Used Harley Davidson Motorcycles
Saturday, October 31, 2009
New Kawasaki Ninja 250R
New Kawasaki Ninja 250R | New Victory Motorcycles
Last info fairing New Ninja 250R will adopt the model ZX-10R Ninja. So can dibayangin, similar fairing ZX-10R, but the engine still Ninja 250.
Friday, October 30, 2009
2009 Ducati 848 Comparison
Are you a man or woman of style? Do you have passion for elegant design with performance to match? If so, Ducati’s 848 may have your name all over it. Heck, it looks fast with the kickstand down...
Completely unchanged for 2009, the Duck is every bit the Italian supermodel dressed in white, and the Ducati squad backs up that beautiful styling with plenty of performance in this mini-version of the 1198 (or mini-1098 as compared to its big brother last year). Check out the 2009 Ducati 848 video and see for yourself why we love this motorcycle so much.
Due to a bit of a tough time getting the Ducati set up on Michelin's radical tires, we weren’t able to get it as dialed in as we would have liked. Ducati's Jeff Nash (former AMA Pro Thunder Champion) got us the ballpark after busting his knuckles all day and that's when the solid trellis chassis showed us just how much potential it has.
Hitting you smack in the face every time you got on the 848 is the sheer difference between this and all the other bikes, especially the Japanese machines. Its tall, narrow and feels like a unicycle compared to the saddle girth of the R6 and ZX by comparison. It's designed as a racebike for the street and Ducati makes no bones about it. It is what it is: A racing motorcycle with lights.
The middleweight Twin requires higher corner speed and less shifting to get the most out of it, and when jumping from the Inline-Fours to the Ducati it takes a few laps to get used to things. It's also far more rigid compared to the competition and every last bump and crack in the pavement is felt by the rider, almost as if one is running their hand directly against the pavement – no doubt in completely stock form this motorcycle has the most promise of the group to be an awesome track weapon.
It's a Ducati...what more can we say... “Given the means, if you’re not going to change a thing, for a trackday bike the Ducati would be my choice,� Sorensen says about the race-worthy 848. “This bike has always made me feel I can get away with things I couldn’t on other bikes. I think you can explore limits in your riding further with this machine.�
One of its major advantages is the engine, which by far makes the most horsepower of the bunch (112.3 hp @ 10,300 rpm), as well as the biggest torque numbers (57.6 lb.-ft. @ 8100 rpm) by a healthy margin. Once we uncorked the Ducati at HPCC all those ponies showed through. It recorded the highest top speed of the test, passing the gun at 165.41 mph with effortless ease, not to mention sounding like a FA-22 fighter jet in full attack mode. Damn it sounds good! And despite a tough-to-use and grabby clutch, it powered to the fastest quarter-mile time of the bunch, laying down a 11.09 @ 134.37mph. No question if the Ducati was as easy to launch as the Suzuki it would have been the only bike into the 10-second bracket.
Think Italian Supermodel - Beautiful, but expensive. The difference is you can actually buy one of these. “The 848 is still one of my favorites,� says Hutch of the Ducati, “but for some reason it didn’t shine as brightly as it did in the past. It didn’t seem to have as huge of an advantage over all the multi-cylinder bikes this time around.�
Garcia disagreed, saying: “The 848 is a really strong Twin. It is nothing like the other five bikes but is still a fun and a good bike to ride or race. It has the most torque out of all the bikes, it just took some getting used to when it came to shifting. It was hard to tell when it was going to hit the limiter.�
As Garcia and some others pointed out, the weak point of the Ducati at the track is its notchy shifting and the fact that it is one of the three bikes in the test without a back-torque-limiting clutch. The wet clutch works well but the long throw of the shifter and vague feeling through the lever works against it - but not everyone needs it as two of our top three bikes were sans-slippers.
“The transmission is one area it would be nice to get the fit and finish of the Japanese bikes,� adds “Funny Man� Sorensen. “The large throw between gears and less positive shifts make it harder to be consistent on the Duck. It takes a bit of time to get used to the function of this machine. The clutch, on the other hand, I had no complaints.�
Mid-corner stability is where the Ducati really shines, once again showing just how racy the V-Twin is in completely stock from. When cranked on its side the Duck begs and begs to be leaned further and futher, taunting you to approch elbow-dragging lean angles like a girl at the bar giving you 'the eyes.' This stability helped boost the Ducati to fourth overall in the Suerpole session with a best lap of 1:21.54. Nearly every one of our testers ranked it top in this department. And rightfully so.
“Stability on the Duck is a different feeling compared to the other bikes,� says Sorensen. “I get a feeling of being connected to what is going on with traction in both front and rear in corner entry and mid corner. I have always felt this chassis asks to be ridden harder as you go faster.�
“The 848 is like a slot car,� Hutchy confirms. “Once you get it on track it sticks and carves a turn like no one’s business. It’s fairly unflappable and it’s no wonder it is so rewarding when ridden on a faster, more-flowing racetrack.�
In the Ducati’s case an extremely stable chassis comes with the byproduct of sluggish steering. Pulling it from side-to-side takes effort, as one had to wrestle it from left to right in transitions. And compared to the competition, this put the Italian Twin at the back of the pack, scoring low on the track subjective catagories in this area from nearly every rider in the group.
Exploring the Ducati's impressive torque curve can be quite fun. But do what Adam does and keep it off the street. “As always, the 848 takes more effort to muscle into a turn initially than the Inline bikes do,� notes Ken. “It makes it a more-manly machine.�
“The Ducati’s turn-in is probably one of the most stable but the trade off is slower transitions left to right and more effort flicking the bike in,� observes Sorensen. “For me personally, I think this trade off is more than worth it. I have said it before and I will say it again, this chassis is the truest race-bred machine of all the bikes in this shootout.�
While proving to be liked by all for its rigid and racy feel at the track, with this comes a high level of discomfort on the street, much due to its aggressive stance. Only our resident hooligan Waheed praised the Ducati on the roads, because in his words “it wheelies the best with all that torque.� But Waheed isn't quite right in the head, if you know what I mean.
“The Ducati ergonomics are much more geared towards the racetrack,� Sorensen adds. “There is a lot of weight on the rider’s wrists and a fairly long stretch from pegs to seat. This seating position is more comfy than the previous 999/749 combo, though a full-day street ride still leaves you quite sore, but then again I'm a wimp.�
Across the board it was chosen as the best looking machine, fully living up to the Ducati standard of being the Ferrari or Porsche of the motorcycle world. When it comes to styling those Italians don’t mess around (except for maybe the 999/749, but that’s a whole different story).
“The Ducati looks awesome, much better than the rest,� Waheed interjects. “Those Italians know how to make beautiful
Chuckie felt instantly at home on the Italian V-Twin... motorcycles, cars, clothes – you name it they have the best style. Do you have any idea how much they build the 848 with passion and it shows.�
Impressive performance numbers – highest top speed, quickest quarter-mile, and biggest horsepower – allowed the Ducati to work its way up the chart. This was aided by its racetrack ability, though a lack of set-up time did hold it back ever so slightly. But what kept it from the top was its far too aggressive street nature and price premium. Even so, considering how closely matched this group is, coming home third to the rippin’ Kawasaki and do-it-all Honda is by no means something to be ashamed of. The Italians sure made a real good one in the 848.
Completely unchanged for 2009, the Duck is every bit the Italian supermodel dressed in white, and the Ducati squad backs up that beautiful styling with plenty of performance in this mini-version of the 1198 (or mini-1098 as compared to its big brother last year). Check out the 2009 Ducati 848 video and see for yourself why we love this motorcycle so much.
Due to a bit of a tough time getting the Ducati set up on Michelin's radical tires, we weren’t able to get it as dialed in as we would have liked. Ducati's Jeff Nash (former AMA Pro Thunder Champion) got us the ballpark after busting his knuckles all day and that's when the solid trellis chassis showed us just how much potential it has.
Hitting you smack in the face every time you got on the 848 is the sheer difference between this and all the other bikes, especially the Japanese machines. Its tall, narrow and feels like a unicycle compared to the saddle girth of the R6 and ZX by comparison. It's designed as a racebike for the street and Ducati makes no bones about it. It is what it is: A racing motorcycle with lights.
The middleweight Twin requires higher corner speed and less shifting to get the most out of it, and when jumping from the Inline-Fours to the Ducati it takes a few laps to get used to things. It's also far more rigid compared to the competition and every last bump and crack in the pavement is felt by the rider, almost as if one is running their hand directly against the pavement – no doubt in completely stock form this motorcycle has the most promise of the group to be an awesome track weapon.
It's a Ducati...what more can we say...
One of its major advantages is the engine, which by far makes the most horsepower of the bunch (112.3 hp @ 10,300 rpm), as well as the biggest torque numbers (57.6 lb.-ft. @ 8100 rpm) by a healthy margin. Once we uncorked the Ducati at HPCC all those ponies showed through. It recorded the highest top speed of the test, passing the gun at 165.41 mph with effortless ease, not to mention sounding like a FA-22 fighter jet in full attack mode. Damn it sounds good! And despite a tough-to-use and grabby clutch, it powered to the fastest quarter-mile time of the bunch, laying down a 11.09 @ 134.37mph. No question if the Ducati was as easy to launch as the Suzuki it would have been the only bike into the 10-second bracket.
Think Italian Supermodel - Beautiful, but expensive. The difference is you can actually buy one of these.
Garcia disagreed, saying: “The 848 is a really strong Twin. It is nothing like the other five bikes but is still a fun and a good bike to ride or race. It has the most torque out of all the bikes, it just took some getting used to when it came to shifting. It was hard to tell when it was going to hit the limiter.�
As Garcia and some others pointed out, the weak point of the Ducati at the track is its notchy shifting and the fact that it is one of the three bikes in the test without a back-torque-limiting clutch. The wet clutch works well but the long throw of the shifter and vague feeling through the lever works against it - but not everyone needs it as two of our top three bikes were sans-slippers.
“The transmission is one area it would be nice to get the fit and finish of the Japanese bikes,� adds “Funny Man� Sorensen. “The large throw between gears and less positive shifts make it harder to be consistent on the Duck. It takes a bit of time to get used to the function of this machine. The clutch, on the other hand, I had no complaints.�
Mid-corner stability is where the Ducati really shines, once again showing just how racy the V-Twin is in completely stock from. When cranked on its side the Duck begs and begs to be leaned further and futher, taunting you to approch elbow-dragging lean angles like a girl at the bar giving you 'the eyes.' This stability helped boost the Ducati to fourth overall in the Suerpole session with a best lap of 1:21.54. Nearly every one of our testers ranked it top in this department. And rightfully so.
“Stability on the Duck is a different feeling compared to the other bikes,� says Sorensen. “I get a feeling of being connected to what is going on with traction in both front and rear in corner entry and mid corner. I have always felt this chassis asks to be ridden harder as you go faster.�
“The 848 is like a slot car,� Hutchy confirms. “Once you get it on track it sticks and carves a turn like no one’s business. It’s fairly unflappable and it’s no wonder it is so rewarding when ridden on a faster, more-flowing racetrack.�
In the Ducati’s case an extremely stable chassis comes with the byproduct of sluggish steering. Pulling it from side-to-side takes effort, as one had to wrestle it from left to right in transitions. And compared to the competition, this put the Italian Twin at the back of the pack, scoring low on the track subjective catagories in this area from nearly every rider in the group.
Exploring the Ducati's impressive torque curve can be quite fun. But do what Adam does and keep it off the street.
“The Ducati’s turn-in is probably one of the most stable but the trade off is slower transitions left to right and more effort flicking the bike in,� observes Sorensen. “For me personally, I think this trade off is more than worth it. I have said it before and I will say it again, this chassis is the truest race-bred machine of all the bikes in this shootout.�
While proving to be liked by all for its rigid and racy feel at the track, with this comes a high level of discomfort on the street, much due to its aggressive stance. Only our resident hooligan Waheed praised the Ducati on the roads, because in his words “it wheelies the best with all that torque.� But Waheed isn't quite right in the head, if you know what I mean.
“The Ducati ergonomics are much more geared towards the racetrack,� Sorensen adds. “There is a lot of weight on the rider’s wrists and a fairly long stretch from pegs to seat. This seating position is more comfy than the previous 999/749 combo, though a full-day street ride still leaves you quite sore, but then again I'm a wimp.�
Across the board it was chosen as the best looking machine, fully living up to the Ducati standard of being the Ferrari or Porsche of the motorcycle world. When it comes to styling those Italians don’t mess around (except for maybe the 999/749, but that’s a whole different story).
“The Ducati looks awesome, much better than the rest,� Waheed interjects. “Those Italians know how to make beautiful
Chuckie felt instantly at home on the Italian V-Twin...
Impressive performance numbers – highest top speed, quickest quarter-mile, and biggest horsepower – allowed the Ducati to work its way up the chart. This was aided by its racetrack ability, though a lack of set-up time did hold it back ever so slightly. But what kept it from the top was its far too aggressive street nature and price premium. Even so, considering how closely matched this group is, coming home third to the rippin’ Kawasaki and do-it-all Honda is by no means something to be ashamed of. The Italians sure made a real good one in the 848.
Review : 2009 Motorcycle Aprilia Dorsoduro 750
2009 Aprilia Dorsoduro 750 photos
The different and characteristic Dorsoduro applies Aprilia's all-inclusive antagonism acquaintance to aloof one mission: to action authentic benumbed enjoyment. A 92 bhp, 750 cc agent with Aprilia absolute Tri Map ride by wire technology agency that this aerial achievement failing is absolute alike for accomplished riders. Stunning to attending at, fun to ride and safe too, the Aprilia Dorsoduro is now additionally accessible with ABS.
Developed in abutting accord with Aprilia Antagonism (the administration of Aprilia amenable for thirty-seven apple titles), the Dorsoduro 750 ABS combines the best technology from the worlds of supersports and antagonism supermotards. The aftereffect is a beverage of achievement and technology, a special, extreme, and aristocratic motorcycle that is able of adorning its addition to motorcycling excellence.
The lightweight, agile, and able Dorsoduro 750 ABS is apprenticed by a new bearing of agent accumulation the best avant-garde abstruse solutions begin on any bike of its kind. Thanks to avant-garde cyberbanking agent management, Aprilia's bunched 90 V accompanying delivers superb performance, able-bodied above the ability of its rivals. Specific ability is 122.6 HP/litre and best torque is 82 Nm at alone 4,500 rpm. As you would apprehend from Aprilia, the anatomy is different in the supermotard segment. Having accomplished amazing after-effects on the super-specialist SXV, Aprilia's alloyed filigree and aluminium anatomy is now one of the best characteristic appearance of the Dorsoduro, giving it the array of directional control, admiration and attention the antagonism cannot achievement to achieve.
2009 Motorcycle Aprilia Dorsoduro 750
2009 Motorcycle Aprilia Dorsoduro 750Despite its capital design, the Aprilia Dorsoduro boasts the accomplished akin of components, abstruse accessories and finish. Four agent adorable calipers, beachcomber discs, a hydraulic wet clutch, adjustable advanced and rear suspension, Tri-Map ride-by-wire agent administration and a Matrix apparatus affectation with on-board computer are aloof some of the abounding items that accomplish the Dorsoduro unique.
Specification Engine
Numerous improvements accept been fabricated to the Aprilia 750 cc, 90° V accompanying engine, which now appearance mapping distinctively developed to accompany out the Dorsoduro's advancing character.Improvements accept been fabricated to assorted areas of the 749.9 cc agent with its bore and achievement of 92 x 56.4 mm. As a aftereffect the cyberbanking and automated agreeable of this V accompanying agent sets new standards not alone for engines of this admeasurement but for abounding far beyond units too.
Motorcycle Aprilia Dorsoduro 750 photos
The cyberbanking agent administration on the Dorsoduro 750's agent leads the acreage in technology and performance. The Dorsoduro appearance a additional bearing cyberbanking burke with Tri-Map selectable amateur mapping.Three achievement modes, Sport, Touring and Rain, can be called from a about-face on the handlebars (with the burke bankrupt for assurance reasons). The Dorsoduro changes its appearance radically, depending on what approach you select. Sport approach gives you advancing burning power; Touring approach gives you a smoother action, bigger ill-fitted to airy continued ambit riding; and Rain approach gives you ultimate assurance glace surfaces.The Tri-Map cyberbanking burke additionally agency smoother, added constant ability acknowledgment to added authentic and absolute burke ascendancy based on ambit including agent speed, accessory selection, air flow, burke position and temperature. Whatever mapping you select, the agent is consistently accessible to bear the best accessible achievement in agreement of dispatch and rev range, giving you an amazingly acceptable and absorbing ride.
The bankrupt is fabricated absolutely from stainless steel. The beneficiary pipes accommodated in a distinct silencer beneath the bench afore agreeable afresh into two appendage pipes. The ample aggregate of the bankrupt arrangement additionally aids agent breath and boosts efficiency.Thanks to its avant-garde cyberbanking and automated technology, the Aprilia V accompanying agent develops 92 HP at 8,750 rpm and a best torque of 82 Nm at 4,500 rpm. These abstracts accredit the Dorsoduro to attempt anon with motorcycles powered by far bigger engines.
Thursday, October 29, 2009
Wednesday, October 28, 2009
2009 Suzuki GSX-R600 Comparison
Suzuki GSX-R600
MSRP: $10,399
Horsepower: 105.15 hp @ 13,000rpm
Torque: 43.91 lbs.-ft. @ 11,300rpm
Weight: 421.2 lbs w/fuel, 399.5 lbs w/o fuel
Superpole Time: 1:21.03 (Atlas)
¼ Mile: 11.11 @ 132.33 mph
Top Speed: 162.22 mph
Overall Ranking: 5th-place
At the ultra-fast and flowing Willow Springs big track the Suzuki proved to be very stable and with some minor suspension changes was extremely easy to ride quickly. The tradeoff for this stability was a lack of some flickability compared to the other machines, not to mention the wet weight of the GSX-R (421 pounds) was one of the highest of the bunch and no doubt it showed. There’s still plenty to like about this motorcycle, so don’t forget about the Suzuki GSX-R600 video review for a glimpse of what the baby Gixxer looks like in action.
“The Suzuki didn't turn in so well,†Garcia interjects. “I felt like I had to fight it to go into the corner. But the Suzuki had a good overall suspension package. The shock matched the fork quite well and gives the bike some great mid-corner stability.â€
“Once in the corner the Suzuki is rock solid,†agrees Chuckie. “Very easy to make corrections mid-corner, no complaints at all in regards to the stability of the chassis.â€
Dhien adds: “Suzuki’s heavier feeling front end was a bit disappointing compared to the others, taking quite a bit more effort to get turned. It’s much more planted once in the middle of the corner, though both the fork and shock lacked feedback compared to the competition.â€
The '09 GSX-R features white wheels that really cap-off a retro theme that we all thought is really cool. We dig it baby.
A-B-C Modes on a 600 - really?
Putting power to the ground on the Suzuki has never been an issue and most all commended its rider-friendliness, but when it comes to the “exhilaration factor†and sheer speed, the GSX-R is starting to show signs of its age. While it was slightly updated last year, this basic platform has been around since 2005. It still pulled solid dyno numbers (105.15 hp @ 13,000 rpm), but on the track if felt far less exciting than just about everything else. This was also partially echoed during our pilgrimage out to HPCC for performance testing, as it was tied for third in top-speed testing with a 162.22 mph pass as its best. Also, with its very easy-to-use clutch and extremely precise launches it mustered a 11.11 @ 133.74 mph, leaving it tied for third-place in the quarter-mile. While this is favorable, there is no doubt its weight (421.2 lbs.) and bulbous fairing played a major role in holding it back.
“With advancement in technology it’s sometimes hard to keep up,†explains Professor Sorensen. “Some of the other manufactures have made advancements in low-end power delivery and it clearly shows. The Suzuki makes decent power through the rev-range but feels more flat with no hit anywhere. Much less exciting.â€
Frankie backs-up Chuck's sentiments. He wasn't overly impressed with the Suzuki despite its results at the drag strip that had it tied with the ZX with an 11.11-second effort in the quarter mile: “I was really surprised with the GSX-R motor. It felt the slowest of all the new middleweights. It also would cut out occasionally (when getting back on the throttle) around 10,000 rpm – 11,000 rpm.â€
We're at a loss for what would cause the engine to cut out as Garcia mentioned, with our only guess being something to do with the ram-air as it didn't show up on the dyno at all. Also receiving mixed reviews among the bunch were its brakes. They had plenty of outright power, but a lack of feedback through the lever causes reason for concern.
“Suzuki was just missing a bit of a ‘bite’ compared to the others,†Dhien says. “It had power, but it lacked a bit of rider feel.â€
The real surprise of the test, however, came in our Superpole session. Despite the tight and technical nature of Streets of Willow, not a track one would think the Suzuki is suited for, the GSX-R proved many wrong. At the hands of Atlas it posted the third-quickest time of this highly-competitive pack, a lightning-fast 1:21.03, topping the Honda, Ducati and Triumph. Who would've thought?
Hutchison hauls the Suzuki around Streets of Willow. Smooth power delivery made the 'Zuki easy to ride.
Yet another star on the board came when it was time to ride them on the street. Suzuki again proved to be neck-and-neck with the Honda and Kawasaki for top honors. Its wind protection and ergonomics were voted some of the best of the bunch, as was its stability and user friendly engine.
“Somehow riding a Suzuki has eluded me my whole life,†Kennedy says. “So, this being my first time riding one I was surprised with how happy I was with it. Honestly, I don't know why I would have assumed any different. And I also sat in it rather than on top of it, which always makes me feel comfortable. I would say that the Kawasaki and Suzuki were tied for top spot in my book. I'm not totally sure if the fact that I was surprised with how instantly comfortable I was with the bike made me not really pay attention to any short comings, but either way that says a lot.â€
Kieffer's still got that race-style in him.
Adds Simon: “The Suzuki’s motor was great. It felt as if there was plenty of power all the way through. Positioning on the bike is very comfortable as well, as was the wind protection. Definitely a great street bike.â€
When the votes were in and the points tallied, the Suzuki’s age proved just too great to overcome. Low subjective numbers on the racetrack, plus top speed and quarter-mile times toward the back of the pack were nearly impossible to make up for. It’s undoubtedly a great all-around performer for all-level riders and its strong street prowess helped to close the gap, but in this tightly-knit pack the Gixxer was only able to manage fifth spot. Though judging by the release of a new GSX-R1000 this year (stay tuned for a First Ride in a few weeks!) and Suzuki’s track record of updating the 600 and 750 the year following the 1000, we would expect a new or updated model for 2010. And I’m sure Suzuki knows exactly what is needed to give it that razor-sharp edge…
Ducati 999 Wallpaper
Ducati 999 Wallpaper >> Ducati Drag Race : Ducati Road Race, Victory Motorcycles.
Full Specifications Kawasaki Ninja 250
Full Specifications Kawasaki Ninja 250 >> Kawasaki Victory Modification
Ninja 250R using the engine 4 stroke parallel twin, DOHC, liquid cooled, 8 valves and equipped with counterbalancer. So much with engine power produced can reach 36HP at 11000RPM. The resulting torque can reach 24Nm at 10,000 rpm. Starting it too've used a typical electric current moge. Compression ratio is also quite high 12.4:1. His Carburator Keihin CVK30 use 2. Clutch system uses a wet type. Front suspension with hydraulic telescopic fork and rear mono shock with unitrack. His brakes front and rear discs are used, not Tromol again. Front tire size 100/80-16 use, and use a 130/80-16 rear. With 138 kg weight, power-to-weight ratio of this motor reaches 0:26 HP / kg (similar to Cagiva mito).
Tuesday, October 27, 2009
2004 Yamaha YZF R R1 Motorbike Custom
2004 Yamaha YZF R R1 Motorbike Custom Pink Airbrush and Chrome | Yamaha Victory Modification
Specification modifications 2004 Yamaha YZF R R1 :
- pink paint chrome
- chrome swing arm
- upside down chrome
- chrome wheels
YAMAHA RX KING PRICE
Yamaha rx king price. Fast motorcycle with cheap price of yamaha rx king. Yamaha rx king price around $ 1500. Motorbike winner in terms of speed.
Full Specifications Bajaj Pulsar 180 DTS-i
Bajaj Pulsar Victory Motorcycles
Full Specifications Bajaj Pulsar 180 DTS-i :
Engine type 4-step DTS-i, SOHC air conditioning
Volume cylinder 178.60cc
Maximum power 12.15kW (16.51Ps) at 8000 rpm
15:22 Nm maximum torque at 6000 rpm
Digital CDI ignition system controlled by microprocessor
Bore x stroke 63.5 x 56.4 mm
Compression ratio 9.5: 1
Transmission 5-speed / 1 - N - 2 - 3 - 4 - 5
Front suspension telescopic fork (135mm step)
Rear Swing arm - 5 way adjustable
NitroXShock Absorbers
Front brake hydraulic 240 mm discs
130 mm rear mechanical Tromol
Velg type / size Racing17 Model "(black) Model Finger 17"
Front Tire 2.75 x 17:41 P
Rear 100/90 x 17:55 P
12 V electrical system (AC + DC)
12 V 19Ah battery - Type MF
35/35 headlights W - HS1 (CW) / 60/50 W (SW)
Rear lights / stop L.E.D 2 lines
Kick starter system start and electric start
Dimension Length x Width x Height 1990 mm x 750 mm x 1090 mm
Axle distance of 1320 mm
The distance to the ground 165 mm (minimum)
Empty weight 143 kg vehicle
Fuel Type Petrol without lead
Full 15-liter capacity (3.2 lliter reserves)
Double cradle type of framework
Features Fairing Headlights Twin Pilot Lamps (Wolf Eye) Headlights round model
Color Black Silver machine
Exhaust Black Chrome
Analog Digital Speedometer
Engine type 4-step DTS-i, SOHC air conditioning
Volume cylinder 178.60cc
Maximum power 12.15kW (16.51Ps) at 8000 rpm
15:22 Nm maximum torque at 6000 rpm
Digital CDI ignition system controlled by microprocessor
Bore x stroke 63.5 x 56.4 mm
Compression ratio 9.5: 1
Transmission 5-speed / 1 - N - 2 - 3 - 4 - 5
Front suspension telescopic fork (135mm step)
Rear Swing arm - 5 way adjustable
NitroXShock Absorbers
Front brake hydraulic 240 mm discs
130 mm rear mechanical Tromol
Velg type / size Racing17 Model "(black) Model Finger 17"
Front Tire 2.75 x 17:41 P
Rear 100/90 x 17:55 P
12 V electrical system (AC + DC)
12 V 19Ah battery - Type MF
35/35 headlights W - HS1 (CW) / 60/50 W (SW)
Rear lights / stop L.E.D 2 lines
Kick starter system start and electric start
Dimension Length x Width x Height 1990 mm x 750 mm x 1090 mm
Axle distance of 1320 mm
The distance to the ground 165 mm (minimum)
Empty weight 143 kg vehicle
Fuel Type Petrol without lead
Full 15-liter capacity (3.2 lliter reserves)
Double cradle type of framework
Features Fairing Headlights Twin Pilot Lamps (Wolf Eye) Headlights round model
Color Black Silver machine
Exhaust Black Chrome
Analog Digital Speedometer
Monday, October 26, 2009
2009 Kawasaki ZX-6R Comparison
Had the 2009 Kawasaki ZX-6R not been green, it's doubtful any of us would have even recognized it!
Remember that total nerd in high school? Coke-bottle glasses, spent way too much time in the library on his ‘computer,’ played Dungeons and Dragons… You know, the one all the cheerleaders laughed at and the only reason you would invite to parties was to be the butt of practical jokes? Now fast forward to your 10-year reunion. Here comes that total nerd, though almost completely unrecognizable. He’s a mega-buck-making, Ferrari-driving, far-better-looking, computer genius with the hottest chick in the place at his side. Look who’s laughing now…
For Kawasaki and their ZX-6R, they left last year’s shootout as the high school nerd. But they came back this year as the computer genius with the babe on his arm. What a difference a year can make! This must have been said multiple times by nearly every rider who threw a leg over the ZX, yours truly included. For complete technical details check out our First Ride of the green machine in Japan, but in a nutshell, it’s totally new from the ground up. Say hello to the ZX-6 on a MotoGP-inspired binge. It should be noted it’s still the heaviest of the group in terms of wet weight, but they have just made it much more compact and less noticeable and by no means does this hurt performance. In fact, check out the 2009 Kawasaki ZX-6R video for yourself and see how the Ninja stacks up against the competition with your own eyes.
All-new styling from the ground up highlights a vastly improved ZX-6R. It's hard to even grasp the difference from '08 to '09 it's so drastic.
While without a doubt everything about the machine was impressive, first and foremost is the engine. From the bottom of the pack last year to the top this year, both on the dyno and real life, this motor just plain rips!
“Wow, what a difference a year makes, Kawi has done extensive development in the motor department!†exclaims Sorensen of the new ZX. “This bike has low end grunt that carries all the way through the top end power; very useable and extremely tractable.â€
“This year the Ninja takes the prize,†Hutchy says. “It feels fast, has a healthy mid-range and a strong top end.â€
As a result of this motor, when it came time for performance testing out in the Mojave desert the Kawasaki proved it was right on pace. Despite still being 422.3 pounds wet, the plentiful amounts of horsepower and slick aerodynamics allowed it to record a ripping top speed of 164.25 mph, third-best of the group. As for the quarter-mile, the Kawasaki clutch wasn't the best for launching - though it wasn't as bad the Yamaha either. As a result it only laid down a 11.11 @ 133.74 mph. While this still may have been good enough to be tied for third, with a better launch that beast of a motor could have been battling for the top spot.
In fact, not a single tester in the group had one bad thing to say about the new 6R powerplant, including Dhien, who sums things up, saying, “Kawasaki’s engine was amazing! It felt like I was on a bigger displacement machine!â€
One could argue that Kawasaki has always been known for their monster motors, it’s the sheer size and chassis of their sportbikes where they sometimes struggle. But as mentioned before, just like its ZX-10R big brother, the 6R went on a serious gym regimen this off-season and came back much smaller and meaner looking, with a whole bunch of trick parts to boot.
Atlas laid down the fastest lap of the Superpole session on the Kawasaki and was instantly at home on the all-new Green Machine.
Headlining that list of trick parts and widely praised was the BPF (Big Piston Fork), though it took some time to get used to in the beginning. Due to its design it has little to no dive when you're on the brakes. When this is something you are trained to feel, once taken away it’s almost strange. That is, until you get used to it. Once up to speed, the gold 41mm Showa suspenders provide loads of feel, tons of feedback and soak up anything the bumpy Streets of Willow can throw at them with ease. At that point you wonder why everyone hasn’t gone this route. Actually most all race suspension is already this way, as are a few production bikes (Suzuki’s all-new GSX-R1000), but this is the first production 600 to have it and I can guarantee more will follow.
“This was my favorite fork of the test,†adds Sorensen. “Next time you are in a dealership look closely at this unit. These came straight from Factory Showa. Once again they have raised the bar to what a street bike comes with stock. Joey Lombardo (Kawasaki technician) made a two click adjustment to the fork and it felt like the equivalent of 7 to 10 clicks on a normal fork. For racing you probably don't need the Ohlins cartridge kit anymore, these are that good!â€
Yep, you guessed it - Waheed again...
In fact, they are good enough for Jamie Hacking to take fourth-place with them in the 2009 Daytona 200 – bone stock! No re-valving, no spring changes, nothing. Straight out of the box Hacking nearly put the Kawasaki on the box in the biggest AMA race of the year. If that doesn’t say enough right there, we’re not sure what does.
“Along with new power, the Kawasaki has a totally new chassis that feels more compact and more agile,†continues Chuckie. “The bike turns in quickly and is very precise with quick transitions left to right. It’s also very positive mid-corner, with great feedback from both front and rear. Where the old chassis used to have numbness and a feeling of not knowing what is going on, this new package is now a racing machine.â€
This extremely capable all-around package proved to be number one in our outright Superpole Session lap times by a tenth of a second over the race-bred Yamaha. In Atlas’ hands it laid down an extremely respectable 1:20.23, while for Sorensen it was his first bike of the group, recording a 1:24.66, which dropped it back to third in the average time standings. Though there is no doubt as the session progressed so did Sorensen, hence riding the Kawasaki first may have been a disadvantage. That’s just the luck of the draw.
But where the Kawasaki solidified its place at the front of the pack was on the roads. Where the Yamaha is a pure-bred racer first and foremost and suffers on the street, the Kawasaki truly does it all, competing toe-to-toe with the Honda and Suzuki for best street bike.
“It has the size of the ZX-10 and me being 6'5" means every bit helps,†Kennedy comments. “Immediately it put me in a good place just sitting on the bike. But getting going sealed it for me. Plenty of power, especially on the street, probably even got too much, but it’s addictive. And the stock suspension set-up seemed to support me and my 205-pounds quite well.â€
“By far one of my favorite bikes of the day!†added Simon after our street ride. “Overall this motor had everything I look for in a bike – tremendous amount of torque coming out of corners and continuously pulling from the bottom to the top end so much harder than the rest of the bikes. The way the bike turned through all the tight corners was sensational. It really leaned over and seemed to stay down and go where you wanted it to go better than the rest.â€
On the street, the bikes which riders like and dislike quickly become apparent. Usually this is noticed by how quickly riders try to snatch up the keys when leaving a rest-stop or gas station. The Kawasaki and Honda keys were always gone first...
This is the view the competition had of the ZX-6R in 2009. Say hello to the 2009 MotorcycleUSA.com Supersport Shootout champion!
There it is ladies and gentleman, the numbers are in and for the first time in two years a new Supersport Champion has emerged. By virtue of one awesome engine in both the real-world and on the dyno, plus solid performance numbers, overwhelming subjective marks on the track and a street ranking a mere two points shy of the Honda, the nerd has returned to the high school reunion as the stud, hot babe in tow and sports car in the parking lot. Game, set, match - Kawasaki’s all-new ZX-6R is the new Supersport Shootout King.
Priview 2010 Best Kawasaki Z1000
came beyond this review, because I am because affairs a acclimated 03 z 1000. I accept ridden Motocross my accomplished life. As far as artery riding, I endemic a Harely for a few years, and a brace of added cruisers. This time about I capital to angular in the action direction. Go a little faster and alpha alive on aptitude the bike a little! I adulation the attending of the Z, and naked bikes in general. My catechism is, for a newbie action addition like me... How bound will such mods absolutely be all-important apropos the suspension? Will I alike apprehension or be accomplished by the abeyance woes, or is this one of those cases area alone able riders comparing a bike to chase bikes apprehension these issues? HmmmmOur Kawasaki Z1000 has not been sitting abandoned in the garage.
Picture|wallpaper Kawasaki Z1000
We've added an absorbing new heads-up affectation and some new elastic to the blooming beast,Weighing aloof 2.5 ounces with its brace of AAA batteries, the MC2's affectation assemblage is lighter than it looks. Faceshield pivoting is not broken by the installation.It was with abundant abhorrence that we alternate our Z1000 activity bike aback to Kawasaki. After two years of tinkering in our barn we had adapted the blooming meanie into an alike added almighty streetfighter.Our activity Zed's wheelbase was continued out a half-inch best than the claimed branch spec. Do you accept a few hundred wheelies might've continued the chain?The wheel-speed sensor is absorbed to the swingarm with a supplied Z-shaped bracket. A allurement absorbed to the anchor rotor triggers it, sending the advice to the SportVue's ascendancy bore beneath the commuter seat, again wirelessly to the heads-up display. The wheel-speed sensor is absorbed to the swingarm with a supplied Z-shaped bracket. A allurement absorbed to the anchor rotor triggers it, sending the advice to the SportVue's ascendancy bore beneath the commuter seat, again wirelessly to the heads-up display.
Picture Kawasaki Z1000
Best 2010 Ducati Hypermotard 796
Photos|wallpaper 2010 Ducati Hypermotard 796I was kinda acquisitive they would accept appear out with a hypermotard about the 696 agent to accomplish the amount alike lower. PS. Yellow boots did annihilation for the pics. You are gonna attending aback on these one day and think, 'what was I thinkin?'.Where is the "meat" of this "ride" article? What are the adeptness levels? What is the weight? Mpg? Sound? C'mon...this commodity lacks best of what riders are attractive for (other than declared ergonomics). This bike looks abundant added "Street Triple" than it does "motard" (More motard would advice it because after it, it competes anon with the Street Triple...which will annihilate this thing). What 4-valve active on a Ducati air-cooled engine? I don't anticipate so. Your comments on the auto are interesting. I've endemic four Ducatis over the accomplished twenty years and anniversary had a abundant manual feel, including the adeptness to acquisition neutral.The agent is afraid aural a animate anatomy of identical altitude as the 1100. The 796 has mirrors that can be bankrupt in based on addition preference. The Hypermotard 796 comes in three colorways: Dark; White; Red. The 796 gets an apparatus affectation agnate to the Streetfighter alone it appearance orange backlighting.TBesides the suspension, tires and apparatus affectation it can be difficult to atom the differences amid the Hypermotard 796 and the 1100. Although we accepted the 796’s all-embracing abeyance antithesis front-to-rear it could be decidedly bigger with alike added antecedent damping advanced and rear. Despite the abeyance actuality cautiously sprung, the 796 offers absurd adherence at speed. the 796’s anatomy about allowances from a new basic action which reduces weight after compromising rigidity.
2010 Ducati Hypermotard 796
Both the top and basal angle clamps are additionally new. The clamps authority a new non-adjustable 43mm Marzocchi astern fork. Above is a cone-shaped aluminum handlebar. Rear abeyance consists of a Sachs hydraulic shock cushion that moves through a bond and connects to the aluminum single-sided swingarm. As against to the fork, the shock offers acclimation for bounce preload and backlash damping. Lastly, the bench itself was beneath by 0.8 inches and now measures 32.5-inches from the ground.The 796 rolls on similar-spec aluminum auto as the 1100, barometer 3.5 x 17-inches up advanced and 5.5 x 17-inches at the rear. The rims are shod with Bridgestone BT-016 multi-compound tires in sizes 120/70 advanced and 180/55 rear. Brakes abide of accompanying 305mm rotors up front, which are controlled by radial-mount 4-piston Brembo calipers. The rear anchor disc measures 245mm in bore and is apart controlled by a twin-piston caliper. Stainless-steel anchor curve advanced and rear accompaniment the set-up.
Picture Ducati Hypermotard 796
Custom CBR600RR
Custom CBR600RR >> Victory Modification Specification modifications cbr600rr :
- brown paint chrome
- chrome swing arm
- upside down chrome
- wheel tread of the tire width
Sunday, October 25, 2009
Best Modification For Motorbike
BEST MODIFICATION FOR MOTORBIKE >> VICTORY MODIFICATION
Specification modifications yamaha 1 :
- chrome orange paint
- single swing arm
- upside down chrome
- wheel tread of the tire width
Saturday, October 24, 2009
2009 Honda CBR600RR Comparison
As our reigning Supersport Shootout champion, the Honda CBR600RR enters the ring for ’09 with the belt around its waist and a target on its back. And a big target it was!
The only changes to grace the Winged Warrior this year consist of slightly updated bodywork that covers more of the engine and new colors. Nearly everything else remains the same. As you can tell the bike is still a contender and in our 2009 Honda CBR600RR video you can hear what our riders had to say about it and take a spin with us around Willow Springs as well. It is also worth noting that an extremely well-engineered ABS version of the CBR will be available for the first time ever on a production Supersport this year, though for our high performance-based testing the standard model was preferred.
One can quickly see why Big Red comes in as the previous champ. Its solid base set-up and ultra easy-to-use engine make it an extremely versatile machine. It was a favorite of many in the test, although equally as many think the Honda is starting to show signs of its age.
“The Honda has smooth power delivery,†says Sorensen. “This motor may not have the technology that the Yamaha and Kawasaki have, but it comes close. The Honda’s power is a little deceiving because of the seamless rev-range.â€
“It had very smooth power, the most seamless of the group,†Garcia comments. “The only thing it could use is some more grunt in the mid-range. Compared to the rest it just doesn’t come off the corners the way I would like it to.â€
Clean lines and a high level of fit and finish define all parts of the Honda. As for its overall styling? Some thought it was time for a change.
“Kawasaki has definitely closed the gap on the defending class champion CBR,†comments Hutchinson, “though the CBR is still solid and very easy to use.â€
While the engine had mixed reviews, everyone was on the same page when it came to the transmission. That page being the top. Every gear is engaged with a positive feel, clicking in smoohtly without being clunky - it's as near to perfect as it gets. These smooth and positive shifts give the Honda top honors in this category.
“Honda has never had any issues in this department, always extremely smooth shifts, very positive,†says the 2-time AMA Champ of the transmission.
“Honda‘s transmission tightness made it an overall non-drama-smoothie,†adds Dhien.
But where the shifting was smooth as silk, the lack of a slipper clutch hurt its track prowess. It’s now the only bike of the bunch not to have a back-torque-limiting unit, and in this group it really shows. On more than one occasion when hammering for Superpole times the rear-end got out of line on corner entry, hopping due to the lack of a slipper.
Michelin's Dale Keiffer didn't have too much trouble coming to grips with the 2009 Honda CBR600RR. He's got that racer style.
As a whole not much else can the argued against the Honda on the racetrack. It may not be as focused and razor sharp as some of the competition, but it just plain does everything very well. It’s an extremely versatile machine.
“I loved the Honda at Streets of Willow, loved it!†exclaims Waheed. “It and the Kawasaki were up there as my two favorite bikes. It’s surprising how it continues to be this good when it’s one of the oldest here, but the boys at Honda really did their homework when they made the RR and it shows. It is standing the test of time.â€
When Superpole came along, as luck would have it, Honda pulled the first spot out of the gate for Atlas. This never helps, though I still posted a very respectable 1:21.97. As for Sorensen, he went last on the Winged Warrior and set his fastest time of the session, throwing down a 1:22.49. While in outright supremacy it was at the back of the pack, when the two times were averaged it moved all the way up to second spot, behind the Yamaha, proving just how capable the Honda still is at the racetrack.
And when it came time to rack up some serious street miles, the Honda once again showed how utterly awesome of
What was Waheed's favorite bike at the tight and technical Streets of Willow? Yep, the Honda...
“Arguably the best bike for the street,†says motocross ace and new-born street rider Scott Simon. “Everything about this bike is just great! Positioning, turning, braking and the motor were all incredible. It is such a comfortable bike to ride and cruise down the freeway or go full throttle through canyons and drag your knee. By far the most versatile bike I have ridden. The power was exceptionally smooth, although there was always still plenty of it left to go as fast as you want. I’ll be excited when I can go get one of my own again.â€
Both Dhien and Hutchison agreed with Simon and were instantly fans of the Honda on the roads. But there’s no doubt the Honda’s styling is starting to look outdated – one of the areas where it loses subjective points.
Peace-out competition! Everyone has been trailing the Honda for years and this time around it was once again battling for the top spot.
Though it may be looking a bit dated, there's no doubt the Honda still performs. Taking top scoring on the street portion plus coming home with second-place track scores, it's easy to see that when Honda first released this bike they did their homework. It truly has stood the test of time. But low performance numbers -- top speed and dyno -- was enough to hold the Honda back to second position. Though considering the competition, that's downright impressive from a bike of this age.
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