MODIF YAMAHA VEGA
MODIF YAMAHA VEGA
MODIF YAMAHA VEGA
Friday, August 30, 2013
2010 Honda VFR 1200F Review
2010 Honda VFR 1200F Review
Dual-clutch transmissions are all the rage on the high-performance car scene, and Honda has now brought the first DCT-equipped motorcycle to market in the form of the 2010 Honda VFR 1200F We had already sampled the delights of the manual six-speed model, enjoying the torquey responses from Hondas new 1200 V4 engine and the overall levels of refinement accompanying them. But the experience on the new DCT-equipped VFR1200FD is unlike anything weve ever encountered. The bike can be operated in one of two auto-drive modesnormal or sportor be shifted manually by triggers on the handlebar. There is no clutch, and downshifts are accompanied by blips of the throttle that accurately match engine revs to road speed. As with its four-wheel counterparts, the DCT-equipped Honda is a harbinger of things to come.
Wednesday, August 28, 2013
Ducati ST2 Review
The put aside Ducati relations - sports traveling motorcycles. as Monsters rule in town and the Superbikes shove for supremacy on the trail, few chew over of these matter-of-fact yet adventurous machines when Ducati is brought up.
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The Ducati ST4s more great 916cc engine is the major transformation between it and the Ducati ST2.The Ducati relies on an second hand voltage place derived from Ducatis used 907 Paso. admire Some Ducati motorcycles its a 90 degree V-twin. Its liquid cooled and as soon as not astounding dominant is torquey as well as radiant midrange. The Ducati ST4 is a more bracing bike plus the more grew and commanding 916cc engine from the iconic Ducati 916.
The sports and boulevard appliance DNA is comprehensible in these motorcycles - they modify at any rate, compartment yet relatively contiguous to point.
Neither the DucatiST2 or Ducati ST4 should be out of its depth on a follow sunlight hours. abrading roads may well wear down the DucatiST4 nevertheless adjusting the suspension might back up. Vibration may wash up the gathering excluding if fairly serviced it shouldnt be excessively detectable.
on the road on a Ducati is a tension in language for certain bikers. The Italian machines are acknowledge for many objects, nevertheless bimbling along admiring the vista isnt customarily peak of the diary.
Great brakes. Panniers are a worth route on the Ducati ST2 and Ducati ST4 nonetheless differently typical fittings is comparatively bighearted on both motorcycles - they are on the sporty finish of the sports-touring continuum. Riders for all time seem pleasant except the pillion perch looks to have room for others improved than others so acquire yours to make an effort beforehand you purchase a Ducati ST2.
Monday, August 26, 2013
2012 Macchia Nera Concept Pictures
Macchia Nera Bike
Macchia Nera Bike
Macchia Nera Bike
Macchia Nera Bike
UA bike built with a singular focus - power and light weight. Achieved with extensive use
of Poggipolinis titanium artistry and with his highest know-how from the F1, MotoGP and aerospacetechnology and experience (since 1950).
Macchia Nera. Italian for “Black Spot.”Curious name for a bespokemotorcycle . Definitely unique, the Macchia Nera bears little resemblance to the custom bikes we frequently see.
of Poggipolinis titanium artistry and with his highest know-how from the F1, MotoGP and aerospace
Macchia Nera. Italian for “Black Spot.”Curious name for a bespoke
Macchia Nera Bike
Macchia Nera Bike
Macchia Nera Bike
Macchia Nera Bike
Macchia Nera Bike
Saturday, August 24, 2013
MOTORCYCLE RIDLEY AUTO GLIDE LIMITED 2009
RIDLEY AUTO GLIDE LIMITED EDITION LEFT SIDE
RIDLEY AUTO GLIDE LIMITED EDITION RIGHT SIDE
RIDLEY AUTO GLIDE LIMITED EDITION FRONT
Ridley Auto Glide Motorcycle LIMITED EDITION. Ridley Motorcycle Company will soon introduce a new line of fully motorcycle automatic transmission for 2009. The first model Ridley Auto-Glide Motorcycle introduced the 09 Auto-Glide Limited Edition. With last year Wild success of the Limited Edition model, the new model year is expected to have greater demand. Limited Edition model dates back to 2001 when Ridley designing the first three quarters HP 33 scale model known as the Signature Series One.
MACHINE
Producer: Ridley ®
Configuration: 90 ° V-Twin
Displacement: 750
Cooling System: Air
Compression ratio: 8.5: 1
DRIVE SYSTEM
Transmission Type: Automatic CVT
Clutch Type: Centrifugal
Engagement RPM: 1100 RPM
RPM @ 85 MPH: 3600 RPM
Primary Drive: Belt
Final Drive: Belt
Thursday, August 22, 2013
Hyosung Roehr electric Motor Sport
American motorcycle manufacturer Hyosung collaborating with an electric motor manufacturers in developing motor sport Roerh eSuperSport model 2011.
Hyosung role eSuperSport engine developed by Hyosung GT650R pinch machine. This engine will be paired with electric drive systems claim Roehr.
eSuperSport will be equipped with an AC induction motor that can generate power 67 hp (50 Kw) with maximum torque of 108 Nm (80 lb-ft). As a result, this motor can run up to top speed 161 km / h.
As a source of energy, will eSuperSport diasup LifePO4 battery with a capacity of 7.7 Kwh. These batteries have traveled 121km and can be recharged with power 1500 watts in less than 7 hours.
These batteries will be controlled by the Battery Management System to monitor the battery charging power, signal, high voltage / low and balance the cells.
Motor sport is sustained electric shock up-side down 41mm on the front. And balanced by a monoshock at the rear. While the braking system, will be strengthened eSuperSport dual 300mm front brake discs with 4 piston calipers.
Tuesday, August 20, 2013
1957 Norton Seeley Jap Racing 1000
1957 Norton Seeley Jap Racing 1000
1957 Norton Seeley Jap Racing 1000 - Police MotorcycleSeeley Jap Racing 1000, Norton Seeley, Norton, Racing Bikes, Classic, Road Bikes, Motorcycle, Aermacchi Harley-Davidson, AJS, Aprilia, Benelli, Bimota, Boss Hoss, BSA, Cagiva, CZ, Ducati, Egli-Vincent, Gilera, Harley-Davidson, Honda, Indian, Jawa, Kawasaki, Laverda, Maico, Mondial, Moto Guzzi, Motobécane, MV Agusta, Norton, NSU, Parilla, Rickman, Rickman Aermacchi, Royal Enfield, Rumi, Sanvenero, Suzuki, Triumph, Velocette, Villa, Vincent, Yamaha
1957 Norton Seeley 1000 Jap Racing for sale. Built by Dave Cameron. 8/80hp JAP JTOS v-twin engine, fully rebuilt, Norton Featherbed frame. Very powerful race bike in perfect running order. Available in Indonesian.
Thursday, August 8, 2013
BMW F800GT Review
The new BMW F800GT. Its development came about as a result of ST riders who lit up discussion forums and focus groups with demands of “more G, less S.” Simply put, the bike is faithful to the spirit of the venerable F800ST – a lightweight sport-touring canyon-carver with excellent handling – but offers a more touring-friendly approach, as well as incorporating modern technology such as anti-lock braking (ABS), automatic stability control (ASC) and optional electronic suspension adjustment (ESA) found on other current BMWs.
The result is an appropriately amenable Gran Turismo that provides comfort and confidence for days in the saddle while keeping the adrenaline pumping. Most impressive? The GT’s base MSRP of $11,890 is exactly the same as 2013’s ST. Sort of.
The reconfigured liquid-cooled 798cc parallel-Twin increases power output by five ponies over the old ST’s mill, which cranked out nearly 80 horses at the rear wheel when tested in a shootout against Honda’s VFR800 a few years ago. To minimize vibration, it utilizes an even firing sequence, i.e., both pistons move up and down simultaneously. An unexpected, pleasant result is the sound and feel of the Twin is rather akin to that of BMW’s iconic Boxer. Combine that power with a 470-pound ready-to-ride wet weight, a dependable belt drive and a fluid 6-speed transmission, and you’ve got a ride that highlights the “sport” in sport-tourer.
The rubber-mounted handlebar reduces vibration and is set slightly closer to a rider and 0.8 inch higher than before, while the footpegs are 0.4 inches farther forward and the same distance lower. The standard 31.5-inch seat is 1.6 inches lower and significantly wider than was the ST’s. The slightly lipped windshield also terminates closer to the rider than did the ST’s. All this translates to a more touring-friendly ride than the ST could provide.
Other new features of the F800GT include the exhaust manifold and rear silencer, both drawn from the F800R roadster we reviewed in 2011. As an option, the new GT can also be fitted with a titanium and stainless steel slip-on Akrapovic silencer that reduces weight 3.7 pounds over stock. In the passenger heel area, a new heat shield was developed to meet the specific demands of two-up touring.
Dealerships in North America will receive shipments of the GT outfitted with accessory packages in line with what the majority of its customers desire, according to BMW. The Standard Package ($12,395) features BMW’s “Comfort Package” – heated grips, side bag mounts, centerstand, and onboard computer. The Premium Package ($13,190) features all those accoutrements plus BMW’s “Safety Package,” which includes ESA, ASC, and digital tire pressure monitor.But there are perks to the options. For example, riders of the outmoded ST who desired an optional Low seat were required to also purchase the Low front suspension. Not so with the new GT. Also, the GT’s Low seat comes at zero cost to the consumer; the optional 32.3-inch-high Comfort Seat, with its wider pan and extra padding, runs $145.
2013 BMW F800GT Gallery
Tuesday, August 6, 2013
motor sports motoGP motorcycle modification news update 2011 Kawasaki Ninja ZX 10R First Ride
Updated chassis geometry features slightly steeper rake (0.5 degree) and 3mm less. The result is more weight on the front wheel.
ELECTRONICS
Never in a million years did I think there would come a day that I’d say this, but, without question the most exciting feature of the new ZX-10R has nothing to do with the engine, chassis or anything else mechanical. It all comes down to a tiny black box and two sensors attached to each wheel. These are the primary components that make up the Sport-Kawasaki Traction Control (S-KTRC).
Motorcycle USA takes to the track with Kawasakis fully redesigned Ninja ZX10R in our 2011 Kawasaki Ninja ZX-10R First Ride Video.
Four different modes are available based on rider preference or road conditions. Level 1 is designed for track use with racing tires. Level 2 is for general sport riding on either the street or racetrack, while Level 3 is for use in the wet or on slippery road surfaces. The system can also be disabled completely.
Each mode is selected by holding down a toggle button on the left clip-on for approximately one second. This can be done on the fly as long as the throttle is closed. The selected mode is then displayed on the LCD cockpit display. Furthermore the chosen mode selection is stored when the bike is turned off and on again.
(Above) The Kawasaki’s digital instrument panel offers a number of features and is now one of the best set-ups on the market. (Center) The Ninja ZX-10R employs wheelie control that lets you to keep the throttle pinned to the stop when you power wheelie out of a corner. (Below) The Ninja ZX-10R utilizes wheel speed sensors on each wheel to feed information to the traction control and engine management systems.
Considering we’d never turned a wheel at Georgia’s Road Atlanta not to mention the chilly asphalt temperature, we began the test by riding the bike in Level 2 mode. With its sheer number of blind turns and rises Road Atlanta is a very tricky circuit to learn. Still within just a handful of laps it became immediately clear the benefits of the S-KTRC.
There are a number of dips and rises on the track where the bike will power wheelie in second, third and even fourth gear. The TC incorporates a wheelie control functionality that allows you to literally keep the throttle pinned as the front wheel lifts off the ground during a power wheelie. To my surprise, it actually took considerable seat time to get used to this feature as my brain is hard-wired to either: lift off the throttle, dab the rear brake, or tap the clutch lever to get the front wheel back on the pavement. But if you can turn-off your brain and put 100% faith in the electronics it’s simply incredible how well it works with it completely mitigating the chance of the bike looping out and instead putting the front wheel down in a smooth and very natural feeling manner. However, we did notice the system felt herky-jerky in Level 3 as the bike would wheelie then set down and repeat.
After I had put certain segments of the track together I started to get greedy with the throttle when standing the bike up off corners. The rear tire would still spin slightly but it would do so in such a way that you could feel the bike trying to maximize every bit of forward drive. It felt like it would spin, grip, spin, grip as opposed to just spinning excessively when we attempted the same maneuvers with S-KTRC disabled.
But the craziest thing is just how unobtrusive the system is, especially in Level 1. It works its magic so inconspicuously that it’s difficult to tell that it’s even working (there is a segmented bar graph-style TC activation meter on the dash that displays how active it is working but you need to take your eyes off the road to view it). As opposed to other TC systems employed on say the BMW and Ducati, the Kawi’s set-up is far less intrusive when activated and it doesn’t feel like its restricting acceleration as much.
So will the TC system make the bike totally crash-proof? Not exactly. To test, I dialed in heavy throttle while transitioning from the edge to shoulder portion of the rear Bridgestone BT-003 race tire (learn more about this tire in the Bridgestone Battlax BT003 Tire Comparison) and one time the bike rear end snapped sideways and I popped out of the seat. The only thing that prevented me from crashing was basically luck.
If it doesn’t keep you from crashing what is it good for then? Think of it this way: The TC system takes off the “edge” of aggressive throttle input. It helps smoothen out the load you place on the rear tire during acceleration which in turn reduces wheel spin and maximizes acceleration off a corner. If you’re skilled enough you can certainly accomplish the same goal with your right wrist (Mat Mladin-style) but you’ll never be as consistent as the machine. Hands down this is the best feature of the new 10R and worth every penny of its $13,799 base MSRP.
ENGINE
The new Ninja ZX-10R is a very easy motorcycle to ride around the racetrack.
The previous generation Ninja certainly didn’t lack any top end engine performance with it pumping out in excess of 160 horsepower at the rear tire (see the 2010 Kawasaki ZX-10R Comparison Track article). Although Kawasaki claims maximum power output to have increased it felt comparable to the 2008-2010 Ninja. Kawasaki did note that in stock form the U.S. spec ZX-10Rs are fairly restricted. To prove this they had a “Power Up” bike with a racing exhaust and different ECU and it did feel considerably faster and comparable to BMW’s S1000RR rocket ship. What did feel different however is the way in which the engine generates thrust.
The top-end power hit of yesteryear is gone and the powerband feels flatter than before (good thing). Throttle response continues to be excellent and the engine is very usable and friendly to manipulate at all rpm. We did notice however that it doesn’t pull with the same voracity as you close in on redline with power flattening up slightly. But we did appreciate the soft manner in which the engine hits the rev limiter which felt almost identical to the Z1000 (see the 2010 Kawasaki Z1000 First Ride). The exhaust note continues to be very quiet but there is still a fair amount of air intake howl, much to our pleasure.
The 10R now incorporates an engine power mode selection system similar to Suzuki’s GSX-R line of sportbikes. Three power modes are available ranging from “F” (full power mode), “M” (variable middle power—allows 75% of max power with a less aggressive power curve. Furthermore full power can still be accessed based on the throttle angle rate of change) and “L” (low power—60% of maximum with an even milder power curve). Similar to the S-KTRC system the power mode can be adjusted on the fly (as long as the throttle is closed) by pressing up on the left-hand clip-on toggle button for approximately one second. The selected mode is then displayed right above the S-KTRC setting on the instrument panel with the setting being retained when the bike is restarted.
CHASSIS
(Above) Without having ridden both bikes back-to-back it was difficult to tell if the new 10R is any more agile than the old one. Turn-in did feel more predictable then we remembered however. (Center) The ZX-10R employs a new horizontally-mounted Showa gas-charged shock absorber. (Below) The cockpit layout and riding ergonomics are a big improvement over last year’s bike.
Without riding the bikes back-to-back it was difficult to discern if the new Ninja steers any easier than the old one. Still we wouldn’t exactly term it as “flickable” but it did seem to steer more predictably than before which felt like it could be attributed to its improved mass centralization more than anything. We did notice how much more stable the bike is at high speeds with it headshaking far less than we’ve experience in the past.
We were generally pleased with the performance of last year’s fork and the new Showa BPF continues to provide excellent performance. It does a terrific job of controlling chassis pitch during hard braking, which we experienced entering Road Atlanta’s Turn 10 where you slow down from an indicated speed of 186 mph down to second gear.
Speaking of braking the Ninja continues to offer a very powerful braking set-up. Outright stopping force is incredible and the brakes didn’t fade at all at our pace. Initial bite is rather low which helps make the brakes easier to use for a novice rider but gradually ramps up as lever force is increased. Additionally the Ninja now offers an anti-lock braking system available as a $1000 option. The system only adds six pounds to the weight of the motorcycle; however it cannot be disabled like say the system employed on the BMW S1000RR. The bikes we rode were not outfitted with the system so look for a review in the future.
Even more impressive than the fork perhaps was the new horizontally-mounted Showa shock absorber. Overall the rear end of the bike seemed to squat less during hard acceleration and there was a high-level of feel during cornering. When you combine that along with the fantastic grip from the Bridgestone BT-003 race tire and phenomenal performance of the traction control system, the package facilitates strong drives off corners. Damping force also remained consistent throughout our 20-minute riding sessions.
ERGONOMICS
Next to the performance of the traction control system the revised cockpit and riding ergonomics is another area where the new 10R shines. Part of the reason why it feels much less top heavy than before is the 0.7 inch reduction in seat height. The profile of the fuel tank is also vastly improved with it feeling much more compact than before. We also liked
The traction control system employed on the new 10R is the best system we’ve ever tested on a production motorcycle.
FINAL THOUGHTS
Although we weren’t blown away by the added performance of the engine or chassis as compared to last year’s bike the electronics package on the new 10R is out of this world. Not only does it make the bike easier and safer to ride it allows you to better explore the astronomically high-performance that a modern day Superbike serves up. And to think that you can get a taste of a similar type of traction control and engine management technology that MotoGP bikes were using just a few years ago for a list price of $13,799 is absolutely mind boggling. Kudos to Kawasaki for continuing to evolve the realm of sportbikes with its easy-to-use and gimmick-free traction control system.
Sunday, August 4, 2013
Modification Suzuki Satria FU 150 CC
Modification Suzuki Satria FU 150 CC
Data Modification:
Bodi: Airbrush Graphics, Sikkens
DPN-blkg Tires: Comet M1 Genzi 0/80-17 70/80-17 & FDR
DPN-rim blkg: Comet U-shape, 140-17 & 160-17
Handlebar: Standard chromated
Sokbreker front: Standard chromated
Swing arm: Standard chromated
CDI: BRT dualband
Exhaust: DBS
Bhens airbrush: 022-7049 7838
4 stroke Clinique: 021-9544 4550
Read more »
Data Modification:
Bodi: Airbrush Graphics, Sikkens
DPN-blkg Tires: Comet M1 Genzi 0/80-17 70/80-17 & FDR
DPN-rim blkg: Comet U-shape, 140-17 & 160-17
Handlebar: Standard chromated
Sokbreker front: Standard chromated
Swing arm: Standard chromated
CDI: BRT dualband
Exhaust: DBS
Bhens airbrush: 022-7049 7838
4 stroke Clinique: 021-9544 4550
Friday, August 2, 2013
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