etc.) there is usually considerable overlap between the designer and engineer. The designer will nominally approach each problem from a human interface, or "feel" or "irrational" point of view (example : "Does this material feel cold or warm, and is this feeling appropriate to this vehicle's target consumer?"), while the engineer will attack each problem with the "rational" or clinical approach of empirically weighing the cause and effect of each design decision against the project's technical and economic design targets (example : "Can this material be moulded into the designer's desired shape? Will that be too expensive to produce?")
Research and Concept Design
In OEM motorcycle design, the normal procedure of developing a new motorcycle involves the same steps in other professional design disciplines : identifying a target consumer, researching them to identify benchmarks and project targets, then proposing concept directions in a written form known as a Design Brief or QFD. From this point, artwork is developed to visually communicate the designer's ideas. These are presented in 2Db drawing or illustrated form, from which a winning direction is down selected for further development. Once a satisfactory design is established on paper (the term paper is a generalization that can include traditional hand renderings, digital artwork or CAD drawings), then full scale modeling begins to realise the design in tangible 3D form.
Styling
Often used as an interchangeable term with "design", styling is in fact just one component of the design process. Typically, styling is developed through sketches, renderings and illustrations then realised in 3D form using automotive styling clay, specialised industrial modeling foams such as Sibatool, Renshape or Epiwood, or in increasingly limited cases plaster or body filler. As the most subjective part of the design process, the various members of the development team must depend heavily on the judgment, skill and experience of the appointed designer to create an appropriate look.
The most misunderstood element and the most dangerous to the success of a product, is the idea that team members should evaluate the design based on personal tastes or preferences. Industrial design is not an art form, but a focused creative expression using the scientific data and analysis in the Design Brief and QFD as ultimate guidelines. The target user, their needs and tastes should be reflected in the final design, not necessarily exclusively those of the design team. Of course, many complex variables such as the OEM brand identity, past successes and failures, and whimsical trends often skew or distort styling decisions. In instances where the factors are overwhelming, OEM's may err on the side of cautious conservative design.
Parallel development
Because of the need to reduce development time and costs, the "styling" design model is usually developed in parallel with the engineering 3D design. While there is an increasing amount of digital design input in the modern OEM design process, nearly all major motorcycle manufacturers still rely on full scale clay models to render the master style model, then scan and import the styling surfaces into suitable 3D software packages (Alias, CATIA, ISEM Surf) for integration into the 3D engineering CAD platform (CATIA, ProEngineer, etc.). Once combined, the design team can virtually refine the motorcycle by optimising component assembly, checking for any undesirable interferences between parts, and predict and eliminate possible engineering problems. Typically, designers and engineers will have the greatest number of conflicts during this phase of development, as designers will fight to maintain the original styling and design of the clay model and artwork into the production vehicle, while the engineer will eliminate all problems in the most efficient manner possible. The success of the final product depends heavily on the level of cooperation between these often conflicting needs.
