Picture Fiat Yamaha YZR-M1

New Cagiva V-Raptor Specifications

Review Cagiva V-Raptor

When I got back V-Raptor 650 (check our reviews Cagiva's commuter with attitude) to importers Italmoto from Germiston in Gauteng, I was lucky enough to get a quick spin on a brother larger, V-Raptor 1000 powered by the rip - snorted 996cc V-twin out of the canyon carver Suzuki TL1000.

This is the proposition altogether more serious was established in Cagiva broadly replicated fashion airbox and short, fat tailpipes carbon. This provides 82kW of trampling and speak with authority.

98x66mm twin very interesting from around 3000rpm but the steps up to the cam when the tacho needle points straight up at seven and got a little out of hand for the big city traffic
This is the proposition altogether more serious.
. Opportunity to use so much less power and far between in the urban maze.

Raptor is a great out of place as a pit-bull on a poodle parlors in the city and the need to keep your right hand for smooth movement speed urban law on the door, thanks to slam the jerkiness common to most fuel injection systems on small throttle openings.

But given the gap, or a highway to play with, and it will show you what a big twin is all about - instant, the response effort and eye-compression acceleration. This will hit the 220 mile (do not ask me where) with at least 30 others arrived. Above 8000rpm motor obviously got vibratious; this, after all, the rigid mount-liter twin-class and shaky real vee fashion is part of the riding experience.

As noted above 650 (and Aprilia's RS250), the gearbox on Suzuki motorcycles sold by companies other marques far more stringent than those that gathered for himself
Motor steady as a rock.
. In one liter Raptor's weight changes and solid, down clutchless shifts unless revs high. Even then they are less than perfect, pretty well, then, that the clutch light, positive and abuse-proof - it will get used a lot.

Muscular motor depends on the trellis frame where the first sight look very similar to that of the 650 but neatly combining the three point mount to compensate for unequal expansion coefficient of steel and aluminum - is necessary because the engine is at the top of the mountain ahead of the cylinder head in the crankcase.

The rest is basically the same grille as on a smaller bike and it was a tribute to the health of the design that will handle more than 80kW, without tying itself in knots.

Frame a little wider to accommodate larger motors; all that good as a larger bike has a better pilot seat does not put more pressure on the buttocks. The pillion, however, is the same soft little hump where a lady friend politely refused to lie down.

Suspension is the same with a smaller engine with spring rates and damping is adjusted with the extra weight. The only adjustment for preload on the rear Monoshock Sachs; you up 43mm inverted Marzocchi-downies out of their way, which is very good.

Motor steady as a rock, even more than 200km / h, and have less tendency to shake my head at full tilt upchanges than his brother. This is possible because the geometry a bit more conservative - I suspect most dedicated to trying to keep the front wheels on the tar. This also does not work with the same agility, because some drivers more more conservative.

The brakes are the same as the 650, although with about 10% more mass to haul in a company required to stop squeezing. Because the feedback through the lever is not so precise, even with braided stainless brake lines, and easier to lock the front wheels in 1000.

A neat little screen in these photographs is unique to SA. It was designed by and made for Marco Liberatore of local importers. Remarkably, it was held by no more than six patches of Velcro each no bigger than a large postage stamp because actually instill a stronger push into place faster you ride.

Big V-Raptor takes more skill to ride than the younger more relaxed. It's a big and serious muscular engine and will provide XJRs Bandit and the world that kicked in the right hands. But more than that, it'll take you out on Twisties on Sunday morning and stayed with the race-replica of the corner of your favorites.

Do not be fooled: odd styling under a motorcycle very competent.

V-Raptor 1000 imported by Italmoto from Germiston, Gauteng and the cost of R77 000.
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SPECIFICATIONS

Motor: Liquid-cooled 90-degree four-stroke V-twin.
Capacity: 996cc.
Bore x stroke: 98 x 66mm.
Valvegear: DOHC with four valves per cylinder on the head with Twin Swirl Combustion Chamber.
Compression Ratio: 11.7:1
Power: 82kW.
Induction: Electronic fuel burning.
Ignition: Electronic Transistorised.
Starting: Electric.
Clutch: Cable-operated wet multi-plate clutch.
Transmission: Six-speed constant-mesh gearbox with final drive by chain.
Suspension: 43mm inverted Marzocchi cartridge forks at front, Sachs Monoshock adjusted for preload at rear.
Brakes: twin 298mm discs four-pot opposed piston Brembo calipers in front, 220mm disc with Brembo twin-pot opposed piston calliper at rear.
Tires: Front: tubeless 120/70-ZR17. Rear: tubeless 180/55-ZR17.
Wheelbase: 1440mm.
Seat height: 775mm.
Dry weight: 197kg.
Fuel capacity: 18 liters.

Ducati Streetfighter

Bimota DB8 Competitor Cheap Motor Sport Ducati Streetfighter

Bimota officially launched as a competitor tight DB8 Ducati Streetfighter. With a 1198 cc engine two-seater, Bimota DB8 touted as a lower-priced motor sport.

Bimota DB8 off the price of 23,000 Euros. This makes DB8 banderole into kategosi entry-level motor sport.

DB8 appreciated even more expensive than its predecessor DB7 the dibanderol 26,000 Euro. Therefore, the Italian motorcycle company that set targets would be sold DB8 among lovers of motor sport.

Bimota consumers struck by motor sport that offers innovative and unique design of the new powers for their use with their wives or girlfriends but with cheaper prices.

Lower price is because DB8 uses plastic instead of carbon for the bodywork. Besides exhaust also selected from titanium instead of steel. While the chassis is made of aluminum instead of carbon serperti on DB7.

1198 cc engine cooling liquid used as an energy source that can reach 125 kW at 9750 rpm with maximum torque of 131.4 Nm at 8000 rpm. This power is greater 8bhp and 6lb-ft than the DB7.

For the legs, Bimota chose suspension Marzocchi USD forks DLC fully adjustable in front, and Extreme Tech Monoshock fully adjustable at the back.

Meanwhile, after holding lap-sized tires Dunlop 120/70 ZR17 front output, selected Brembo brake 320 mm dual four-piston. For measuring wheel is wrapped with 190/55 ZR17 Dunlop tires, 2 piston Brembo brakes ready for braking.

Moto Guzzi V12 Strada Concept Bike

Moto Guzzi V12 Strada Concept Bike

The Moto Guzzi V12 Strada concept is the third member of the trio that also includes the Moto Guzzi V12 Le Mans and Moto Guzzi V12 X and, like those bikes, these exclusive photos are first time we’ve seen it in a studio. The roadster-like Strada combines technical features seen on both those bikes, but includes some pretty neat new stuff too.


Moto Guzzi V12 Strada Concept Bike

Flyscreen: included in order to mimic the shape of a traditional motorcycle headlamp, but then corrupted by the tiny LEDs hiding behind it. Oil Coolers: there’s actually two oil coolers and a rectifier hidden behind the screen. The screen is open on the sides, allowing cooling air to reach the coolers. Suspension: like the Strada it’s all current production spec stuff, indicating these two are very production-realistic.Brake Lines: routed through the bars, then behind the headstock for a clean, simple look.

Moto Guzzi V12 Strada Concept Bike

Pillion Seat: reminiscent of the rear wing on the Le Mans and the Strada, it’s neat to see this shape interpreted into something more practical while providing a clear visual link between the trio.Footpegs: check out the pillion pegs, they’re mounted to the swingarm via a parallelogram linkage that isolates them from the swingarm’s movement. Complicated, but it eliminates the huge, ugly peg hangers. LCD Screens: fold flat when the bike is off, then rotate open when you turn it on.Centerstand: look closely and you can see the front-hinged centerstand wrapping around the sump, just like the Strada.

Moto Guzzi V12 Strada Engine Concept

Frame: made from rotational moulding nylon polymer, like the Le Mans and Strada. Tank/Seat Unit: this hinges at the front and opens via remote control, like the Le Mans and Strada.Heat Sinks: the finned metal sections on the sides of the engine aren’t oil coolers, their heat sinks just like you’ll find on your computer and on the Le Mans and Strada.Rearview Cameras: Pierre says these are 100 percent production feasible with a reasonable cost, like the Le Mans.Filler Cap/Start Button: the big aluminum disc on the tank is the filler cap, the smaller one is the push-button starter.

Modification Sport Suzuki Satria FU

SUZUKI SATRIA FU 2010 FULL MODIFICATION

SUZUKI SATRIA FU 2010 FULL MODIFICATION WALLPAPER

SUZUKI SATRIA FU 2010 FULL MODIFICATION PICTURES

Walpaper Moto Matic

Oto Trend of Yamaha Mio Personal Service Contest

Oto trend of yamaha mio personal service contest is the contest of Yamaha product by the modificator of the personal or manufactur service.

Dallas Fort Worth Arlington Harley Davidson Motorcycle

Dallas Fort Worth Arlington Harley Davidson motorcycles
Dallas Fort Worth Arlington Harley Davidson motorcycles
Dallas Fort Worth Arlington Harley Davidson motorcycles
Dallas Fort Worth Arlington Harley Davidson motorcycles

SUBARU WRX KICKBOXER MOTORCYCLE CONCEPS

white color subaru wrx kickboxer motorcycle

wallpaper subaru wrx kickboxer

motorcycle conceps subaru

MODIFICATION MOTOR SHOGUN 125 CC

Suzuki Shogun 125 MODIFICATION

Modification of Suzuki Shogun 125, this one is really-really from my home town, Karanganyar – Solo. This Shogun belongs to Ryan Dwi P, member of B’CAC (Ban Cilik Auto Concept). He add a front disc brake and chrome almost all of lower components like, shock breaker and engine block.

He use Kyoso shock breaker in the rare and full bass HRP exhaust. To make his motor up, he beleave Tea-Pong from Sukoharjo to do the airbrushing.

Modif Terbaru Suzuki Satria FU 150 Style

Suzuki Satria FU 150 Style

Although we intip ahead, but who knows if in fact there are several new features looks behind the New Satria F150. "There are some features that differ," Edi bisik found in the middle ramainya JMS 2008.Dari on let's open it's the latest detail duck with engine capacity of at most this.

Most obvious change would have on the design of the lamp cover. Head lamp design and covernya become the main attraction. Suzuki already has from the first characteristic of MOGE always provide a touch of duck including the motor for this latest Satria F150. Head lamp Suzuki GSX 600R entered to try to slim the body Suzuki F150.


Suzuki Satria FU 150 Style

Great! it is the right word given to the Suzuki Satria F-150 this. Imagine, Topo Goedhel Atmodjo's Custom Tauco (TC), so changing the shape of a duck sport model with the body part is minimal. "With the body part that can also show little ability to play detail," said Topo.

As the order of Tubular iron pipe, for example. Usually, in the middle part is left empty, but closed by Topo use triangular plate. Not easy work because the closed must remember the precise contours of each field have. In fact, do so with perfect Topo.

Mdification Of Suzuki Shogun 125cc Full Airbrush

Modification Of Suzuki Shogun 125cc Full Airbrush

The newest iterations of the Shogun line now sport a totally enhanced design that exhibits ultimate craftsmanship and a smattering of stealth. Helping the bikes attain the said character are a dynamically forward-angled overall form, solid-image surfaces, straight running character lines, plus cutting-edge body colorways and graphics that help oncoming motorists see the bike in all conditions.

Modification Of Suzuki Shogun 125cc Full Airbrush

The Shogun line has more features than its predecessor, whether it’s for the daily ride to and from work or tooling around winding roads on the weekend. A kick starter (with decompressor) provides quick and easy ignition, and a magnetic cover over the ignition switch opens only for the correctly coded key for security purposes. A spacious underseat compartment—which can fit a small backpack—gives you storage convenience and security. The gauge cluster design is much simpler than its predecessor, with bigger gear/fuel/lighting indicators and bigger font readouts for quick glances before setting one’s eyes on the road.

New Modification Motorsport

Suzuki

Yamaha

ANIMASI AIRBRUSH MOTOR SKUTER

GAMBAR ANIMASI AIRBRUSH MOTOR SKUTER

2009 This year seems to be the resurrection of "iron horse" or better known automated with motor matic. Because many of modifikator look at this bike as a spill their creativity in memodif become more stylish appearance. This is also evidenced by the dominance of the number of participants who register their motor matic contest to contest the modification, Djarum Black MOTODIFY 2009 (23-24/5) which was held at the Convention Center Grage.

Facts matic triumph motorcycles also depicted through the champion category Airbrush Animation Eko Wahyanto claim, from the workshop Exxo Art. Yamaha Mio brings lansiran 2007, with the concept of low-rider and more emphasis on the motive airbrush realists. Figure realist thorough attached to the motor body, none are left. The difficulty does not come from the application of the bodinya overall picture, but it happened on the complexity of the picture carried disclosures. While the sector is not experiencing a change machine, which relied on the specification still uses the original runway kitchen manufacturers tuning fork logo.

"The work overall is not complicated, I feel it in the process of disclosure of the image that I stretcher. Because not all people understand what I mean in the picture, so the depiction of detail necessary to airbrush her," said modifikator this one. Due to the chosen theme of the animated cartoon Star Wars movie should be considered an appropriate disclosure mature to understand clearly the purpose picture film characterizations.

Team-based workshops in Pondok Bambu, East Jakarta is not no good come all the way to Cirebon, because the performance achieved quite encouraging that won first prize in the category of best Airbrush Animation. Aimed at conveying his ideas to anyone who witnessed the bike, Eko must be willing to spend around Rp. Pour 10 millions for this concept.

Meanwhile, when asked about his opinion about the event, Eko said, events like this are excellent for stimulating creativity of modifikator to continue work, as well as his determination to create new concepts better. This aims at the intention to participate in the event MOTODIFY participate further, and try to reach the main title of Best Black Bike. [nus / timABT]

Specifications 2010 Kawasaki Versys | Kawasaki Sport

2010 Kawasaki Versys Specifications:

• Machine Type Four-stroke, liquid cooled, DOHC, four valves per cylinder, parallel twin
• Displacement 649 cc
• Bore & Stroke 83.0 x 60.0 mm
• Compression ratio 10.6:1
• Liquid Cooling
• Fuel Injection Digital fuel injection with two 38mm Keihin throttle body
• Digital CDI Ignition
• 6-Speed Transmission
• Final Drive O-Ring Chain
• Frame Semi-double cradle, high tensile steel
• Rake / Trail 25 degrees/4.3 entry
• 120/70-17 front tire size
• Rear Tire Size 160/60-17
• Wheelbase 55.7
• Front Suspension / Wheel Travel 41mm telescopic hydraulic fork with stepless rebound and preload adjusted / 5.9 in
• Rear Suspension / wheel travel Single offset laydown shock with 13-position adjustable rebound damping and adjustable spring preload / 5.7 in
• Front Brake Type Dual 300mm petal discs with two-piston caliper
• Rear Brake Type Single 220mm petal disc with single-piston caliper
• Fuel Tank Capacity 5.0 gal.
• Seat Height 33.1
• 454.1 pounds curb weight.

Kawasaki Ninja ZX 6R Specifications And Pictures

Kawasaki Ninja ZX-6R Specifications:

• Engine Type: 4-Stroke, Liquid-Cooled, DOHC, 4 Valve Cylinder Head, Transverse In-Line 4-Cylinder
• Displacement: 636 cc
• Bore & Stroke 68.0 x 43.8 mm
• Maximum torque: 52.0 pounds-ft @ 11 500 rpm
• Compression ratio: 12.9:1
• Carburetor: DFI with Keihin 38mm Throttle Bodies (4)
• Transmission: six-speed
• Final Drive: X-Ring Chain
• Rake / Trail: 25 ° / 4.2 in
• Front Wheel Travel: 4.7 in
• Rear Wheel Travel: 5.3 in
• Tire size front: 120/65-ZR17
• Rear Tire Size: 180/55-ZR17
• Wheelbase: 54.7 ins
• Front Suspension: 41mm Inverted Cartridge Fork with Adjustable
• Preload, Stepless Rebound and Compression damping
• Rear Suspension: Uni-contract with Adjustable Preload,
• Stepless rebound and Compression damping
  

Kawasaki Ninja ZX 6R photos and model girls

Triumph Thunderbird – A Bird in the Hand

Triumph’s engineers took care of the vibes with two separate balancer shafts_one mounted at the front of the crankshaft, one behind it. The result is a parallel twin that sounds like a V-twin, but one that can be fed big throttle openings at speeds as low as 2000 rpm without the thudding and shuddering that afflicts most big V-twins.

This lends considerable refinement to the ride, backed up by some other handy technical features. The engine management system has two maps; one pretty laid back, the other sportier. Selection of an appropriate map is made automatically based on the speed at which the throttle twist grip is rotated. Crank it on hard and you get an aggressive spark advance curve and faster throttle response. Finesse the gas and the bikes lopes off more lazily.

The Thunderbird has a six-speed transmission with helical-cut gears for quieter operation, and the final drive is by toothed belt. Other than some whine at idle (probably from the balance-shaft drives), the bike is mechanically quiet in operation, allowing the rider to enjoy the off-beat exhaust cadence without interference.

Of course, there will always be riders who want louder pipes, and Triumph caters to their needs with ready-made aftermarket pipes in an accessory range that already features over 100 items, including bags, sissy bars, screens, chrome pieces, and seats. There is also a big-bore kit which bumps the engine size to 1700cc and the engine_s output from the stock bike’s 85-horsepower to about 100. Costing $900, the kit includes cams and other modifications.

With 1600cc already available, we_d think more aggressive cams and perhaps some fuel mapping tweaks to go along with it would provide all the thrust anyone would ever need without pulling the cylinders and pistons. But perhaps a compression bump is also a necessary part of the hop-up kit, so we’ll just shut up.

In any event, the big twin spins into life after a clearly vigorous effort from the starter motor (with the intervention of a decompression gadget on the exhaust cam), and idles happily with that thumpity-thump sound cruiser riders hold so dear. Despite Triumph’s deliberate attempt to make the engine look as if it were air-cooled, with stylish fins adorning the cylinderhead and block, the new T-16 engine is a thoroughly modern liquid-cooled lump with dual overhead cams, eight valves per cylinder, and twin-sparkplug heads.

It tugs the bike away from rest with strong and steady thrust, and there_s emphatic throttle response throughout its operating range. Unlike a lot of big-bore twins, the Thunderbird revs pretty willingly to its 6500 rpm redline, although there_s not much reason to do that often. Since the torque peak (108 pound-feet) is at a fairly leisurely 2,750 rpm, the bike_s midrange is decidedly muscular at normal highway speeds.

Even though it isn’t fast in the sense that a liter-class sportbike is fast, the Thunderbird’s engine is seldom found wanting. The considerable 756 pound curb weight damps any suggestion of slingshot acceleration, but the power delivery is entirely in keeping with the Thunderbird’s cruiser role. Moreover, the brakes and suspension do a great job of containing the bike’s exertions, and lend a pleasing sense of overall integration to the machine.

Big 12.2-inch disc rotors adorn the front wheel, gripped by two fixed, four-piston Nissin calipers, and together they haul this big bike down from speed in a very reassuring fashion. The brake and clutch levers themselves are big and broad, proving more comfortable and controllable than the light and narrow devices found on lesser machines.

Rear brakes play a more important role on cruisers, since they assist greatly with low speed maneuvers, and on the Thunderbird we find a pretty stout disc in the embrace of a Brembo two-piston floating caliper. The combination provides good feel at the pedal when you’re attempting a U-turn on a mountain road something the Triumph manages with a composure that belies its large mass and high center of gravity.

The Thunderbird’s five-spoke alloy wheels are suspended by a 47mm Showa fork up front and dual chromed-spring Showa shocks at the rear, and despite limited adjustability (the rear shocks feature five-position spring preload collars), the ride is remarkably good. Of the two ends, the front is more impressive, blotting bumps and ripples without transmitting much shock into the frame or bars.

Under my 218 pounds, the rear shocks needed more preload, but then demonstrated rather slack rebound damping over bigger bumps and drains. If we were to upgrade the T-bird, that’s where we_d start. But the ride and handling are pretty good as the bike comes, endowing the rider with confidence in its ability to take just about anything you can throw at it.

As is usual with cruisers, limited ground clearance inhibits corner entry speed, but even here the Thunderbird isn’t too bad. There are feelers under the folding footpegs that touch down with insistent gnashing noises, and this soon teaches a rider to tone down cornering speeds to something quieter and less distressing. We’d happily trade the bike’s much sought-after 27.6-inch seat height for another inch of ride height and the extra cornering clearance it would bring, but then we’re not lifelong cruiser adherents.

Priced at $12,499, the Thunderbird offers a premium cruiser experience in a handsome and distinctive package. An ABS model is available for $13,299 for those who feel the need for an extra measure of safety. We believe that the real measure of this bike’s value in the market is its ability to bridge the gap between boulevard posing and real world riding.

Designed by Tim Prentice, a former design director at Honda and the man responsible for that company’s Rune, the Thunderbird is a relatively restrained expression of cruiser art. But it’s a striking image nonetheless, and Triumph fans should have little to complain about particularly since it’s a functional design with no extravagant embellishments.

The Thunderbird does a pretty good job as a standard motorcycle, handling everyday riding tasks with an ease and balance not available on every cruiser. Also not available on every cruiser are details like a tachometer (mounted below the speedo in the tank-mounted instrument pod), and a useful trip computer. With functions toggled by a switch at the right-hand cluster, the trip computer includes a range-to-empty display that is particularly handy when on a long ride.

Along with presence and style, we found the Thunderbird to be imbued with a robust charm that grows on a rider the more he or she rides the bike. Add this general charisma to the bike’s potential for extensive personalization, and you have a pretty solid argument in favor of buying one. It might just be that the 2010 Triumph Thunderbird’s offbeat exhaust note becomes the soundtrack to the story of its own success. Let’s just wait and see.

250GP replaced with four-stroke 625-650cc inline-fours

Dorna unveiled its proposal for a four-stroke replacement for the 250GP class today. If it gets its way, 250cc two-strokes will be replaced by four-strokes of between 625 and 650cc in 2011.The capacity was chosen to protect World Supersport racing. With the aim of keeping costs down, further rules dictate the new engines will be inline-fours, won't have traction control and will use controlled ECUs. Unlike World Supersport, the as yet unnamed new class of GP racing will be exclusively prototype based. No production machines will be allowed.

While the new capacity may sound too close to MotoGP's 800cc limit, the changes are intended to drastically reduce costs. Right now, at about €1million, leasing a 250cc GP bike is only about one-third cheaper than a MotoGP machine. Under the new rules, that cost would drop to less than €100,000. That seems to be the driving reason for these drastic changes, so while we will mourn the loss of yet another two-stroke racing class, we will welcome more accessible, more competitive racing.

Final details of the rule changes will be announced after they are ratified June 7 at the Catalunya GP.

Honda CS1, Your New City Sport Choice

After being secret for about two monts, finally Honda launch their new motorcycle in Indonesia. This motorcycle has been advertised for about one month, but didn't mentinoned it's name. And finally, 6 April last week, Honda launch it for public in Surabaya. It's name is Honda CS1 (City Sport).